Scrra Design Criteria Manual

SCRRA
DESIGN CRITERIA
MANUAL
FINAL
March 2024
Southern California Regional Rail Authority
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CONTENTS
1.0 FOREWORD ...................................................................................................................1-1

1.1 PURPOSE ...........................................................................................................1-1
1.2 CHANGES/UPDATES .........................................................................................1-1
1.3 TERMS AND DEFINITIONS ................................................................................1-1
1.4 ABBREVIATIONS AND ACRONYMS ..................................................................1-1
2.0 SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY ...........................................2-1

2.1 INTRODUCTION .................................................................................................2-1
2.2 ORGANIZATION .................................................................................................2-4
2.3 FUNDING ............................................................................................................2-4
2.4 ASSETS ..............................................................................................................2-4
3.0 DESIGN STANDARDS ...................................................................................................3-1

3.1 SCOPE ................................................................................................................3-1
3.2 STANDARDS AND CODES.................................................................................3-1
3.3 CLIMATE CHANGE VULNERABILITY AND ADAPTATION.................................3-1
4.0 CLEARANCES ...............................................................................................................4-1

4.1 SCOPE ................................................................................................................4-1
4.3 TRACKS ..............................................................................................................4-1
4.4 ROLLING STOCK................................................................................................4-2
5.0 TRACK GEOMETRY ......................................................................................................5-1

5.1 SCOPE ................................................................................................................5-1
5.3 DESIGN SPEED ..................................................................................................5-1
5.4 HORIZONTAL ALIGNMENT ................................................................................5-1
5.5 VERTICAL ALIGNMENT .....................................................................................5-4
5.6 TURNOUTS .........................................................................................................5-6
5.7 YARDS ................................................................................................................5-7
6.0 TRACKWORK ................................................................................................................6-1

6.1 SCOPE ................................................................................................................6-1
6.2 TRACKWORK .....................................................................................................6-1
6.3 TRACK MATERIALS ...........................................................................................6-5
Design Criteria i March 2024

7.0 STATIONS ......................................................................................................................7-1

7.1 SCOPE ................................................................................................................7-1
7.3 SCRRA REQUIREMENTS...................................................................................7-4
7.4 STATION SITES ..................................................................................................7-4
7.5 STATION PARKING ............................................................................................7-6
7.6 INTERMODAL ISSUES .......................................................................................7-7
7.7 PLATFORMS .......................................................................................................7-8
7.8 PEDESTRIAN CROSSINGS..............................................................................7-11
7.9 PLATFORM AMENITIES ...................................................................................7-13
7.10 OFF-PLATFORM AMENITIES ...........................................................................7-14
7.11 RECOMMENDED ILLUMINATION LEVELS ......................................................7-15
7.12 FENCING ..........................................................................................................7-16
7.13 SIGNAGE ..........................................................................................................7-16
7.14 LANDSCAPE CONSIDERATIONS ....................................................................7-16
7.15 ARTWORK ........................................................................................................7-16
7.16 STATION COMMUNICATIONS INFRASTRUCTURE ........................................7-16
7.17 STATION SECURITY ........................................................................................7-16
7.18 CONSTRUCTION ..............................................................................................7-18
7.19 STATION MAINTENANCE ................................................................................7-18
8.0 HIGHWAY-RAIL GRADE CROSSINGS .........................................................................8-1

8.1 SCOPE ................................................................................................................8-1
8.2 HIGHWAY-RAIL GRADE CROSSINGS ...............................................................8-3
8.3 PEDESTRIAN-RAIL GRADE CROSSINGS .......................................................8-41
8.4 RAILROAD ACTIVE WARNING AND TRAFFIC SIGNAL SYSTEM
INTERCONNECTION CIRCUITS ......................................................................8-49
8.5 SPECIAL ISSUES .............................................................................................8-51
9.0 DRAINAGE AND GRADING ...........................................................................................9-1

9.1 SCOPE ................................................................................................................9-1
9.2 GENERAL DRAINAGE DESIGN REQUIREMENTS ............................................9-1
9.3 PERMITTING.......................................................................................................9-1
9.4 HYDROLOGY ......................................................................................................9-2
9.5 HYDRAULICS......................................................................................................9-4
9.6 DRAINAGE SYSTEM FEATURES.......................................................................9-7
9.7 GRADING ..........................................................................................................9-12
Design Criteria ii March 2024

9.8 POST CONSTRUCTION STORMWATER QUALITY .........................................9-15
10.0 UTILITIES .....................................................................................................................10-1

10.1 SCOPE ..............................................................................................................10-1
10.2 STANDARDS AND CODES...............................................................................10-1
10.3 GENERAL REQUIREMENTS ............................................................................10-1
10.4 UTILITY AGREEMENTS ...................................................................................10-2
10.5 RELOCATION OF EXISTING UTILITIES...........................................................10-3
10.6 UTILITY MARKERS AND SIGNAGE .................................................................10-3
10.7 PIPELINE UTILITY CROSSINGS ......................................................................10-4
10.8 JACKING AND BORING, TUNNELING, AND HORIZONTAL
DIRECTIONAL DRILLING .................................................................................10-4
10.9 WIRELINE UTILITY CROSSINGS .....................................................................10-6
10.10 FIBER OPTIC SYSTEMS ..................................................................................10-8
11.0 STRUCTURES ..............................................................................................................11-1

11.2 DESIGN METHODOLOGY ................................................................................11-1
11.3 GENERAL DESIGN GUIDELINES.....................................................................11-2
11.4 LOADING ..........................................................................................................11-5
11.5 SEISMIC DESIGN CONSIDERATIONS.............................................................11-6
11.6 STRUCTURE TYPE SELECTION .....................................................................11-7
11.7 CONCRETE STRUCTURES ...........................................................................11-11
11.8 STEEL STRUCTURES ....................................................................................11-12
11.9 TIMBER STUCTURES ....................................................................................11-15
11.10 BRIDGE BEARINGS........................................................................................11-13
11.11 WATERPROOFING .........................................................................................11-14
11.12 CULVERTS .....................................................................................................11-14
11.13 PERMANENT RETAINING WALLS .................................................................11-15
11.14 SLOPE STABILIZATION .................................................................................11-15
11.15 MAXIMUM LOAD RATING ..............................................................................11-18
12.0 GRADE SEPARATION CRITERIA ...............................................................................12-1

12.1 SCOPE ..............................................................................................................12-1
12.3 GRADE SEPARATION EVALUATION CRITERIA .............................................12-3
12.4 GRADE SEPARATION DESIGN CRITERIA ....................................................12-20
Design Criteria iii March 2024

13.0 LOAD RATING .............................................................................................................13-1

13.1 RATING METHODOLOGY ................................................................................13-1
13.2 PRE-RATING BRIDGE INSPECTION ...............................................................13-1
13.3 RATING LEVELS...............................................................................................13-2
13.4 LOADS TO CONSIDER FOR RATING ..............................................................13-4
13.5 BRIDGE MATERIAL ALLOWABLE CAPACITIES ..............................................13-6
13.6 BRIDGE MEMBER SECTION PROPERTIES ....................................................13-7
13.7 REQUIRED RATING CHECKS AND ANALYSIS METHODS PER BRIDGE
COMPONENT ...................................................................................................13-8
13.8 RATING OF RAILROAD BRIDGES WITHOUT DESIGN
DOCUMENTATION .........................................................................................13-14
13.9 SUBSTRUCTURE RATING .............................................................................13-15
13.10 EQUIPMENT DEMANDS ON STRUCTURES .................................................13-15
13.11 RATING RESULTS FORMAT ..........................................................................13-18
14.0 SEISMIC DESIGN .........................................................................................................14-1

14.1 SCOPE ..............................................................................................................14-1
14.3 SEISMIC HAZARDS ..........................................................................................14-2
14.5 BRIDGE SEISMIC PERFORMANCE CRITERIA ...............................................14-4
14.6 BRIDGE DAMAGE CONTROL CRITERIA .........................................................14-6
14.7 BRIDGE RESPONSE LIMITS CRITERIA ..........................................................14-6
14.8 BRIDGE TYPE SELECTION CRITERIA ............................................................14-6
14.9 BRIDGE CONFIGURATION AND LAYOUT CRITERIA .....................................14-7
14.10 BRIDGE DUCTILITY REQUIREMENTS ............................................................14-9
14.11 BRIDGE DETAILING PROVISIONS FOR LEVEL 2 AND 3 EVENTS ..............14-11
14.12 RETAINING WALLS AND EARTH-RETAINING STRUCTURES .....................14-12
14.13 EARTHEN EMBANKMENTS AND SOIL SLOPES ...........................................14-13
14.14 BURIED STRUCTURES ..................................................................................14-14
15.0 EXCAVATION SUPPORT CRITERIA ...........................................................................15-1

15.1 SCOPE ..............................................................................................................15-1
15.2 REFERENCES ..................................................................................................15-1
15.3 DEFINITIONS ....................................................................................................15-1
15.4 BASIC EXCAVATION REQUIREMENTS...........................................................15-3
15.5 TEMPORARY SHORING SYSTEMS...............................................................15-13
15.6 LOADING ON TEMPORARY SHORING SYSTEMS........................................15-15
Design Criteria iv March 2024

15.7 RAILROAD LIVE LOAD SURCHARGE............................................................15-19

15.8 SHORING ANALYSIS METHODOLOGIES .....................................................15-26
15.9 MATERIAL PROPERTIES AND ALLOWABLE STRESSES ............................15-31
15.10 SPECIAL CONDITIONS ..................................................................................15-33
15.11 TRACK MONITORING ....................................................................................15-36
15.12 SHORING SUBMITTAL REQUIREMENTS......................................................15-41
16.0 PROTOTYPICAL LAYOVER AND MAINTENANCE FACILITY....................................16-1

16.1 SCOPE ..............................................................................................................16-1
16.3 SCRRA PROTOTYPICAL FACILITY WORK SPACE REQUIREMENTS ...........16-1
16.4 FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF...........................16-4
16.5 FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF ............16-10
16.6 FACILITIES FOR MATERIALS HANDLING CONTRACT STAFF ....................16-31
16.7 FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF ...............16-33
16.8 FACILITY MAINTENANCE ..............................................................................16-38
17.0 FACILITIES MECHANICAL SYSTEMS ........................................................................17-1

17.1 SCOPE ..............................................................................................................17-1
17.3 FIRE PROTECTION ..........................................................................................17-1
17.4 PLUMBING ........................................................................................................17-5
17.5 HVAC SYSTEMS.............................................................................................17-13
18.0 FACILITIES ELECTRICAL SYSTEMS .........................................................................18-1

18.1 SCOPE ..............................................................................................................18-1
18.3 ELECTRICAL SERVICE ....................................................................................18-1
18.4 ELECTRICAL DISTRIBUTION CENTER ...........................................................18-2
18.5 EMERGENCY POWER SYSTEM ......................................................................18-3
18.6 EXPOSED CONDUIT WIRING METHODS .......................................................18-4
18.7 EMBEDDED CONDUIT WIRING METHODS.....................................................18-4
18.8 MANHOLES AND HANDHOLES .......................................................................18-5
18.9 LIGHTING..........................................................................................................18-5
18.10 CALCULATIONS ...............................................................................................18-7
19.0 SOIL AND WATER AND ATMOSPHERIC CORROSION CONTROL SYSTEMS ........19-1
19.1 GENERAL .........................................................................................................19-1
Design Criteria v March 2024

19.2 MATERIALS AND STRUCTURES .....................................................................19-2

19.3 PROTECTION OF UNDERGROUND STRUCTURES .......................................19-6
19.4 COATINGS ........................................................................................................19-7
19.5 CATHODIC PROTECTION ................................................................................19-9
19.6 QUALITY CONTROL TESTING .......................................................................19-10
19.7 ATMOSPHERIC CORROSION CONTROL .....................................................19-11
20.0 COMMUNICATIONS SYSTEMS ...................................................................................20-1

20.1 SCOPE ..............................................................................................................20-1
20.3 GENERAL COMMUNICATIONS SYSTEM DESIGN REQUIREMENTS ............20-2
20.4 RADIO AND MICROWAVE ANTENNA TOWERS .............................................20-4
20.5 MICROWAVE RADIO NETWORKS...................................................................20-6
20.6 OPTICAL WIDE AREA (FIBER) NETWORKS ...................................................20-8
20.7 VHF (VOICE) RADIO NETWORKS .................................................................20-12
20.8 TRAIN CONTROL SYSTEM (ATCS RADIO) ...................................................20-13
20.9 ETHERNET RADIO NETWORK ......................................................................20-16
20.10 GRADE CROSSING SYSTEM DATA COLLECTION NETWORK....................20-17
20.11 LEASED MPLS AND ROUTER REQUIREMENTS ..........................................20-18
20.12 PRIMARY AND STANDBY POWER REQUIREMENTS ..................................20-19
20.13 COMMUNICATIONS SYSTEMS CONDUIT AND PULL BOX
REQUIREMENTS ............................................................................................20-21
20.14 PASSENGER STATION COMMUNICATIONS INFRASTRUCTURE ...............20-22
20.15 VIDEO SURVEILLANCE SYSTEMS (VSS) .....................................................20-25
20.16 TICKET VENDING DEVICE (TVD) SYSTEMS ................................................20-26
21.0 WAYSIDE SIGNALS.....................................................................................................21-1

21.1 SCOPE ..............................................................................................................21-1
21.2 POSITIVE TRAIN CONTROL (PTC) CONFIGURATION MANAGEMENT .........21-1
21.3 NEW METHODOLOGIES, APPLICATIONS OR EQUIPMENT ..........................21-2
21.4 QUALIFICATIONS OF SIGNAL DESIGN PERSONNEL ....................................21-2
21.5 DESIGN CHECK REQUIREMENTS ..................................................................21-3
21.6 SIGNAL PLAN DESIGN REQUIREMENTS .......................................................21-4
21.7 SIGNAL SPACING AND SIGNAL PLACEMENT..............................................21-11
21.8 SAFE BRAKING AND AVERAGE GRADE CRITERIA .....................................21-12
21.9 SIGNAL SYSTEM EQUIPMENT ......................................................................21-15
21.10 APPLICATION LOGIC AND SYSTEM FUNCTIONALITY ................................21-22
Design Criteria vi March 2024

21.11 VITAL WAYSIDE OPTICAL NETWORK SYSTEM REQUIREMENTS .............21-29

21.12 STATION NEARSIDE SIGNAL APPLICATION AND CONFIGURATION
REQUIREMENTS ............................................................................................21-30
21.13 WAYSIDE HAZARD DETECTION SYSTEMS .................................................21-30
21.14 DESIGN STAGES ...........................................................................................21-31
22.0 POSITIVE TRAIN CONTROL .......................................................................................22-1

22.1 SCOPE ..............................................................................................................22-1
22.2 PTC SYSTEM COMPONENTS .........................................................................22-1
22.3 PTC CHANGE CONFIGURATION MANAGEMENT AND AGENCY
COORDINATION REQUIREMENTS .................................................................22-2
22.4 PTC WAYSIDE SYSTEMS ENGINEERING REQUIREMENTS .........................22-5
22.5 PTC SYSTEMS IMPLEMENTATION .................................................................22-8
23.0 ENVIRONMENTAL GUIDELINES.................................................................................23-1

23.1 SCOPE ..............................................................................................................23-1
23.2 TYPES OF CONSTRUCTION ACTIVITIES AND ASSOCIATED
PERMITTING PROCESSES..............................................................................23-1
23.3 ENVIRONMENTAL COMPLIANCE PROCESSES.............................................23-2
23.4 ENVIRONMENTAL PERMITS ...........................................................................23-5
23.5 PERMIT CONDITIONS ....................................................................................23-14
23.6 OTHER ENVIRONMENTAL CONSIDERATIONS ............................................23-14
24.0 RIGHT-OF-WAY MAPPING AND SURVEYING............................................................24-1

24.1 SCOPE ..............................................................................................................24-1
24.2 RIGHT-OF-WAY ................................................................................................24-1
24.3 SURVEYING .....................................................................................................24-9
25.0 QUIET ZONE IMPLEMENTATION................................................................................25-1

25.1 SCOPE ..............................................................................................................25-1
25.2 DEFINITIONS ....................................................................................................25-1
25.3 ROLES AND RESPONSIBILITIES.....................................................................25-3
25.4 QUIET ZONE PROCESS ..................................................................................25-5
25.5 QUIET ZONE REQUIREMENTS .......................................................................25-9
26.0 LANDSCAPING DESIGN CRITERIA ............................................................................26-1

26.1 INTRODUCTION ...............................................................................................26-1
26.2 REAL ESTATE REQUIREMENTS .....................................................................26-3
26.3 CONCEPTUAL DESIGN....................................................................................26-3
26.4 COORDINATION ...............................................................................................26-4
Design Criteria vii March 2024

26.5 MATERIAL.........................................................................................................26-7
26.6 CONSTRUCTION ............................................................................................26-11
26.7 MAINTENANCE...............................................................................................26-11
26.8 VEGETATION MANAGEMENT PROGRAM ....................................................26-12
26.9 FUNDING ........................................................................................................26-13
26.10 EXCEPTIONS..................................................................................................26-13
27.0 RAIL-WITH-TRAIL ........................................................................................................27-1

27.1 SCOPE ..............................................................................................................27-1
27.3 REAL ESTATE REQUIREMENTS .....................................................................27-1
27.4 PERMITS...........................................................................................................27-2
27.5 PLANNING ........................................................................................................27-2
27.6 DESIGN .............................................................................................................27-3
28.0 TRANSIT ASSET MANAGEMENT ...............................................................................28-1

28.1 DESIGN CONSULTANT RESPONSIBILITIES...................................................28-2
29.0 TEMPORARY TRAFFIC CONTROL .............................................................................29-1

29.1 SCOPE ..............................................................................................................29-1
29.2 DEFINITIONS ....................................................................................................29-1
29.3 REFERENCED STANDARDS ...........................................................................29-1
29.4 TRAFFIC CONTROL PLANS .............................................................................29-1
29.5 SUBMITTALS ....................................................................................................29-2
29.6 TRAFFIC CONTROL ELEMENTS .....................................................................29-3
29.7 WORK WITHIN OR IN THE VINCINITY OF RAILROAD RIGHT-OF-WAY ........29-3
29.8 RESPONSIBILITY/AUTHORITY ........................................................................29-3
29.9 PEDESTRIAN AND BICYCLE TRAFFIC ...........................................................29-5
30.0 SHARED USE ...............................................................................................................30-1

30.1 SCOPE ..............................................................................................................30-1
30.3 DESIGN CRITERIA ...........................................................................................30-7
31.0 SIGNAGE......................................................................................................................31-1
31.1 SCOPE ..............................................................................................................31-1
31.2 SIGN PLACEMENT ...........................................................................................31-1
31.3 SIGN SCHEDULE .............................................................................................31-1
31.4 PROJECT SIGN DURING CONSTRUCTION ....................................................31-1
Design Criteria viii March 2024

31.5 RIGHT-OF-WAY SIGNAGE/RAIL CORRIDOR SIGNAGE .................................31-2

31.6 HIGHWAY RAIL GRADE CROSSING SIGNAGE ..............................................31-3
31.7 PEDESTRIAN RAIL GRADE CROSSING SIGNAGE.........................................31-4
31.8 WAYFINDING STATION SIGNAGE ..................................................................31-5
31.9 WAYFINDING SIGNAGE (OFF-SITE SIGNS) ...................................................31-7
31.10 MONUMENT SIGNAGE ....................................................................................31-8
32.0 RAIL OPERATIONS MODELING .................................................................................32-1

32.1 SCOPE ..............................................................................................................32-1
32.2 DEFINITION ......................................................................................................32-1
32.3 SIMULATION SOFTWARE GUIDELINES .........................................................32-2
32.4 POTENTIAL CAUSES FOR MODELING ...........................................................32-2
32.5 MODEL DEVELOPMENT ..................................................................................32-3
32.6 MODEL VALIDATION ........................................................................................32-4
32.7 MODELING PROCESS .....................................................................................32-4
32.8 DATA ANALYSIS...............................................................................................32-5
32.9 TECHNICAL MEMORANDUM ...........................................................................32-6
33.0 GRADE CROSSING SIGNALS.....................................................................................33-1

33.1 SCOPE ..............................................................................................................33-1
33.2 POSITIVE TRAIN CONTROL (PTC) CONFIGURATION MANAGEMENT .........33-2
33.3 NEW METHODOLOGIES, APPLICATIONS OR EQUIPMENT ..........................33-2
33.4 QUALIFICATIONS OF GRADE CROSSING SIGNALS DESIGN
PERSONNEL.....................................................................................................33-2
33.5 DESIGN CHECK REQUIREMENTS ..................................................................33-3
33.6 GENERAL DESIGN REQUIREMENTS..............................................................33-3
33.7 WARNING TIME DEVELOPMENT ....................................................................33-4
33.8 TRAFFIC SIGNAL PREEMPTION .....................................................................33-7
33.9 GRADE CROSSING WARNING SYSTEM EQUIPMENT ................................33-12
33.10 EXIT GATE SYSTEMS ....................................................................................33-16
33.11 DESIGN STAGES ...........................................................................................33-19
Design Criteria ix March 2024

TABLES
Table 2-1. Real Property Ownership ........................................................................................2-5

Table 3-1. Planning Horizon and Example Asset Types ...........................................................3-3
Table 3-2. Summary of Hazard Projections and Potential Impacts ...........................................3-4
Table 4-1. Locomotive lengths .................................................................................................4-2
Table 6-1. Minimum Turnout Size ............................................................................................6-3
Table 7-1. Station Locations.....................................................................................................7-1
Table 7-2. Station Illumination Levels.....................................................................................7-15
Table 7-3. Crime Prevention through Environmental Design ..................................................7-17
Table 8-1. Standard SCRRA Applications of Raised Medians ................................................8-12
Table 8-2. Driveway Mitigations .............................................................................................8-13
Table 8-3. SCRRA Standard for Entrance Gate Installations Two-Way Traffic .......................8-19
Table 8-4. Supervised Preemption Circuit Logic.....................................................................8-50
Table 9-1. Design Storm Frequencies* ....................................................................................9-3
Table 9-2. Scour Topic Locations .............................................................................................9-7
Table 10-1. Underground Wireline Utility Crossings ...............................................................10-7
Table 10-2. Fiber Optic Installation Depth Requirements .......................................................10-9
Table 11-1. Limiting Differential Settlements for MSE Walls .................................................11-17
Table 11-2. MSE Wall Backfill Gradation..............................................................................11-17
Table 12-1. Initial Factors Form ............................................................................................12-6
Table 12-2. LRT Grade Separation Threshold .....................................................................12-12
Table 12-3. Underpass Bridge Types ...................................................................................12-31
Table 13-1. Open Deck Timber Ties Requirements ...............................................................13-9
Table 13-2. Rating Results Sample Table ............................................................................13-18
Table 14-1. Bridge SIC Risk Factors ......................................................................................14-4
Table 14-2. Bridge Seismic Performance Criteria...................................................................14-5
Table 14-3. Bridge Damage Control Criteria ..........................................................................14-6
Table 14-4. Bridge Response Limits Criteria ..........................................................................14-6
Table 15-1. Railroad (E-80) Live Load Lateral Surchage......................................................15-23
Table 17-1. Fire Protection Systems ......................................................................................17-1
Table 17-2. Hose BIB and Floor Drain Locations .................................................................17-10
Table 17-3. Indoor Design Conditions ..................................................................................17-14
Table 17-4. Pump Characteristics ........................................................................................17-24
Table 18-1. Required Illumination Levels ...............................................................................18-6
Table 21-1. CADD File Subdivision Naming ...........................................................................21-5
Table 21-2. CADD File Sub Extension Naming ......................................................................21-6
Table 21-3. Signal CADD File Level Usage............................................................................21-6
Table 21-4. Typical Code Rates and Corresponding Aspects ..............................................21-20
Table 21-5. Minimum Distance for Measurement C Clearance ............................................21-27
Table 21-6. One Unit Signal, One Lamp Out ........................................................................21-27
Table 21-7. Two Unit Signal, Top Unit Lamp Out .................................................................21-27
Table 21-8. Two Unit Signal, Bottom Unit Lamp Out ............................................................21-28
Design Criteria x March 2024

Table 22-1. Project Documentation Submittal Requirements .................................................22-5

Table 22-2. PTC WIU Mapping – Typical West End of Siding ................................................22-7
Table 23-1. Environmental Permit Matrix .............................................................................23-21
Table 24-1. Third Order Differential Leveling Specifications .................................................24-11
Table 24-2. Second Order Differential Leveling Specifications .............................................24-12
Table 24-3. Aerial Mapping Accuracy...................................................................................24-16
Table 24-4. Mapping Scales.................................................................................................24-18
Table 24-5. Pixel Resolution Scales .....................................................................................24-18
Table 28-1. SCRRA Asset Management Inventory As-Built List .............................................28-3
Table 33-1. Wire Functionality – Simultaneous Preemption ...................................................33-8
Table 33-2. Wire Functionality – Advanced Preemption (Non-Queue Cutter) .........................33-9
Table 33-3. Wire Functionality – Advanced Preemption (Queue Cutter Signal) ......................33-9
Design Criteria xi March 2024

FIGURES
Figure 2-1. Metrolink System Map............................................................................................2-2

Figure 3-1. Bridges identified as having High Vulnerability to flooding by mid-century..............3-6
Figure 3-2. Track segments identified as having High Vulnerability to multiple hazards by
mid-century ..................................................................................................................3-6
Figure 3.3. Screenshot from CVA Dashboard tool showing two bridges with high
vulnerability to flooding by mid-century. ........................................................................3-7
Figure 8-1. Entrance Gate System .........................................................................................8-17
Figure 8-2. Exit Gate System .................................................................................................8-18
Figure 8-3. Possible Illegal Gate Circumvention Paths at Intersections with Highway
Adjacent to Rail Corridor ............................................................................................8-20
Figure 8-4. Railroad Diagonally Crossing Two Interconnected Highway Intersections............8-38
Figure 8-5. Check B4 U Change ............................................................................................8-55
Figure 12-1. SCRRA Grade Separation Policy Flowchart.......................................................12-5
Figure 12-2. Falsework Signal Clearance.............................................................................12-27
Figure 13-1. Cooper E-80 Consist ........................................................................................13-15
Figure 13-2. 286-Kip Gross Weight Unit Train Consist .........................................................13-16
Figure 13-3. 315-Kip Gross Weight Unit Train Consist .........................................................13-16
Figure 13-4. 125-Ton Intermodal Double Stack Unit Train Consist .......................................13-16
Figure 13-5. Amtrak Passenger Train Consist ......................................................................13-17
Figure 13-6. SCRRA Passenger Train Consist A .................................................................13-17
Figure 13-7. SCRRA Passenger Train Consist B .................................................................13-17
Figure 15-1. Railroad Zone of Influence .................................................................................15-7
Figure 15-2. Construction of an Apparent Pressure Diagram ...............................................15-17
Figure 15-3. E-80 Railroad Live Load Surcharge Using the Boussinesq Equation ...............15-21
Figure 15-4. Minimum Monitoring Requirements ..................................................................15-38
Figure 15-5. Method of Loaded Measurement .....................................................................15-39
Figure 15-6. Reporting Static Top of Rail Survey Results .....................................................15-40
Figure 15-7. Reporting Loaded Measurement Results .........................................................15-40
Figure 16-1. ULWA Platform Allows Access to Remove Windows and Perform Roof
Work such as AC Unit Maintenance .........................................................................16-16
Figure 16-2. Fixed Four Level Work Area Allows Complete Locomotive Service In A
Single Position..........................................................................................................16-17
Figure 17-1. Sanitary Dump Location on Rail Car ................................................................17-10
Figure 21-1. Interlocking Sectional Release (Showing Original Route) .................................21-24
Figure 21-2. Interlocking Sectional Release (Switch Lock Release, Signal Clearing) ...........21-24
Figure 21-3. Interlocking Sectional Release (Showing Original Route) .................................21-25
Figure 21-4. Interlocking Sectional Release .........................................................................21-25
Figure 21-5. ICS Measurements ..........................................................................................21-26
Figure 33-1. Advanced Preemption (Non-Queue Cutter)......................................................33-10
Figure 33-2. Crossing Activation Circuit ...............................................................................33-11
Design Criteria xii March 2024

APPENDICES
Appendix A. Terms, Definitions, and References

Appendix B. Abbreviations and Acronyms
Appendix C. Figures
C-1. Typical Steel Beam Span Details
C-2. Waterproofing at Bridge Deck Joints
C-3. SCRRA Shared Use Typical Sections
C-4. Manufacturer’s Drawings of Locomotives and Cars
C-5. Grade Separation Details
Appendix D. Southern California Regional Rail Authority Space Needs Program
Appendix E. Southern California Regional Rail Authority Standard Long Forms and
Checklists
E-1. SCRRA Request for Special Design Consideration Form
E-2. SCRRA Design Criteria Compliance Checklist
E-3. SCRRA Construction Criteria Compliance Checklist
E-4. SCRRA Design, Construction, and As-Built Submittal Checklist
E-5. SCRRA Falsework Criteria Compliance Checklist
E-6. SCRRA Replacement Structure Recommendation Form
E-7. SCRRA Highway-Rail Grade Crossing Traffic Signal Preemption
Request Form
E-8. LADOT Railroad Preemption Form Example
E-9. SCRRA Shoring Submittal Design and Review Checklist
Appendix F. Bridge Longitudinal Force
Appendix G. Excavation Support Sample Calculations
Appendix H. SCRRA Notice of Exemption – Statutory Exemption
Appendix I. SCRRA Highway-Rail Grade Crossing Board Resolutions
Design Criteria xiii March 2024

Design Criteria xiv March 2024

1.0 FOREWORD
1.1 PURPOSE
This Southern California Regional Rail Authority (SCRRA) Design Criteria Manual (DCM) serves
to define the criteria that govern the design of projects for SCRRA. The Design Consultant shall
use this DCM together with SCRRA’s referenced standards, codes, specifications, guidelines,
and manuals. Strict compliance with this DCM is required to facilitate completion of design work
in a timely manner.
This is a controlled manual and as such will be updated on a periodic and as-needed basis. Any
deviation from the minimum standards presented herein must be approved in advance by SCRRA
(see Section 3.2.2).
Review and acceptance of submittals by SCRRA shall not relieve the Design Consultant of
responsibility to provide a design that meets the professional standard of care.
The design criteria contained in this DCM are the property of SCRRA and intended for SCRRA
approved uses only. SCRRA shall not be responsible for any use of these criteria for non-SCRRA
work. The selection and use of this design criteria is the sole responsibility of the user and should
not be used without consulting a registered professional engineer. Anyone making use of the
information in this DCM for non-SCRRA work shall assume all liability arising from such use.
1.2 CHANGES/UPDATES
The date shown in the lower right-hand corner of each page is the effective date of this DCM. The
DCM with the most recent effective date shall supersede all previous versions. Users of the DCM
shall be solely responsible for checking the web site www.metrolinktrains.com and using the latest
version. Any suggested changes or updates to this DCM should be forwarded to the SCRRA
Engineering and Construction Department for consideration.
Those individuals who regularly use this DCM can provide valuable assistance in identifying
needed updates and improvements. Forward any suggested changes or suggestions to this DCM
to the SCRRA Engineering and Construction Department for consideration. Suggested changes
or suggestions should be submitted in writing. Each suggested change will be reviewed and
responded to by a committee of SCRRA managers. If SCRRA agrees with the suggested change,
the DCM will be updated to reflect the change in the next revision.
The current effective date of this DCM shall be June 2022.
1.3 TERMS AND DEFINITIONS

Technical terms used in this DCM are defined in Appendix A.
1.4 ABBREVIATIONS AND ACRONYMS

Abbreviations and acronyms used in this DCM are defined in Appendix B.
Design Criteria 1-1 March 2024


2.0 SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY

2.1 INTRODUCTION
In August 1991, SCRRA was formed as a regional Joint Powers Authority (JPA). Its purpose is to
plan, design, construct, operate, and maintain regional commuter rail lines serving the counties
of Los Angeles, Orange, Riverside, San Bernardino, and Ventura. Today, SCRRA operates one
of the fastest growing commuter rail systems in the country. SCRRA’s rail system operates in
what can be typically categorized as an urban and suburban environment. SCRRA is one of the
nation’s largest commuter rail systems based on route miles and annual ridership.
SCRRA’s mission statement declares that SCRRA will provide a safe, efficient, dependable and
on-time transportation service that offers outstanding customer experience and enhances quality
of life. SCRRA provides reliable transportation and mobility for the region, leading toward more
livable communities.
SCRRA is committed to and characterized by the following values:
• Safety: Safety is foundational.
• People: Everything we do demonstrates an appreciation for quality of life, and every act
values the lives of our employees, contractor co-workers, customers, and communities.
• Quality: We operate on best practices and principles with a continued focus on providing
high-quality service to our customers every day on every ride.
• Efficiency: As responsible stewards of public funds, we embrace innovative solutions and
continuous improvement for the lowest cost and most efficient operations.
• Growth: We continuously seek creative, progressive, and collaborative solutions to
promote investment, develop partnerships, and increase capacity to improve the mobility
of Southern Californians.
2.1.1 The SCRRA System

The SCRRA system began operation in October 1992 with three lines: San Bernardino, Antelope
Valley, and Ventura. The Riverside Line started in June 1993, and the Orange County Line, which
extends 19 miles into northern San Diego County, started in March 1994. The sixth line, Inland
Empire-Orange County, started in October 1995. SCRRA initiated service on the 91 Line
(Riverside-Fullerton-Downtown Los Angeles) in May 2002. This line was extended by 24 miles to
the City of Perris in 2016, becoming the 91/Perris Valley Line. Most recently, the San Bernardino
Line was extended from San Bernardino Depot Station to San Bernardino-Downtown Station in
2018.

Today, SCRRA operates service on the following seven lines:

• Ventura County Line
• Antelope Valley Line
• San Bernardino Line
• Riverside Line
• Orange County Line
• Inland Empire-Orange County Line
• 91/Perris Valley Line
With the exception of the Inland Empire-Orange County Line, all services extend from the terminal
station to Los Angeles Union Station. Figure 2-1 shows the SCRRA system, including stations
and connecting rail transit lines.
FIGURE 2-1. METROLINK SYSTEM MAP

2.1.2 Services
As of the issue date of this DCM, trains run Monday through Friday, with Saturday and Sunday
service on the San Bernardino, Antelope Valley, Orange County, 91/Perris Valley, and Inland
Empire-Orange County lines. The Ventura County and the Riverside Line trains run Monday
through Friday. Additional special event trains may be operated on some weekends. SCRRA may
run Sunday services on some holidays.
Hours of operation vary by line. Scheduled passenger services are shown on the most recently
issued passenger schedule, which may be obtained from SCRRA’s website at
www.metrolinktrains.com.
2.1.3 SCRRA Facilities and Infrastructure

SCRRA operates on conventional railroad track and right-of-way (ROW), which are owned either
by one of the county transportation agencies or by a private freight railroad company that has
conveyed operating rights to SCRRA.
The design, and maintenance of the SCRRA system are governed by Federal Railroad
Administration (FRA) regulations and California Public Utilities Commission (CPUC) General
Orders (GOs).
SCRRA owns a fleet of locomotives and coaches that are maintained at the maintenance facilities
listed below. Vehicle inspection and light repair are also performed at various layover sites
throughout the system.
Maintenance Facilities:
Central Maintenance Facility (CMF)
1555 N San Fernando Road
Los Angeles, CA 90065
Eastern Maintenance Facility (EMF)

1945 Bordwell Street
Colton, CA 92324
Keller Yard
720 Keller Street
Los Angeles, CA 90012
Additional Layover locations:

• Lancaster Layover
• Moorpark Layover
• Ventura-East Layover
• Riverside Layover
• South Perris Layover
• Stuart Mesa Yard (NCTD)

Train operations are dispatched from the Dispatch and Operations Center (DOC) located at 2704
North Garey Avenue, Pomona, CA 91767. The DOC is manned 24 hours per day, 365 days per
year. Secondary dispatch center is the Metrolink Operations Center (MOC) located at 2558
Supply Street, Building A, Pomona, CA 91767.
2.1.4 Operations
In addition to supporting SCRRA’s commuter rail service, SCRRA tracks are shared by two major
freight rail carriers, BNSF and UP, as well as the intercity passenger carrier Amtrak. In turn,
SCRRA operates on tracks owned by its member agencies, BNSF, UP, and North County Transit
District (NCTD).
2.2 ORGANIZATION
SCRRA consists of five county transportation agencies:
• Los Angeles County Metropolitan Transportation Authority (METRO)
• Orange County Transportation Authority (OCTA)
• Riverside County Transportation Commission (RCTC)
• San Bernardino County Transportation Authority (SBCTA)
• Ventura County Transportation Commission (VCTC)
SCRRA is governed by a board of directors, consisting of eleven members representing the five
counties that comprise the agency. An executive staff manages the operation of the SCRRA
system. Refer to www.metrolinktrains.com for more detail about the organization.
2.3 FUNDING
SCRRA receives operating and capital funding from many sources. SCRRA fare box returns fund
the largest portion of the system’s operating revenue. Constituent counties provide additional
funds through operating subsidies, which are calculated relative to the service miles in each
county. Other sources of operating funds include utility easement fees, advertising revenue, and
railroad user charges.
Capital funding is received from several sources and can vary from year to year, and from project
to project. The primary source of capital funds is SCRRA’s constituent counties. Other capital
funding comes from federal sources and the State of California. SCRRA also obtains funds from
third parties whose contracts require certain work to be performed by SCRRA forces. This is
referred to as recollectable work.
2.4 ASSETS
The real estate holdings maintained and operated by SCRRA are owned by the individual
counties that comprise the SCRRA JPA. The fixed improvements and equipment are owned
collectively by the counties that are partners in the SCRRA JPA. Asset ownership is presented in
Table 2-1.

TABLE 2-1. REAL PROPERTY OWNERSHIP

Real Property Owner
Ventura County Line In Los Angeles County: METRO and UP
In Ventura County: VCTC and UP
Antelope Valley Line METRO

River Corridor (Taylor to Soto) METRO
San Bernardino Line In Los Angeles County: METRO
In San Bernardino County: SBCTA
Riverside Line Riverside Terminal: RCTC

Remainder of Riverside Line: UP
Orange County Line Los Angeles to Fullerton: BNSF

Fullerton to San Clemente: OCTA
In San Diego County: METRO
NCTD
IEOC Line Riverside to Atwood: BNSF
Atwood to Orange: OCTA
RCTC
SBCTA
91/Perris Valley Line Perris to Riverside RCTC
Riverside to Los Angeles BNSF
Central Maintenance Facility SCRRA

Eastern Maintenance Facility SCRRA
Pomona Campus SCRRA
Passenger Stations Varies; however, station sites are typically owned by the local
municipality.
Keller Yard SCRRA
Layover Yards
Lancaster METRO
Riverside RCTC
Perris Valley RCTC
Moorpark VCTC
Ventura VCTC
Marine Way Maintenance Yard OCTA


3.0 DESIGN STANDARDS

3.1 SCOPE
The basic requirement for railroad design is to provide a track structure that is consistent with
safe, regulatory-compliant, economical, and efficient train operation. SCRRA, as a commuter
operation, places a high priority on passenger safety and on minimum travel times.
The criteria presented herein follow accepted engineering practices used on operating
Class 1 railroads, including Amtrak, BNSF, and UP.
Project scope shall always allow for a review of the SCRRA system needs for rehabilitation. The
vicinity of projects shall be checked to determine if there are upcoming or concurrent rehabilitation
projects. This check shall be noted in the project’s design submittal report.
3.2 STANDARDS AND CODES

The Design Consultant shall adhere to the standards and codes listed in Appendix A. This list is
by no means comprehensive and other standards may apply.
The design shall meet all applicable parts of the State of California general laws, California Public
Utilities Commission (CPUC) requirements, Federal Railroad Administration (FRA) safety
requirements, Federal Transportation Administration (FTA) requirements, American with
Disabilities Act (ADA) requirements, and any specific project requirements. Where any conflict in
criteria exists, the stricter criteria shall govern.
Unless specifically noted otherwise in these criteria, the latest edition of the standard, code, or
guideline that is applicable at the time the design is initiated shall be used. If a new edition of or
amendment to a standard, code, or guideline is issued before the design is issued for bid, the
design shall conform to the new requirements to the extent approved or required by the agency
enforcing the standard, code, or guideline changed.
3.2.1 SCRRA Standards

SCRRA has developed standard plans, specifications, and manuals all of which shall be applied
to projects on SCRRA’s system. Standard plans and specifications shall be used wherever
possible to reduce engineering and construction costs and to maintain uniformity and consistency
throughout the SCRRA system. What follows is a partial list:
• SCRRA Bridge, Culvert, and Tunnel Safety Management Program
• SCRRA CADD Manual
• SCRRA Configuration Change Control Procedure
• SCRRA Configuration Identification Plan
• SCRRA Configuration Management Plan (CMP)
• SCRRA Database Configuration Management Plan
• SCRRA Hardware Configuration Management Plan (HCMP)

• SCRRA Composite Maps

• SCRRA Design Criteria Manual
• SCRRA Design Procedures Manual
• SCRRA Design Quality Assurance Plan
• SCRRA Document Control Plan
• SCRRA Engineering Standards
• SCRRA Facilities Management Plan
• SCRRA Highway-Rail Grade Crossing Design Standards and Criteria Manual
• SCRRA Instructions Governing Installation, Maintenance, Inspection, and Testing of
Signal Apparatus and Signal Systems
• SCRRA Rolling Stock (Locomotive and Passenger Car) Management & Maintenance Plan
• SCRRA Signal Maintenance Manual
• SCRRA Standard Operating Procedures (SOPs)
• SCRRA Standard Specifications
• SCRRA Timetable
• SCRRA Track Charts
• SCRRA Track Maintenance Manual
3.2.2 Deviations from SCRRA Preferred Criteria

All standards, manuals, and guidelines shall be adhered to throughout the project. Some criteria
are noted as either preferred or minimum criteria. Whenever practical, preferred criteria shall be
used. Deviation from the preferred design criteria will require the approval of the SCRRA Project
Manager via written acknowledgement. Deviation from the minimum criteria will require approval
by SCRRA through a Request for Special Design Consideration per the SCRRA Design
Procedures Manual (DPM), Section 5.2.4.
3.2.3 Limitations and Disclaimers

These Criteria are not intended for use as a textbook and shall not be used as a substitute for
engineering knowledge, experience, or judgment. The criteria, information, and analysis
methodologies presented in these Criteria have been developed in accordance with recognized
engineering principles and in accordance with railroad industry practice. SCRRA does not warrant
the accuracy or completeness of these Criteria or that the Criteria are free from errors and
omissions. Users of these Criteria shall promptly notify SCRRA of any discrepancies or
inconsistencies discovered in the course of utilizing these Criteria.
3.3 CLIMATE CHANGE VULNERABILITY AND ADAPTATION

Consideration of future climate conditions is essential for project planning, design, and
delivery to safeguard future investments in SCRRA assets over their useful life, which

ranges from 20 to 100+ years. As part of the design process, the designer must utilize
SCRRA’s Climate Vulnerability Assessment and Adaptation Plan or Climate Vulnerability
Dashboard to assess the vulnerability of the project site and its assets to current and
future changes in the climate. If the assets to be installed at that location are found to be
vulnerable to climate hazards, adaptation strategies must be incorporated to address the
vulnerabilities. It is required as part of the Design Compliance process (Appendix E of
the DCM) to produce:
(a) a summary of the project’s climate vulnerabilities, and if vulnerable,
(b) a summary of the adaptation strategies to be incorporated
The process for performing these steps is provided below.
3.3.1 Project Vulnerability Assessment

Step 1: Review project scope to determine the asset type: Identify key project
elements/assets such track, station/facilities, bridges, tunnels, culverts, communication,
or signals.
Step 2: Determine Planning Horizon / Climate Projection to Use: Climate

vulnerabilities were assessed for mid-century (2040–2069) and late-century
(2070–2099) timeframes as part of the CVA. Use the Table 1 below to identify
which timeframe is appropriate, based on the project/asset anticipated lifespan.
For example, a bridge project expected to last more than 50 years should review
expected vulnerability for the late-century planning horizon.
TABLE 3-1 Planning Horizon and Example Asset Types

Example Asset Types
Planning Horizon
(grouped by anticipated lifespan of project)
(time frame)
Mid-century
 Electrical, HVAC, and mechanical components
(2040–2069)
 Most building retrofits (substantial improvements)
 On-site energy equipment (e.g., fuel tanks, emergency generators)
 Stormwater detention systems
 Concrete paving
 Infrastructural mechanical components
 Track
 Signals
 Communications
 Culverts
Late-century
 Bridges
(2070–2099)
 Tunnels
 Stations
 Structures
 Facilities (EMF, DOC, etc.)
 Retaining walls

Note: Areas with historical record of impacts (sun kinking, 100-year floodplain) should
implement recommended strategies regardless of timing of vulnerability.
Step 3: Review climate hazards

Review Table 2 to identify hazards that are likely to affect project type and understand future
trends and impacts.
TABLE 3-2. Summary of Hazard Projections and Potential Impacts

Hazard Future Trends Example Impacts
Hazard increasing though late-
Sea level rise Erosion, corrosion, temporary
century, coastal areas only.
flooding, and potential damage to
track structure and stations from
wave runup
Precipitation depth during major
Flooding Damage or service delays because
storms projected to increase
of the exposure of bridges, rail
system-wide, especially for
lines, stations, or other facilities to
watersheds on San Gabriel,
temporary inundation and/or high
Valley, and Ventura subdivisions.
velocity flows. Erosion and scour of
More extreme swings between
foundations, pilings, footings from
wet and dry years, but no
overland flow. Additional stress on
substantial change in annual
drainage and pumping systems.
averages.
Substantial increase in annual
Extreme Heat Rail buckling, mandatory slowdown
maximum temperatures through
orders, unhealthy platform
late-century. Highest
temperatures for riders, stress on
temperatures (exceeding 115°F)
air conditioning systems, electrical
will be inland (Riverside and San
equipment failure or reduced
Bernardino counties,
efficiency and power outages,
Palmdale/Lancaster).
material degradation, pavement
softening.
Substantial increase of wildfire Damage or destruction of rail line,
Wildfire
hazards in mountainous wildland communications infrastructure or
areas across the region, other facilities, and power outages.
especially around Simi Valley Wildfire smoke may cause
and between Santa Clarita and degraded air quality, which may
Palmdale. affect passenger safety and comfort
at outdoor stations and crews
working in outdoor locations.
Increase in frequency and Damage to track and/or facility
Drought
severity system-wide through foundations, or on natural systems
late-century. that prevent flooding/heat. Drought
may indirectly increase exposure to
other hazards. For example,

Hazard Future Trends Example Impacts

prolonged drought can increase
wildfire hazards, and areas cleared
of vegetation by wildfire are more
prone to landslides.
Increased wildfire frequency and Washed out rail lines, destruction of
Landslides
changing precipitation patterns track and other facilities, and
could exacerbate landslide derailment. Landslide and mudslide
hazards where they already hazards are local and can affect
exist. only Metrolink assets where they
are near steep, unstable slopes.
Hazard currently is high across Damage or destruction of track,
Earthquakes
Southern California. Climate bridges, tunnels, stations, and other
change is not anticipated to have facilities and assets.
a substantial influence on
seismic impacts.
Short-term peak in frequency of Unintended interruptions caused by
Electrical
both intended and unintended direct climate impacts (i.e., a spike
outages
outages followed potentially by in power consumption causing a
reduction as service providers brown out during an extreme heat
upgrade utility infrastructure. day) or PSPS that are planned
outages (usually to avoid starting
wildfires during dry/windy weather
conditions).
Step 4: Determine if the assets are vulnerable to climate hazards at that project site:
This can be performed utilizing either (A) the CVA document or (B) the CVA Dashboard.
Direction for each approach is provided below:
Step 4.A) Use CVA document: The results of the CVA were summarized in vulnerability
maps for mid-century (CVA pages 29-43) and vulnerability profiles for each asset type
developed which include a chart showing the vulnerability rating by hazard, a table to
identify assets vulnerable to multiple hazards, and a list of all assets considered to have
high vulnerability (CVA pages 44-66). Review the vulnerability profile(s) of the asset
type(s) included in the project (CVA pages 44-66) to see if project asset(s) are specifically
identified as vulnerable to each of the hazards assessed. Further study or cost benefit
analysis may be carried out to confirm the vulnerability and benefit. For example, Figure
1 (CVA, p49, Bridge Vulnerability Profile) identifies bridges that are highly vulnerable to
flooding by mid-century and Figure 2 (CVA, p46, Track Vulnerability Profile) identifies track
segments with high vulnerability to multiple hazards by mid-century.

FIGURE 3-1: Bridges identified as having High Vulnerability to flooding by mid-century.
FIGURE 3-2 Track segments identified as having High Vulnerability to multiple hazards by
mid-century.
Step 4.B) Use the CVA Dashboard: The CVA Dashboard is an interactive interface that
can be used to identify if the project site is located in a climate hazard area in (high,
medium, or low) and to identify the related vulnerability of project assets (e.g., track,
stations, signals, communications, bridges) to climate hazards (sea level rise, riverine
flooding, extreme heat, wildfires, drought, landslides/mudslides, earthquakes, and
electrical outages). Mid- and Late-Century timeframes can be selected with the
dashboard see Figure 3-3.

FIGURE 3-3 Screenshot from CVA Dashboard tool showing two bridges with high vulnerability
to flooding by mid-century.
Step 5: Summarize vulnerability: Produce a short summary identifying the vulnerability by

hazard for each asset type that will be part of the project as required in the Design
Compliance Checklist in Appendix E.
3.3.2 Adaptation Strategies

If the assets to be installed at that location are found to be vulnerable to climate hazards,
adaptation strategies must be incorporated to address the vulnerabilities. Within the CVA
document strategies are organized as a toolkit by hazard type, with applicability of the
strategy for each asset type highlighted (CVA pages 110-131). Potential locations where the
strategy may be suitable to reduce vulnerability to a specific hazard are included (based on
the vulnerability assessment).
These strategies have been added into the relevant sections of this DCM. If the asset / new
project is in an area of vulnerability, the adaptation strategies must be integrated into project
design or a reason given why they are not needed. Additional studies may be required to
inform a particular project (such as detailed flood modelling or a drainage study to inform
flood barrier extent and height or stormwater conveyance sizing).
A summary and discussion of strategies to be included in the project design must be
provided as listed in the Design Compliance Checklist in Appendix E.

Example strategy types

Sea level rise strategies protect assets through barriers (such as sea walls) or the
elevation and/or enclosing of assets.
Extreme heat strategies aim to reduce the heat island effect, likelihood of outages and
improve passenger comfort through use of shading (trees or canopies), cooling devices or
light-colored materials. Passive solar cooling and ventilation design can maintain lower
internal facility temperatures with less air conditioning. Providing additional or redundant
ventilation systems can cool electrical equipment. Providing a range of electricity back up
options depending on criticality of a facility load to ensure continuity of supply.
Flooding strategies improve drainage potential through material choice, nature-based
solutions or conveyance improvements to reduce flood likelihood; or through raising or
enclosing of assets in flood prone areas.
Wildfire strategies reduce the likelihood of flames reaching assets through
vegetation clearance or providing fireproof casing; or through provision of improved
filtration to reduce impacts from wildfire smoke within facilities.

4.0 CLEARANCES
4.1 SCOPE
The design criteria for critical horizontal and vertical clearance dimensions between SCRRA
rolling stock and fixed facilities adjacent to and over the tracks are discussed below. The goal is
to provide safe and adequate running clearances between moving trains and fixed facilities for
the protection of passengers, maintenance personnel, operating personnel, and equipment.

CPUC Minimum legal clearance standards are described in CPUC GO No. 26. Design variances
shall not be granted that do not meet these legal minimum clearances.
Required clearances on mainline tracks, secondary tracks, and yard tracks are described in
SCRRA ES 2101 through ES 2104.
All standards and manuals shall be adhered to throughout the project. Deviation from the
preferred design criteria will require the approval of the SCRRA Project Manager via written
acknowledgement. Deviation from the minimum criteria will require approval by SCRRA through
a Request for Special Design Consideration (see Section 3.2.2).
4.3 TRACKS
4.3.1 General
The SCRRA standard clearance envelope is shown in ES 2101. All new permanent construction
must comply with these clearance requirements. During construction, temporary clearances
shown in ES 2101 can be used for formwork or other temporary construction, which will be
removed prior to final completion.
The CPUC minimum legal clearances are shown in ES 2102. No special design considerations
will be considered if they do not comply with the requirements of CPUC GO No. 26. For curved
track, the CPUC minimum legal horizontal clearance shall be one foot greater than the minimum
legal horizontal clearance listed in CPUC GO No. 26.
At all times, minimum approved clearances shall be maintained. If the facility is on another
railroad’s property, the clearances specified by the specific railroad at that location shall be
followed. At clearance locations where superelevation is present, horizontal clearance shall be
measured perpendicular to the plane across the top of both rails and vertical clearance shall be
measured from the high rail.
4.3.2 Structural Clearances

Piers, abutments, and columns also affect track spacing and must comply with the requirements
in Chapter 12, Grade Separation Criteria of this DCM and the AREMA Manual for Railway
Engineering, Chapter 8. New piers, abutments, and columns shall not be permitted on the ROW.

4.4 ROLLING STOCK
4.4.1 Cars
Various types of railroad cars operate over all SCRRA’s lines. SCRRA operates coach cars, cab
cars, locomotives and in the near future Multiple Units as either DMU’s or ZMU’s. Amtrak and
privately-owned passenger cars also operate over all SCRRA lines and have varying dimensions.
Freight cars, weighing up to 286,000 pounds on four axles, including double-stack container well
cars, are in general interchange service and will operate over all SCRRA lines except for
clearance restrictions at Los Angeles Union Station and the tunnels on the Ventura County and
Antelope Valley lines. Specific extra dimension and/or extra weight cars are moved on all lines
except at Union Station with prior SCRRA approval.
4.4.2 Locomotives
SCRRA uses several different locomotives; manufacturer’s drawings are included in Appendix C-
4. The common lengths of the locomotives are shown in Table 4-1, but other relevant dimensions
are as shown in the manufacturer’s drawings:
TABLE 4-1. LOCOMOTIVE LENGTHS

Model Length
F40PH-2 56 feet 2 inches over coupler faces
F59PH 58 feet 2 inches over coupler faces
F59PHI 58 feet 7 inches over coupler faces
F59PHR 58 feet 2 inches over coupler faces
MP36PH-3C 68 feet 0 inches over coupler faces
EMD F125, Tier 4 69 feet 0 inches over coupler faces
Multiple Units (DMU, ZMU) 163 feet 0.6 inches (min trainset)
Complete specifications of each model may be found in the respective owner’s manual. These
manuals should be consulted for locomotive data.
Amtrak, BNSF, and UP locomotives will operate over all mainline tracks and sidings of SCRRA
tracks. Many of these locomotives operate in multiple unit consists in general freight operation.

5.0 TRACK GEOMETRY

5.1 SCOPE
The design criteria for the geometric alignment of the SCRRA system trackage are discussed
below. The goals are optimum safety, minimum travel times, passenger comfort, and minimized
long-term maintenance costs, based on accepted railroad industry engineering practice and the
experience of conventional mixed traffic railroad systems.

Detailed alignment design information is available in SCRRA ES 2201 through ES 2209. The
values and formulae for design parameters presented in this chapter are to be used throughout
the SCRRA system. Deviation from the preferred design criteria will require the approval of the
SCRRA Project Manager via written acknowledgement. Deviation from the minimum criteria will
require approval by SCRRA through a Request for Special Design Consideration (see Section
3.2.2).
5.3 DESIGN SPEED

The design speed for all primary tracks shall be 90 mph on all lines except the Orange County
Line from Santa Ana to San Clemente, where the design speed shall be 110 mph. The maximum
design speed for all freight tracks is 60 mph.
Shoofly tracks (temporary detour tracks) shall be designed to match the current maximum
authorized operating speed. Where physical constraints make achievement of these design
speeds difficult or costly, the designer may propose alternative design speeds for approval.
Physical constraint elements should be defined with the proposed alternative and will be
considered, typical constraints include ROW, topography, and existing adjacent structures.
The designer shall confirm the design and operating speeds for the subdivision on which the
project resides. The designer shall note that design speeds may be higher than current train
operating speeds.
Actual train operating speeds will be evaluated and approved by SCRRA, considering the
alignment, grade, braking distance, station proximity, PTC overspeed limit, and other factors.
5.4 HORIZONTAL ALIGNMENT

SCRRA standards will govern track design. All track construction must comply with SCRRA Track
Construction Standards which exceed the FRA Track Safety Standards, Part 213, Subpart C, and
CPUC GO No. 26 minimum legal clearances.
For consistency of relating design plans to subdivision milepost (MP), stationing of track
centerlines shall follow the milepost of the subdivision on which the project is located. For
example, if the project begins at MP 2.0, the stationing at MP 2.0 shall start at Station 105+60.
MP 2.0 x 5280 ft/1 mile = 10,560 ft x 1 Station/100’ = 105+60

Stationing and geometrics shall be denoted along the centerline of the left track in the direction of
increasing stationing. Independent stationing and geometries for each track are required when
the tracks are not parallel or where parallel tracks have independent profiles.
5.4.1 Components
The preferred horizontal track alignment shall be defined as a continuous series of tangents and
circular curves, connected with transition spirals as required. All circular curves shall be
connected to tangents by transition spirals except in yards at speeds below 20 mph or if the spiral
offset (p) is less than ¼ inch. Compound circular curves may be used; however, transition spirals
between such curves shall be used and approval must be obtained from SCRRA.
Circular curves shall be connected by a minimum tangent length unless the designer is retrofitting
an existing alignment with inadequate spirals and tangents where alternatives for correcting the
condition do not exist and where SCRRA has approved the use of modified design tables ES
2204-03 and ES 2204-04.
5.4.2 Curves and Superelevation

Horizontal curvature shall be designed in accordance with ES 2202 through ES 2204. The
designer shall choose a degree of curvature that will meet the subdivision speed criteria. If a curve
must become the speed-limiting factor for the subdivision because of ROW or other concerns,
the designer shall advise SCRRA so that appropriate guidance can be issued.
General guidance for design of curves and superelevation is that freight speed will be designed
to accommodate 2-inch unbalanced superelevation and passenger speed will be designed to
accommodate 3.5-inch unbalanced superelevation. Track curvature design alignment will be
checked to verify that the underbalance for maximum freight speed using the actual
superelevation selected for passenger operation will result in an underbalance of between 1 and
2 inches.
In ES 2204, tables with the suffix “M” specify track geometry criteria for the maintenance and
rehabilitation of certain existing segments of SCRRA routes that have spiral lengths that are
considered too short by current criteria. These tables shall not be used for new construction,
unless approved by SCRRA.
Curves should be designed to maximize speeds. The minimum curve radius, for mainline tracks,
is 573 feet (D=10 degrees), and the maximum actual elevation is 5 inches. The minimum curve
radius for non-mainline track is 479 feet (D=12 degrees). Certain combinations of super-elevation
and curvature are prohibited, as specified in ES 2204. The curve speed, unbalanced elevation,
and actual elevation shall be designed based on criteria shown in SCRRA Engineering Standards
ES 2203 and values shown in tables shown in ES 2204. Actual elevation greater than five inches
is not permitted without prior approval of SCRRA.
A closely spaced group of curves should be considered as a unit, with a common design speed
that optimizes train dynamics and minimizes running time.
Curved alignment through grade crossings should 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.

Turnouts and other special trackwork shall not be placed in horizontal curves unless approved by
SCRRA.
Yard tracks shall be designed for 20 mph. Yard and secondary tracks and special trackwork shall
not be superelevated.
5.4.3 Track Spacing

Preferred mainline track spacing is 25 feet with a minimum of 15 feet, see also ES 2207. Bridges,
tunnels, and stations will also impact the allowable minimum track spacing. Shared corridors add
complexity to design and operations for the different rail modes. Track spacing for shared
corridors are discussed in further detail in Chapter 30 of this Manual.
Mainline/Siding Tracks
The minimum track spacing is 15 feet, measured from centerline of track to centerline of adjacent
track (centerline to centerline). Centerlines of mainline and siding tracks shall be spaced as
defined on ES 2207.
Preferred track spacing between mainline and other mainline/siding tracks is 25 feet, centerline
to centerline, to allow unencumbered train operations on an adjacent track during maintenance
operations.
Where possible, the designer should review the relevant strategic plans for the track segment
such that the current design is consistent with future plans.
Yard/Industry Tracks
The SCRRA preferred spacing between a mainline track and an adjacent yard/industry track is
25 feet, centerline to centerline, the minimum is 15 feet. Other safety improvements to
compensate for less than 25-foot track centers may be required, but in no case will less than
15-foot track centers be allowed.
Tracks within a Yard

If movement of servicing equipment is not required between or adjacent to two tracks, the
minimum track spacing for newly constructed yard tracks is 15 feet. For existing yards, where
interior tracks have been constructed at 14-foot track centers, a special design consideration may
be granted if it is not possible for tracks to be reconstructed at 15-foot track centers. Alternatively,
if movement of servicing equipment is required between or adjacent to two tracks, the minimum
track spacing may be 25 to 35 feet, depending on the dimensions of the service equipment to be
used. Verification of anticipated service equipment dimensions and turning radii is required to
ensure that there is adequate clearance between and adjacent to yard tracks.

5.4.4 Spirals
Spiral length is defined in the following:
• ES 2203
• ES 2204-01
• ES 2204-02
Spiral length shall be selected to satisfy the degree of curve requirement for the maximum
subdivision speed. Even if the proposed maintenance operating track speed and resulting
required superelevation will be less, the designer shall select the longer spiral length so that in
the future, the track speed can be more easily increased. In the interim, the lower superelevation
can be constructed into the entire spiral at a lower rate of change. The designer should consider
the maximum possible superelevation for degree of curve to help select the longest possible spiral
curve length. Existing curvature and spiral length on the Ventura County and Antelope Valley lines
may require application of shortened spiral lengths (M) depicted in ES 2204-03 and ES 2204-04 to
accommodate the required track speeds on these converted former freight branch lines.
Shortened design spirals may be used if approved by SCRRA.
The designer shall note that a track segment currently designed as a siding track may become a
second mainline track in the future; therefore, design of siding spiral curves shall accommodate
future speeds and resulting superelevation and spiral lengths for mainline operation.
Note that spirals long enough for future higher speeds per this section may be needed to allow
future speed changes without curve realignment. Curves designed to these higher speeds will
have superelevation constructed appropriate for the present operating speed.
5.4.5 Tangents
Tangents between curves shall be equal to 3 times the maximum design speed, in miles per hour,
or 100 feet, whichever is greater.
Standards regarding tangent lengths between curves and between curves and other track
components are shown in ES 2203. These required tangent lengths shall not be shortened unless
the design is tying into an existing subdivision where tracks were originally designed with shorter
requirements. In such a case, shortened tangent lengths may be necessary but will only be
allowed after it can be demonstrated that a solution that meets current standards and design
requirements is not practical or available and must be approved by SCRRA.
5.5 VERTICAL ALIGNMENT
5.5.1 General
The profile grade shall represent the elevation of the top of the low rail for the primary mainline
track. Additional tracks, including additional mainline and siding tracks, shall be constructed
roughly parallel to and slightly lower than the mainline track in accordance with the cross-slope
and offsets (15- to 25-foot track centers), as illustrated on ES 2001 and ES 2002.
When the top of low rail profile is given for one track only, the top of low rail elevations of the other
tracks are to be calculated based on ES 2001, ES 2002, or a job-specific template cross slope.

Gradients and lengths of vertical curves shall vary accordingly (slightly) to accommodate the
differences in lengths through horizontal curves.
5.5.2 Grades
Maximum Gradient
Maximum gradient for mainline and siding tracks, with gradient compensation, shall not exceed
the existing maximum ruling grade for that subdivision. Gradient compensation shall be calculated
as 0.04 percent equivalent grade per degree of curve. Gradient compensation shall be satisfied
by either extending the reduction in allowable grade through the entire gradient or through the
entire circular curve, both spirals and for a length into the tangents on either end of the circular
curve.
Gc = G - 0.04D
Where
G = gradient before compensation, expressed in percent
D = degree of curve, expressed in decimals of degrees
Gc = compensated gradient, expressed in percent
Minimum Length of Constant Profile Gradient

For mainline track, the desired length of constant profile grade between vertical curves shall be
determined by the following formula, but shall not be less than 100 feet (minimum):
L = 3V
Where
L = minimum tangent length, feet
V = maximum design speed, mph (which may be a future, higher speed)
Short grades up to 3.0 percent may be designed with the approval of SCRRA. Grades shall be
minimized in siding tracks where trains meet or pass and shall be uniform at station platforms
unless approved by SCRRA. Gradients shall be designed to prevent roll-out in yard tracks,
especially where cars are stored, and yard track bowl grade shall not exceed a maximum gradient
of 0.2 percent.
Platform Maximum Gradient
The maximum allowable gradient along a station platform shall not exceed the existing maximum
ruling grade for that subdivision or 1.5 percent, whichever is flatter.
5.5.3 Vertical Curves

Vertical curve design standards are shown in ES 2201.
Vertical curves shall be designed per the recommended practices in the AREMA Manual for
Railway Engineering, as modified and shown in the following formula:
LVC = (D*V²*K)/A
Where

A = vertical acceleration in feet/second²

D = absolute value of the difference in rates of grades expressed as a decimal
K = 2.15 conversion factor to give LVC in feet
LVC = length of vertical curve in feet
V = speed of train in miles per hour
The recommended value for vertical acceleration is 0.10 foot/second/second for freight traffic and
is 0.60 foot/second/second (0.02 g) for passenger traffic for both sags and summits. The minimum
length of a vertical curve is 100 feet.
Vertical curves are not permitted in the platform area and shall begin or end no less than 100 feet
from the ends of the platform unless approved by SCRRA. Likewise, vertical curves are not
permitted in turnouts and other special trackwork.
Complex profiles, such as more than three grade changes exceeding 1.0 percent, each within a
distance of 3000 feet, should be avoided as this may cause excessive dynamic forces and
handling problems on the train. SCRRA may require train performance simulations to verify that
proposed vertical profiles will not produce unacceptable dynamic in-train forces.
5.6 TURNOUTS
5.6.1 Location of Turnouts

Turnouts and crossovers shall be located to allow suitable placement of switch machines or switch
stands and associated CPUC walkways, and with consideration of the placement and visibility of
control signals.
Turnouts shall be located:
• At least 60 feet from any curve
• At least 20 feet from curves without superelevation and within yard tracks
• At least 100 feet from the edge of the traveled roadway or back of sidewalk, if a sidewalk
is present
• Facing point turnout spacing shall adhere to ES 2209
Crossovers shall be located:

• On tracks with 15-foot minimum spacing unless existing yard track centers have 14-foot
spacing
• With no curves between opposing frogs
Switch machines for power-operated crossovers shall be located on the outside of the mainline
track.

5.6.2 Speeds through Turnouts

Maximum speeds through turnouts are defined in ES 2208. The designer shall select turnouts
based on operating speeds. The turnout shall be laid out to allow the higher speed and tonnage
operation to traverse the normal switch position (straight side) of the turnout.
5.6.3 Turnout Size and Type Selection

There are various types of turnouts used on SCRRA’s system and the type used is dependent on
the usage of the track. Refer to Chapter 6, Section 6.2.3 for criteria for selection of turnout type.
5.7 YARDS
For the configuration of turnouts and reverse curves in yards, the designer shall consider the
following:
• Reverse curves, including turnouts, should have at least 50 feet minimum of tangent, if
possible.
• Upon approval tangents between reverse curves used in slow speed (10 mph or less) and
low-use turnouts to be reduced to a minimum tangent of 20 feet. Additional protection
measures may be required by SCRRA.
• Placement of switch-stands shall provide walkway clearance per CPUC GO No. 118 and
shall be in compliance with ES 2105.
• Placement of access/fire road crossings shall not be within 100 feet of any turnouts.


6.0 TRACKWORK
6.1 SCOPE
This chapter provides criteria for the selection of track components and materials necessary to
construct, remove, repair, modify, and rehabilitate railroad tracks.
All standards and criteria shall be adhered to throughout the design of the project. Deviation from
the preferred design criteria will require the approval of the SCRRA Project Manager via written
Detailed specifications for CWR, OTM, special track work, ballast, sub-ballast, concrete ties, wood
ties, elastic fasteners, and precast concrete grade crossing are available in SCRRA’s Standard
Specifications, which should be reviewed for additional information.
The project site must be assessed for climate vulnerability (see Section 3.3) to ensure any work
is designed to be resilient to future climate conditions.
6.1.1 Standards and Codes

Track construction shall at all times meet the SCRRA Standards and minimum FRA standards for
Class 5 track or higher, as required in 49 CFR 213 - Track Safety Standards and CPUC GOs No.
26 and No. 118. At no time may track be designed or operation allowed on track that fails to meet
FRA standards required for operation in that class.
See the standards and codes listed in Appendix A.
6.2 TRACKWORK
6.2.1 Track Classification
Primary Track
Primary Track is track constructed for vehicles in revenue service (carrying revenue passengers).
This includes mainline, siding, and station tracks.
Secondary Track
Secondary Track includes all other track that is constructed for the purpose of switching, storing,
or maintaining vehicles not in revenue service. Excluding track maintained by third parties.
Freight and Other Track

Freight and Other Track includes all tracks that are constructed and/or maintained by SCRRA for
use by freight railroads to serve their industrial clients, not generally used by SCRRA passenger
equipment.
6.2.2 Track Construction Types

Ballasted track is the standard for track construction. Ballasted track, except where allowed
elsewhere in this section, shall be constructed with continuous welded rail (CWR).

Direct-fixation track shall not be designed for use except in special circumstances on Secondary
Track where special inspection pits, wash racks, fueling facilities, or other environmental and or
maintenance needs require consideration of this track construction type.
In areas where a short stretch of track is exposed or will be exposed in the future to flooding or
overtopping, consider the use of berms, raising the channel walls, or widening flood channels. To
protect sensitive components of track structure in flood zones where track is above grade and
where high velocity flow occurs, the subgrade and sub-ballast will be protected by riprap or other
materials. Design linear swales along flood-prone track to direct water away from the track bed.
This strategy could be coupled with sub ballast armoring and elevation of sensitive
mechanical/electrical equipment to create multiple lines of defense.
For stretches of track identified as vulnerable to sea level rise and storm surge, improved
revetment (large rocks armor size, more gradual slope, high crest) will be constructed where rail
is exposed to excessive runup and overtopping from waves during the 100-year storm or high
tides. Refer to Chapter 9 Hydraulics regarding countermeasure design for coastal environment
and SCRRA Engineering Standard ES 2003 for roadbed section with exposure to ocean surf.
A ditch or perforated high-density polyethylene underdrain shall be installed in areas where
groundwater is anticipated to interfere with stability of the track, roadbed, and side slopes.
The proposed embankment will be designed with additional width to accommodate long term
erosion but permitting increased width of ballast section.
Primary Track
Typical Primary Track construction is new 136-pound (RE), head-hardened CWR fixed with
elastic fasteners on concrete ties situated on a roadbed of ballast and sub-ballast. Primary Track
construction employs the use of fully welded insulated joint plugs, to the extent possible, to
eliminate in-track joints. Track sections and fastener details are shown in the appropriate SCRRA
Engineering Standards.
Secondary Track
Typical Secondary Track construction is new 136-pound (RE) new or secondhand rail (as directed
by SCRRA). New 136-pound (RE) rail shall be head-hardened rail.
On all lead and moderate/high-use Secondary Tracks, CWR shall be used. When connecting rail
of differing sizes in lead tracks, transition rails shall be used, as presented in SCRRA ES 2372 and
ES 2373. With CWR, transition rails with welds and fully welded joint plugs shall be used.
Compromise welds, welds used to connect two different-sized rails, shall not be used.
Secondary Track may consist of either timber or concrete ties. When concrete ties are used,
elastic fasteners shall be used to attach rails to ties. When timber ties are used, new screw
fasteners, steel tie plates, elastic fasteners, and anchors shall be used. Track sections and
fastener details are shown in the appropriate SCRRA Engineering Standards.


Typical Freight and Other track construction is the same as Secondary Track construction.
Secondary Track standards shall be maintained for use in major lead tracks. Track sections and
fastener details are shown in the appropriate SCRRA Engineering Standards.
6.2.3 Turnouts
Primary Track
Turnouts shall be fully welded with elastic fasteners, timber ties, or concrete ties, as directed.
Turnouts will be insulated and interlocked. Lateral turnout geometry shall be used unless the use
of equilateral turnout geometry is warranted and approved by SCRRA.
Secondary Track
Turnouts shall be insulated and interlocked for any lead tracks or tracks that may be equipped
with automated switch machine operations. Non-insulated turnouts are acceptable for lower-use
tracks that will never be remotely controlled or operated with power switch machines or
incorporate track circuits. Insulated joints in the closure rail may be poly-insulated joint bars.
Primarily wood or standard turnouts will be selected for use.

Turnouts shall be installed per the Secondary Track standard.
SCRRA has engineering standards for both construction of new turnouts (ES 2800 Series) and
for maintenance of existing turnouts (ES 2900 Series). The type of turnouts selected will be as
noted in the sections below. For locations of turnouts, refer to Section 5.6.1.
New Construction
For new track design and construction, concrete turnouts consisting of welded spring manganese
(WSM) frogs using tangential geometry with hollow steel switch movement ties, shall be used as
per ES 2800 Series Engineering Standards. Spring rail frogs will be used for No. 10 turnout if the
turnout side (diverging traffic) is not used for meeting or passing of through trains or if the diverging
traffic is less than 30 percent of the main line traffic. Wood turnouts consisting of rail-bound
manganese (RBM) frogs using tangential geometry may be used for No. 10 turnouts as per ES
2802 Series Engineering Standards.
Equilateral turnouts are not allowed unless approved by SCRRA. Double slip turnouts shall be
used only at Los Angeles Union Station.
All turnouts shall be installed with an HMA underlayment per ES 2105. All criteria for the geometry
and materials specified in the engineering standards and standard specifications shall be adhered
to throughout the design.
Turnout Construction Pads per ES 2005 shall be incorporated into the design to facilitate turnout
fabrication and installation during short, preplanned outage windows. If construction in
accordance with standards is not feasible due to spatial constraints, a construction area workplan
shall be prepared and approved by SCRRA.

Maintenance
Maintenance standards (ES 2900 Series) shall only be used for the replacement of parts of
existing turnouts that utilize the maintenance standards. For the replacement of the entire existing
turnout, new construction turnout standards (ES 2800 Series) will be used.
Minimum Turnout Size

The minimum new turnout size shall be selected based in Table 6-1.
TABLE 6-1. MINIMUM TURNOUT SIZE

From To Minimum Turnout Size
Main/Siding Main/Siding No. 14
Main/Siding Yard/Industry No. 10
Yard/Industry Yard/Industry No. 10
6.2.4 Highway-Rail Grade Crossings

The design of highway-rail grade crossings of Primary Track shall incorporate precast concrete
panels. Running rail through the crossing area shall be electric flash-butt welded, and the cross
ties shall be 10 feet long timber ties. 10-foot-long timber ties shall extend beyond each end of the
crossing panel limits a minimum of 24 ties at 19.5 inches center to center spacing, see ES 4201 for
further details. Highway-rail grade crossings shall be located in tangent track wherever possible.
No exothermic rail welds, insulated joints, or bonds shall be placed in crossings or within 10 feet
of a crossing. No turnouts or crossovers shall be located within 100 feet of a crossing. SCRRA
standards on grade crossings are presented in ES 4001 through ES 4201.
Traffic pavement markings and striping information is presented in Chapter 8.0, Grade Crossings.
6.2.5 Derails
Derails shall be located so that they derail equipment in a direction away from the primary track.
Derails shall be located beyond the clearance points of converging tracks. Switch-point derails
may be installed at locations as directed by SCRRA, including locations where operating
locomotives are stored and where cars are moved or switched by non-railroad personnel. SCRRA
standards on derails are presented in ES 2601 through ES 2614.
All new industrial or spur track designs shall include an electric lock/come-out signal and
appropriate split switch-point derail, as required below, that is controlled by and connected to the
signal system for the adjacent mainline track. This would include new industrial spur tracks
constructed on an existing lead track. The lead track, which will now have a new industrial spur,
must also include in the design the appropriate double switch-point derail and electric
lock/come-out signal where the modified lead track connects with the mainline.
Blue flag derails are required to protect workers on service tracks per 49 CFR 218 and to protect
the unloading of hazardous materials per 49 CFR 172.

Primary Track
Derails shall be used to prevent unintended roll-outs of rail vehicles to adjoining or adjacent
Primary Tracks. All new derails shall be double switch-point derails except when the prevailing
grade on secondary or industrial tracks descends away from the Primary Track with a gradient of
0.5 percent or greater; see ES 2601 for additional information regarding use of derails. Double
switch-point derails are required if an industry has its own locomotive or trackmobile, regardless
of the grade.
Secondary Track
Derails shall be used to prevent unintended roll-outs of vehicles to adjoining or adjacent Primary
or Secondary Tracks. Derails shall be installed per the same standard as Primary Tracks (see ES
2601).

Derails shall be used to prevent unintended roll-outs of rail vehicles to adjoining or adjacent lead
tracks. On freight lead tracks, derails shall be installed per the same standard as primary and
Secondary Track derails.
6.2.6 Bumping Posts/Earthen Bumpers

Bumping posts shall be installed at the end of each stub-ended track. A preferred distance of
10 feet and a minimum distance of 3 feet shall be provided from the train stopping position to the
face of the bumping post. The face of the bumping post shall be located a minimum distance of
8 feet from the end of the track.
Where space is available, earthen bumpers may be used at the end of each stub-ended track as
directed by SCRRA. Earthen bumpers shall be pyramid shaped with a 16 foot by 16 foot base
(centered over the track), four foot by four foot top (centered over the base), and sloped at 1.5:1. A
red flag shall be placed on the slope of the earthen bumper facing the track.
6.2.7 Railroad (Diamond) Crossings

New Railroad diamond crossings are not allowed on SCRRA system.
For the replacement of the existing diamonds where the speed of train on the Secondary Track
is set to slow speeds flange bearing crossing frogs shall be used. HMA underlayment shall be
required for any diamond replacements.
6.2.8 Inner Guard Rails

The purpose of inner guard rails is to reduce the likelihood that derailed wheels strike a structural
bridge component above the deck and/or improve the likelihood that derailed equipment remains
on the deck until the derailed train is stopped. However, inner guard rails reduce the ability for
maintenance crews to surface track and correct minor surface irregularities and therefore should
only be installed as noted:
• Inner guard rails on bridges shall be required for all spans where exposed structural steel
is present above T/R and is subjected to structural damage by derailed equipment. Inner

guard rails shall be installed on bridges where individual spans are over 100 feet in length
or where the entire structure is over 800 feet in length and at least one span crosses over
a waterway that normally contains water at least 15 feet deep. Inner guard rails shall
extend 50 feet beyond the span or spans to be protected.
• Inner guard rails shall be installed on any other bridge as directed by SCRRA.
SCRRA standards for inner guard rails associated with bridges are presented in ES 2302 and ES
2304.
6.3 TRACK MATERIALS
6.3.1 Rail
Primary Track and Secondary Track shall be 136-pound (RE), head-hardened rail meeting current
SCRRA standard specifications and AREMA “Specifications for Steel Rail.” Industrial tracks (not
maintained by SCRRA), such as yard body tracks, storage tracks, and spurs, may be 115-pound
(RE) section, jointed rail.
All CWR shall be welded into continuous lengths by the electric flash-butt welding process except
for certain field welds that may be exothermic welds. The exothermic welding process may be
performed when joining strings in the field and insulated joint plugs, transition rails, frogs, closure
rails, and other special trackwork. No compromise welds are allowed.
CWR shall be manufactured on-site by welding rail sections in nominal 80-foot lengths into
1,400-foot strings. Field welding of CWR strings shall be as per Standard
Specification 34 72 30, Field Welding Rail.
6.3.2 Ties
Concrete ties with elastic fasteners shall be used for new primary track construction. Concrete tie
construction shall conform to SCRRA Standard Specification 34 11 33, Concrete Railroad Ties.
Timber ties shall be used for road crossing ties and for turnout construction except for premium
turnouts, as designated by SCRRA, specifically designed for concrete ties. Timber ties may be
used to construct temporary shoofly track and to rehabilitate existing timber tie track. Timber tie
construction shall conform to the requirements of SCRRA Standard Specification 34 11 34, Wood
Railroad Ties.
Transition ties shall be used where track modulus changes abruptly from concrete to timber,
particularly at ends of turnouts, road crossings, open deck bridges, and other wood-to-concrete
tie interfaces. SCRRA standards for transition tie sections, including quantity and spacing
requirements, are presented in ES 2351. Transition ties shall be new 10-foot timber ties.
In areas where ties are prioritized for replacement per Metrolink Rehabilitation Plan (MRP),
replace wood ties with concrete ties.
If wood ties are not to be replaced with concrete ties based on SCRRA preference, install elastic
rail fasteners and provide 12” of shoulder ballast. In areas with wood ties secured by standard
plates with cut spikes and rail anchors, in sections replace failed and marginal ties secured to the
rail with elastic rail fasteners.

Steel ties may be used as directed by SCRRA and in non-CTC controlled locations of substandard
ballast depth or in locomotive service areas.
6.3.3 Other Track Material

Other track material (OTM) shall conform to current SCRRA and AREMA standards and
specifications. Resilient fastening system shall be used for all new construction. Standard
fastening system shall be used only for maintenance of the existing track constructed with cut
spikes. Rail anchors shall also be used if cut spikes are used. Required fastener types are
presented in ES 2361 through ES 2368.
The designer shall call for approved tie pads and insulators on concrete ties in the project
specifications. SCRRA standards for approved tie pads and insulators are presented in ES
2360-01 through ES 2360-03.
Refer to SCRRA’s Standard Specification 34 11 15, Other Track Materials and 34 11 36, Elastic
Rail Fasteners for additional information on OTM.
6.3.4 Special Trackwork

Special Trackwork shall conform to current SCRRA Engineering Standards and Standard
Specifications Section 34 11 23, Special Trackwork and AREMA recommended practices.
6.3.5 Ballast
Primary Track ballast shall conform to SCRRA standard specification 34 11 26, Ballast, ES
2109 and AREMA recommended practices. Secondary Track ballast, where maintenance
personnel are likely to walk while inspecting or maintaining equipment, shall be yard ballast.
Standard ballast sections are presented in ES 2001 and ES 2002 see also walkway standards
ES 2109.
In the problem areas immediately adjacent to a project area where identified by ballast scan data,
replace, re-tamp and stabilize ballast to increase ballast density and review and resolve subgrade
issues as necessary.
6.3.6 Sub-Ballast
Sub-ballast material shall conform to SCRRA standard specification 34 11 27, Sub-Ballast and
Aggregate Base and AREMA recommended practices. The aggregate shall consist entirely of
crushed rock with a minimum of 75 percent of the material having at least two fractured faces. No
reclaimed asphalt or concrete shall be included in this material. The sub-ballast for all tracks shall
consist of a uniform minimum 6-inch layer, or more as determined by geotechnical analysis,
placed and compacted over the entire width of the roadbed following the profile and cross section
of the roadbed. Final design shall consider the use of a thicker sub-ballast section or geotextiles
when subsoil conditions dictate, as presented in ES 2001 and ES 2002.
Design of subgrade and sub-ballast for relocated and transition sections shall consider the
condition of the existing ballast and sub-ballast. Unless the existing ballast is contaminated with
fines or organic material, or is not adequately drained, the existing ballast and sub-ballast may be
used to support relocated and transition track segments.

6.3.7 Joints and Welds
Primary Track
All CWR shall be welded into continuous lengths by the electric flash-butt welding process except
for certain field welds that may be exothermic welds. The exothermic welding process may be
performed when joining strings in the field and insulated joint plugs, transition rails, frogs, closure
rails, and other special trackwork. No compromise welds are allowed. All field welds must comply
with the SCRRA Track Maintenance Manual.
No joints or field welds are allowed in road crossings.
Permanent joints shall be welded. Temporary joints, pending welding, should not have bolts
installed or holes drilled on the center two holes of six-hole bars.
Secondary Track
All leads where track is CWR shall be welded into continuous lengths by the electric flash-butt
welding process except for certain field welds that may be exothermic welds. No compromise
welds are allowed. All field welds must comply with the SCRRA Track Maintenance Manual.
Compromise bars and poly-insulated joint bars may be used on jointed rail track.
6.3.8 Insulated Joints

Permanent insulated joints shall be installed by insulated joint plugs fully welded in Primary Track.
Poly-insulated bars may be used in jointed Secondary Track and closure rail of turnouts used in
jointed Secondary Track. No compromise welds are allowed.


7.0 STATIONS
7.1 SCOPE
The stations design criteria is an instrument to inform the design consultant and associated
stakeholders on the guidelines, practices, and policies that reflect current regulations, proven and
accepted technological developments, and best available rail industry design practices. The
design consultant and associated stakeholders shall apply these standards toward the
development of station designs in planning and during construction. These station design criteria
provide the preferred and in some cases the minimum requirements for the design and planning
of new or rehabilitated stations.
SCRRA intends to apply these station design criteria when new stations or improvements to
existing stations are proposed. It is not intended that the requirements be applied retroactively to
existing stations unless there are proposed major physical or use changes.
All standards and manuals shall be adhered to throughout the project. Deviation from the
preferred design criteria will require the approval of the SCRRA Project Manager via written
Station designs shall provide a safe and enjoyable transit experience that promotes ridership
growth, integrates with other public transportation systems for the convenience of the passengers,
and encourages development opportunities in adjacent areas.
The design of a SCRRA commuter train station is typically site-specific and reflects the
surrounding community. However, the functionality of SCRRA stations must be practical and
consistent in order to effectively serve SCRRA trains and passengers. The criteria set forth in this
Design Criteria Manual (DCM) is intended to ensure that a station is designed to meet the
minimum requirements for a SCRRA commuter train station as well as to create elements of
continuity throughout the system.
The site and passenger access for the station must be assessed for climate vulnerability (see
Section 3.3) to ensure it is designed to be resilient to future climate conditions, and to provide
passengers with amenities to protect them as appropriate for current and future extreme weather
events.
Numerous SCRRA trains serve stations located throughout Los Angeles, Orange, Riverside, San
Bernardino, San Diego, and Ventura Counties, as shown in Table 7-1. For the most current
information refer to https://www.metrolinktrains.com/rider-info/general-info/stations/.
TABLE 7-1. STATION LOCATIONS

Station Address City
Anaheim (ARTIC) 1750 S. Douglas Rd. Anaheim
Anaheim Canyon 1039 N. Pacificenter Dr. Anaheim
Baldwin Park 3825 Downing Ave. Baldwin Park


Buena Park 8400 Lake Knoll Drive Buena Park
Burbank Downtown 201 N. Front St. Burbank
Burbank Airport – South (VC Line) 3750 Empire Ave. Burbank
Burbank Airport – North (AV Line) 3600 N. San Fernando Blvd. Burbank
Auto Club Speedway (Seasonal) 8894 Calabash Avenue Fontana
Cal State LA 5150 State University Dr. Los Angeles
Camarillo 30 Lewis Road Camarillo
Chatsworth 10046 Old Depot Plaza Road Chatsworth
Claremont 200 W. 1st St. Claremont
Commerce 6433 26th St. Commerce
Corona – North Main 250 E. Blaine St Corona
Corona – West 155 S. Auto Center Dr Corona
Covina 600 N. Citrus Ave. Covina
El Monte 10925 Railroad St. El Monte
Fontana 16777 Orange Way Fontana
Fullerton 120 Santa Fe. Ave. Fullerton
Glendale 400 W. Cerritos Ave. Glendale
Industry 600 S. Brea Canyon Road City of Industry
Irvine 15215 Barranca Parkway Irvine
Jurupa Valley / Pedley 6001 Pedley Rd. Riverside
Laguna Niguel/Mission Viejo 28200 Forbes Road Laguna Niguel
Lancaster 44812 N. Sierra Highway Lancaster
Montclair 5091 Richton St. Montclair
Montebello/Commerce 2000 Flotilla St. Montebello
Moorpark 300 High St. Moorpark
Moreno Valley / March Field 14160 Meridian Parkway Riverside
Newhall 24300 Railroad Ave. Santa Clarita
Northridge 8775 Wilbur Ave. Northridge
Norwalk/Santa Fe Springs 12700 Imperial Highway Norwalk
Oceanside 235 S. Tremont St. Oceanside
Ontario - East 3330 E. Francis St. Ontario
Orange 194 Atchison St. Orange
Oxnard 201 E. Fourth St. Oxnard
Palmdale 39000 Clock Tower Plaza Drive Palmdale


Perris – Downtown 121 South C Street Perris
Perris – South 1304 Case Road Perris
Pomona - Downtown 101 W. 1st St. Pomona
Pomona - North 205 Santa Fe St. Pomona
Rancho Cucamonga 11208 Azusa Court Rancho Cucamonga
Rialto 261 S. Palm Ave. Rialto
Riverside-Downtown 4066 Vine St. Riverside
Riverside – Hunter Park / UCR 1101 Marlborough Avenue Riverside
Riverside-La Sierra 10901 Indiana Ave. Riverside
San Bernardino – Downtown 174 South E Street San Bernardino
San Bernardino Depot 1170 W. 3rd St. San Bernardino
San Clemente 1850 Avenida Estacion San Clemente
San Clemente Pier 615 Avenida Victoria San Clemente
San Juan Capistrano 26701 Verdugo St. San Juan Capistrano
Santa Ana 1000 E. Santa Ana Blvd. Santa Ana
Santa Clarita 22122 Soledad Canyon Road Santa Clarita
Simi Valley 5050 Los Angeles Ave. Simi Valley
Sun Valley 8360 San Fernando Road Sun Valley
Sylmar/San Fernando 12219 Frank Modugno Dr. Los Angeles
Tustin 2975 Edinger Ave. Tustin
Union Station 800 N. Alameda St. Los Angeles
Upland 300 E. A St. Upland
Van Nuys 7720 Van Nuys Blvd. Van Nuys
Ventura - East 6175 Ventura Blvd. Ventura
Via Princessa 19201 Via Princessa Santa Clarita
Vincent Grade/Acton 730 W. Sierra Highway Palmdale

For standards and codes that apply refer to Section 3.2 of this Design Criteria Manual and
Part 2 of Appendix A. For a listing of third-party permits, see Section 5.8.3 of the DPM.
7.2.1 Definitions
For definitions, see Part 1 of Appendix A.

7.2.2 Station Standard Drawings

Se ES 3000 Series for station standard drawings.
7.3 SCRRA REQUIREMENTS
7.3.1 Design
The station design, calculations, submittals, estimates, and review process and procedures shall
be as per SCRRA’s Design Procedures Manual. The drawings shall be as per SCRRA’s CADD
Manual.
To design a new SCRRA station or modifications to an existing station, a station owner may use
its own architectural/engineering firm or enter into a cost -reimbursement agreement with SCRRA
to use the services of one of SCRRA’s design consultants. In either case, SCRRA must be actively
involved in the development of any station design that SCRRA services.
7.3.2 SCRRA Station Equipment

For a typical station, SCRRA may provide the following equipment:
• Ticket vending devices (TVDs) with the installation. SCRRA shall be consulted regarding
the number of TVDs since mobile ticketing may reduce the number of TVDs required.
• Procurement of precast station dual -tenant communications shelter.
• Procurement of SCRRA passenger information phone. Installation and commissioning by
Contactor on site.
• Design and construction of signal work including any needed intermediate signals at
stations.
These services and equipment items must be specially ordered for each station and must be
funded by the project sponsor.
7.3.3 Agreements
Before any designs can be finalized and before any construction work can begin, a construction
and maintenance (C&M) agreement must be executed by SCRRA and the project sponsor and
any other outside parties participating in the funding or maintenance. The C&M includes a detailed
work description; specifies the method of payment; assigns responsibility for design, construction,
funding, and maintenance; provides cost estimates of the SCRRA work; and specifies the form,
duration, and amount of insurance and liability. As part of the C&M agreement, the project sponsor
shall notify SCRRA within five working days in advance of any maintenance activity, and within
30 days in advance of any construction activity, that will occur within the ROW. The project
sponsor shall be required to reimburse SCRRA the actual cost and expense incurred by SCRRA
for all services and work performed in connection with the project, including a computed surcharge
(overhead) representing SCRRA’s costs for administration and management.

7.4 STATION SITES

To establish a sense of “place” of the station and to instill a feeling of ownership by the community,
station layout, station elements (canopies and fence), and architectural features should be
reviewed with the local public agency(ies) and neighborhood community organizations. For new
station construction, the architect should evaluate emerging transit-oriented development that can
complement the station to promote and increase ridership. The design engineer should initiate
and coordinate with the community to limit local traffic impacts and minimizes disruption during
and after the implementation phase. For existing station rehabilitation and renovation, the
architect should complement the existing architectural elements.
Station sites will be identified jointly by station owner staff and SCRRA staff in accordance with
project goals. Site selection must be approved by SCRRA engineering and operations staff in
writing, who will seek to place and locate stations to maintain a train schedule competitive with
driving time. SCRRA cannot guarantee that all trains will stop at every station. The suggested
station spacing is five track miles. Cities are encouraged to consider the station site as an
opportunity to create community intermodal centers with other transportation modes and create
opportunities for active transportation.
Operational considerations, including train and automobile sight distances, the ability of a location
to accommodate future expansions, and site-specific train and passenger safety concerns, will be
reviewed with SCRRA.
Areas with tangent track are preferred for a station site. Curved track through the platform should
be avoided if at all possible. If a station platform is located on a curve, the platform should be on
the inside of the curve. Platforms on the outside of a curve are discouraged as it prevents the
train engineer and conductor from seeing all of the cars and doors to ensure that all passengers
have safely boarded or alighted before closing the doors. If a platform on a curve is unavoidable,
it should be as shallow a curve as possible, and the degree of curve shall be no more than 1
degree and 30 minutes. Platforms located on a curve shall require prior approval from SCRRA.
Superelevation in the track should be eliminated if possible, but in the worst case should be no
more than 1.5 inches.
Track centers where two tracks are present at station platforms should allow for an inter-track
fence. This will require a minimum spacing of 19.25 feet between the centerline of tracks. See ES
2004. The expanded track centers and the inter-track fence should extend a minimum of 150 feet
beyond the end of the platform plus possible future platform extensions at each end of the station.
Proposed station sites should be evaluated to determine if the location causes train operations to
be affected by the “Train Delayed Within a Block” rule (General Code of Operating Rules [GCOR]
9.9). If Delayed in Block would result, the station project shall include modifications to the signal
system to avoid such a delay. This is usually accomplished by adding signals or re-spacing
automatic block signals.
Proposed sites will be evaluated based on their impact on freight and commuter railroad
operations. All sites are subject to the approval of the owner of the railroad ROW and SCRRA.
A license/lease agreement from a SCRRA member agency and a C&M agreement (with SCRRA,
the station owner, and the station maintainer) are both required for a new station. If an existing

station is being modified and does not already have a C&M agreement in place, the project
sponsor is required to facilitate one for the parties involved before the project begins construction.
Pedestrian crossings shall have good visibility both for pedestrians and drivers.
Enhanced concrete paving, pavers, and other decorative paving materials shall be considered for
providing an inviting pedestrian experience, enhancing the aesthetics, and reinforcing a sense of
direction that is associated with functional areas such as drop-offs, pick-up, other transit stops,
as well as accessible access. Landscaping should effectively reinforce pedestrian circulation. An
open area, with enhanced paving treatment, shall be provided to collect pedestrians from the
major walkways and allow a queuing area adjoining the entry or exit from the station. Changes in
texture or color of the vehicular paving at pedestrian crossings should be considered.
Barriers shall be provided to either discourage or prevent pedestrians from crossing vehicular
traffic at locations where unsafe conditions would otherwise result. Pedestrian barriers may
consist of railing, fencing, walls or landscaping that are architecturally harmonious with the site.
A direct and safe approach for pedestrians shall be provided from adjacent streets and bus
drop-off areas to the station entrance. Pedestrian walkways shall be provided to avoid conflicts
with vehicular traffic. Walkways may be provided to minimize pedestrian use of an automotive
drive aisle, or provided to minimize locations at which pedestrians can cross automobile traffic
lanes. Where pedestrians approach the station from various destinations and major intersections,
consideration shall be given to the provision of a walkway with a direct route to the platform.
Passenger underpasses will be assessed for and protected against current and future flooding.
7.4.1 Emergency Egress Analysis

The National Fire Protection Association (NFPA) 130 standard specifies fire protection and life
safety requirements for underground, surface, and elevated fixed guide-way transit and
passenger rail systems. All stations shall at a minimum conform to NFPA 130 Requirements. This
includes providing passenger egress calculations that depict exiting all passengers from the
platform within 4 minutes and illustrating the minimum distance requirements between an exit and
the most remote point on a platform. Additionally, station designers shall at a minimum comply
with the CBC, maximum travel distance of 300 feet from the most remote point to an exit/vertical
circulation element.
7.5 STATION PARKING

The minimum number of parking spaces at new stations shall be coordinated with station owner
and SCRRA. Parking considerations shall be made for determining the minimum number of
parking spaces. Parking at SCRRA stations shall be free and/or by SCRRA permitted unless
approved by SCRRA. Parking may displace other land uses and surface parking may be
repurposed for future transit-oriented development. Account for approximately 360 square feet
per parking space for circulation (drive aisles) or approximately 120 cars per acre. The minimum
number of parking will be for 500 cars unless a lesser amount is approved by SCRRA, station
owner, and the City where the station is located. Stations also have the opportunity to share
parking facilities for sites with existing infrastructure such as L.A. Union Station. The total number
of spaces allotted for the station and the number of access points will determine the minimum
number of accessible and van spaces as per CA Title24 requirements. All Accessible spaces shall

have an accessible route to the station platform and shall be placed as close to the station platform
as possible.
Existing stations that are being modified shall at the direction of the SCRRA PM perform an ADA
deficiency analysis for the parking lot/structure, platform, transit connections, station buildings,
(up to the street access point) and identify and correct all deficiencies that are not compliant with
current ADA and CA Title 24 requirements.
The parking lot should be configured to separate bus movements from passenger vehicle
circulation. A traffic engineer should determine the best flow for vehicles entering, exiting, and
circulating the station parking lot. It is recommended that the number of entrances and exits to a
station be minimized while still remaining compliant with local traffic requirements. The reduced
number of entrances/exits allows for better security monitoring and control of the parking lot. The
parking lot layout should be designed to reduce conflicts between vehicles traveling up and down
vehicle drive lanes and vehicles backing out of parking stalls. Station exit lanes with adequate
stacking space, as determined by a traffic engineer, are recommended to provide for controlled
exiting.
In locations projected to experience extreme heat, and where feasible, plant shade trees within
the station parking lot area. Trees should be heat and drought-tolerant, low maintenance native
plant species. Other architectural shading canopies should be considered, including solar
photovoltaic panels for energy generation. Increase pavement reflectance by using reflective
aggregate, a reflective or clear binder, or a reflective surface coating to further reduce the heat island
effect.
In locations projected to experience flooding and where geological conditions are appropriate,
use permeable pavers, and bioretention or nature-based features to reduce stormwater run-off
volumes for parking lot surfaces.
An area should be designated to pick-up and drop- off passengers (Kiss-n-Ride). The area must
be compliant with Accessibility guidelines and should be located to prevent conflicts with buses
or vehicles traveling down parking stall lanes.
The design of pedestrian approaches from parking areas to the station entrances shall be
contingent upon the location of other, more primary station area pedestrian walkways serving the
station area and the location of potential transit area development. Parking pattern shall be
designed so the pedestrians walk down the parking aisles toward the station, minimizing traffic
crossings, or along a major walkway.
Crosswalks shall be well defined and have clear visibility for both pedestrians and drivers.
Pedestrian path of travel shall be provided with slip-resistant surfaces with a static coefficient of
friction not less than 0.6 when tested in accordance with ASTM C1028.
A monument sign identifying SCRRA with their logo shall be provided at the station entrance to
identify the station parking area (see ES 3305). Other vehicular directional signs should be
provided to direct motorists to the accessible parking, EV parking, and Kiss-n-Ride areas as
needed.
New station layouts will include provisions to allow maintenance-of-way and signal and
communications trucks to access the ROW on both sides of the station. If this access is to be
provided from the public parking or driveway areas, a locked gate will be used to keep

unauthorized vehicles from entering the ROW. Existing stations shall be evaluated for
maintenance needs and access points with SCRRA and confirm requirements for the station
going forward based on the new configuration proposed. Bollards may be used to control
vehicular access or to deter unsafe pedestrian movements. When bollards are used as traffic
barriers where SCRRA maintenance access may be required, bollards shall be retractable or
removable and lockable. For bollards used as traffic barriers see ES 5107.
Fire lanes shall be provided, from a public street to the station, through parking lots. Fire truck
access shall be provided to all building structures and station entrances. Access roads and parking
lot perimeter roads shall accommodate fire trucks. Confirm lane widths, turning radius and access
requirements with the local fire department.
7.6 INTERMODAL ISSUES

SCRRA encourages the provision of intermodal connections at stations. These may take the form
of alternate rail mode connections (Amtrak/DMU/HSR/LRT/NCTD), regular transit bus service,
bike paths, dedicated walkways, and pedestrian-friendly paths of travel. If existing intermodal
transportation in the surrounding context doesn’t exist, consider providing connections to feasible
and possible future intermodal connections.
Every effort should be made to separate pedestrian paths of travel from bus circulation routes. It
is recommended that dedicated bus loops be used to reduce the chance of conflicts between
buses, automobiles, and pedestrians. Bus stops located within the station must be accessible and
have an accessible route to all other accessible elements on the site and the adjacent public
sidewalk. If bus service is located on the street outside of the station, an accessible path of travel
from the nearest bus stop(s) to the station platform must be provided. Bus loading areas shall
have adequate clear space to allow for the deployment of a wheelchair lift from either the front or
rear bus doors. Provide a continuous unobstructed loading zone along the entire length of the bus
berth curb. Zone shall be an area from the face of the curb to a minimum of 8 feet back from the
curb. The designer shall verify requirements with the bus transit system.
7.7 PLATFORMS
In designing the station platforms, consideration should be given to possible future platform
extensions for longer train consists. New stations will be constructed with a minimum
680-foot-long platform (longer where Amtrak service exists). Where an additional track will be
added in the near-term, a temporary platform can be constructed in the location of the future track
with a permanent platform behind.
A side platform should be a minimum of 16 feet wide (see ES 3201). A center platform should be
a minimum of 30 feet wide (see ES 3202). Additional width should be provided at side platforms,
if possible, for canopies and overcrossing or undercrossing structures. The center platform may
need increased width to allow for an undercrossing or overcrossing tower with its vertical
circulation elements, and crash walls. SCRRA prefers pedestrian undercrossings instead of
overcrossings at all stations due to elevator maintenance challenges. The platform layout shall
be efficiently designed to reduce obstructions, such as exploring attaching equipment to light
poles instead of installing separate poles for equipment.

A pedestrian bridge should be considered for center platforms with deep undercrossing to limit
length to cross the platform above the accessible ramps. Evaluate Underpass corner shape to
increase pedestrian site distance at the corners.
All side platforms should slope away from the track a minimum of 1 percent and no more than
2 percent for accessibility. Platforms sloped away from the track provide roll-back away from the
track enhancing safety for users. At center platforms, water should be treated and discharged to
the municipal storm drain system. Area drain grates within the platform must be accessible by
maintenance personnel, and be installed with an ADA compliant grate. See chapter 9 for overall
drainage requirements. To enhance the effectiveness of the drainage at the station area, the track
bed shall be constructed with 6-inch-thick hot mixed asphalt concrete through the platform area
and 10 feet beyond the limits of the platform (see ES 2004). If there is an existing station at-grade
crossing, the hot mixed asphalt concrete shall extend through the at-grade crossing and 10 feet
beyond the limits of the station at-grade crossing. All new pedestrian crossings to side platforms
and center platforms shall be grade-separated.
The preferred platform height shall be at an elevation 8 inches above the top of the adjacent rail,
and the platform edge shall be 5 feet 4 inches from the centerline of the track (see ES 3201 and
3202). Platform height may require an ADA level board waiver through FTA. Platforms shall be
constructed of concrete with a flush vertical wall on the track side. Designers shall consult with
SCRRA on the final profile for the track and will establish the platform grade to match the final
track grade (following any rehabilitation or modifications to the track.) Track grade shall be at a
consistent slope through the platform, and the project shall move any vertical curves to be outside
the platform limits.
Ends of platforms shall be a minimum of 120 feet from the edge of any at-grade crossing per ES
3002 and ES 3003 to avoid the train being within the crossing island circuit. Where stations are
near an adjacent highway-rail at-grade crossing, placement of platforms shall consider the
possibility of planned roadway widening or sidewalk realignment that may cause the island circuit
to be moved closer to the platform.
All station platforms, structures, and equipment must be designed at minimum to meet the
minimum clearance requirements of CPUC GO 26-D.
For new or altered stations serving local communities, commuter, intercity, or high-speed rail lines
or systems, in which track passing through the station and adjacent to platforms is shared with
existing freight rail operations and the railroad proposes to use a means other than level-entry
boarding, the railroad is required to meet the following requirements:
Perform a comparison of the costs (capital, operating, and life-cycle costs) of car-borne lifts and
the means chosen by the railroad operator, as well as a comparison of the relative ability of each
of these alternatives to provide service to individuals with disabilities in an integrated, safe, timely,
and reliable manner.
Submit a plan to FRA and/or FTA, describing its proposed means to meet the performance
standard at that station. The plan shall demonstrate how boarding equipment or platforms would
be deployed, maintained, and operated; and how personnel would be trained and deployed to
ensure that service to individuals with disabilities is provided in an integrated, safe, timely, and
reliable manner.

Obtain approval or a waiver from the FTA (for commuter rail systems) or the FRA (for intercity rail
systems). The agencies will evaluate the proposed plan and may approve, disapprove, or modify
it. The FTA and the FRA may make this determination jointly in any situation in which both a
commuter rail system and intercity or high-speed rail system use the tracks serving the platform.
7.7.1 Mini-High Platform

SCRRA and FTA/FRA will review the proposed method to ensure that the railroad provides
reliable and safe services to individuals with disabilities in an integrated manner.
To provide for level boarding of the train through the use of a bridge plate, a mini-high platform is
required. The mini-high platform landing is centered 60 feet from the station end closest to Los
Angeles Union Station for stations with a single mini-high. For stations with a mini-high at both
ends, they shall be placed at opposing ends of the platform per standards. Coordinate with
SCRRA staff to determine the number of mini-high platforms required. See ES 3101-01 and ES
3101-02 for details.
7.7.2 Surface
Platforms must be firm, stable, and slip resistant; therefore, finishes shall meet Accessibility
standards and static coefficient of friction (SCOF) as recommended by the Department of
Transportation in 49 CFR Part 37, Commuter Rail Cars and Systems. Slip resistance shall be a
minimum SCOF of 0.6 for steps, floors and platform surfaces and a SCOF 0.8 for ramp surfaces.
7.7.3 Detectable Warning Strip

A detectable warning strip 2 feet wide and associated paint striping are required at the rail side of
the platform. The stripe is required for the entire length of the platform. A one-inch-wide black
contrast stripe is required at the back of the detectable strip. Detectable warning dome size, dome
spacing, contrast, resiliency, and color shall meet the provision of CBC 11B-705.1.
• Color: Yellow conforming to AMS STANDARD 595A COLOR AMS-STD 33538.
• Dome spacing: domes shall have a center to center dimension of 2.3 inches minimum to
2.4 inches maximum.
The pattern for detectable warning at platform edges shall be per the US DOT Federal Transit
Administration – ADA Circular (FTA C 4710.1), which allows for the 45 degree or staggered
pattern depicted on ES 3203.
Paint Striping
A painted 4-inch-wide yellow stripe shall be applied on the platform located 3 feet 2 inches from
the rail edge of the platform with 4-inch high block letters per ES 3203. See “Alternate A” on ES
3203 for joint use platform striping.

7.7.4 Detectable Directional Texture

Detectable directional texture shall be required at every boarding platform side per ES 3203. This
surface shall be placed directly behind the yellow warning stripe and aligned with the doors of the
transit vehicles where passengers will embark (see ES 3203). To avoid confusing patrons, the
detectable directional texture will not need to be placed for the entire length of the platform and
shall only be placed to accommodate the daily maximum number of cars (and as constrained by
platform length) for the particular line on which the station is located. Detectable directional
texture, texture size, texture spacing, contrast, resiliency, and color shall meet the provisions of
CBC 11B-705.2.
• Color: Yellow confirming to AMS Standard 595A Color AMS-STD 33538
• Width: 48 inches
• Depth: 36 inches
7.7.5 Stairs/Ramps/Walkways
Accessible walkways should clearly define the path of travel to each platform. Walkways and
ramps to and from platforms should be a minimum of 8 feet wide. If Amtrak baggage cart service
is provided at that station, the minimum width shall be 10 feet wide. When platforms are placed
above or below parking lot elevations, access to the platforms should be by stairs and ramps. The
placement of these should be carefully planned to be convenient for passengers. Ramps, which
are defined as a walking surface that has a running slope steeper than a 5 percent slope, shall
comply with accessibility requirements. All accessible circulation elements shall meet current ADA
Standards for Accessible Design.
7.7.6 Guardrails/Handrails
Handrails shall be provided to meet accessibility and ingress/egress requirements, including a
smooth uninterrupted surface. Stainless steel handrails shall be used to reduce station
maintenance requirements. Handrails should be designed to discourage/deter skateboarding on
them (consider proximity to walls, large ground boulders at the end of them, etc.).
7.7.7 Other Design Considerations

Some stations will have both Amtrak, SCRRA service or others. This introduces several design
issues for the station platform. Amtrak may require a longer platform than SCRRA, usually a
minimum of 850-1,000 feet long. Amtrak may also require the use of baggage carts on the
platform, so baggage cart circulation/turnaround and secured cart storage/recharging area must
be considered and turning templates performed at any undercrossings. If Amtrak requires the use
of baggage carts, a private Amtrak only at-grade crossing with an automatic gate in place of an
inter-track fence or underpass structure may be considered.
It is recommended that hose bibb connections be placed at interval locations, not to exceed 100
feet on-center or 50 feet from the end of the platform, for complete coverage of the platform during
power washing. Hose bibb connections shall be placed in recessed floor boxes of stainless steel
construction. Water point-of-connection may share services with irrigation meter if approved by
the local agency. If recycled water is utilized, approval by the department of public health is

required as well and boxes will be required to follow recycled water requirements with purple lids,
ID tags, and approved warning signage.
7.8 PEDESTRIAN CROSSINGS

SCRRA must approve the final design of pedestrian crossings at stations, regardless of the
ownership of the station. SCRRA requires new stations to have grade-separated pedestrian
access only to separate platforms from each operating track, with an inter-track fence between
the tracks to prevent patrons from crossing between platforms at-grade. All new pedestrian
crossings must be approved by the California Public Utilities Commission (CPUC) through a
formal application process. Refer to SCRRA’s Highway-Rail Grade Crossings Design Standards
and Criteria Manual for at-grade pedestrian crossings design and construction see Chapter 8
Grade Crossings. Refer to SCRRA’s Grade Separation Criteria, Chapter 12 Section 12.4.4
Pedestrian Grade Separations for detail information on pedestrian overheads and underpasses.
Pedestrian crossings shall be accessible in compliance with ADA and CA Title24.
7.8.1 Station Overheads

Where the track is at or below grade, then an overhead crossing may be used. A permanent
minimum vertical clearance of 24 feet 6 inches shall be provided for all Overhead Structures,
measured from the top of the high rail to the lowest point of the structure, the overcrossing tower
structure shall not be closer than 14 feet from the centerline of the track, per ES 2101. For
horizontal clearances see the Clearances section in 12.4.2 Overhead.
Access to the overcrossing can be provided through the use of ramps, or elevators complying
with Accessibility requirements. If an elevator is chosen, additional vertical circulation element,
should be designed for use by passengers. If alternative access is not feasible, dual elevators
should be provided to provide redundancy.
Fencing on overcrossings is required to prevent large objects from being dropped onto passing
trains.
Due to reliability and maintenance cost issues related to elevators, overcrossings are not
preferred or recommended. Exterior maintenance of an overcrossing is also difficult and costly.
The long-term maintenance of an overhead crossings will be addressed in the C&M agreement
during the design and discussed with the station owner who will be responsible for maintaining
the overhead crossing. Additionally, the relatively long travel distance of an overcrossing makes
it undesirable to the public and ADA users.
Overpasses shall be constructed of “fire resistive materials”. Finishes of overpasses shall be
durable and maintenance-free. Drainage of the walking surface shall be designed so that water
does not flow over the side edges, but is channeled into an internal system.
7.8.2 Station Underpasses

Where the track is at-grade or elevated on an embankment, the use of an underpass becomes
the preferable alternative to an overcrossing. If used, the minimum inside clear dimensions
(including drainage site treatments, signage, aesthetic surface treatments and lighting) of the
pedestrian underpass structure shall not be less than 14 feet wide by 9 feet high. The underpass
should have as open an aspect as possible at each side. Accessibility can be provided through

the use of elevators or ramps. Ramps/stairs are preferred due to the reliability and maintenance
cost issues of elevators. If elevators are used, alternate access or dual elevators should be
designed for use in the event of elevator failure.
Provisions for electronic security systems should be included in an undercrossing. Depending on
the site configuration and slopes, a sump pump may be required to drain the underpass during a
rain event. Also, a barrier system, such as gates or vertical rolling door, should be included at
each end of the undercrossing if the station owner wishes to secure the facility at night. In addition
to a vertical rolling door, an emergency access/egress door shall be provided. Provision should
be made for an emergency lighting system in the event of a power outage, size and capacity of
emergency backup power to be developed in coordination with local agency.
Provisions for public art should be considered for underpasses along with a graffiti resistant
design or coating along all underpass walls.
The entire underpass enclosure structure shall be waterproofed on the exterior surface. The
surface drainage system of area drains or trench drains shall prevent surface water from entering
pedestrian undercrossings.
Overpasses shall be constructed with "non-combustible materials". Finishes of overpasses shall
be durable and maintenance-free.
If underpass is in an area that will be vulnerable to future sea level rise, storm surge or wave run-
up, or is within the current 100year flood zone, ensure appropriate flood protection is designed to
eliminate flooding.
7.9 PLATFORM AMENITIES
7.9.1 Canopies
The preferred canopy coverage is 50 percent of the platform length, however canopies shall cover
a minimum of 30 percent of the platform length to accommodate passenger usage. Additionally
15 percent of the total platform square footage shall be covered. It is suggested that the structural
supports be set at the back of the platform clear of the 16--foot minimum side platform width and
in the center of the canopy for center platforms. Canopy configuration is at the discretion of the
station designer.
The purpose of platform canopies is to provide weather protection for passengers. Side and back
panels may be needed to provide adequate protection from wind (where high wind is present),
sun, and rain. Semi-transparent vertical sun shades/screens should also be considered in addition
to the canopies for all new platforms to ensure all day shading can be provided, whatever the
orientation of the platform.
Misters should be provided in all stations identified as highly vulnerable to extreme heat in the
CVA, wherever an air-conditioned waiting room is not available. Heaters may be considered in
areas with extreme cold temperatures.
The canopies shall have lighting and include conduits for SCRRA’s customer information system
(CIS) and video surveillance system (VSS). Roof drainage at canopies should connect to a
subterranean storm drain system with proper cleanouts.

At the station Owner and project sponsor’s option, provisions can be made to provide drinking
fountains and public charging outlets/stations on the platform.
All canopies to provide a clear zone allowing accessible use at minimum 48 inches by 36 inches.
Canopies are required above all exterior TVD’s. The TVD canopy shall have lighting, provisions
for passenger information, communications equipment, and electronic security systems.
The canopy height shall accommodate passenger information, communications equipment, and
electronic security systems
7.9.2 Platform Furniture

All platform furniture (benches and trash receptacles) should be located in compliance with
accessibility standards. All platform furniture shall be designed to be securely anchored or built
into the platform. Platform furniture placed in the facility shall be designed in such a way as to
prevent them from causing damage in a blast. Anchoring objects made of blast resistant,
reinforced materials to the ground will make them less likely to act as projectiles and cause
secondary damage, and designed to redirect blast force safely, whenever possible.
Bench selection is at the discretion of the station designer. Benches may be integral to the design
of the platform. Benches should be vandal-resistant and designed to discourage sleeping on the
benches. Benches must be securely fastened to the platform. When benches are provided, they
must meet accessibility requirements. The preferred number of benches is one per canopy plus
one bench per every one hundred feet of platform edge that is not covered by a canopy.
Trash receptacles should be provided at regular intervals on the platform. Trash receptacle
selection should consider a mesh-type to prevent the placement of hidden explosive devices.
Trash receptacles must be securely fastened to the platform. Recycling containers should be
placed off of the platform near beverage vending machines. The preferred number of trash
receptacles is one per platform bench, at a minimum provide one trash receptacle per every two
platform benches.
7.10 OFF-PLATFORM AMENITIES
7.10.1 Information Kiosk/Display Cases

An information kiosk or display cases are required at stations to provide a location to display
SCRRA and local information.
Kiosks and display cases are typically not internally illuminated, so they must be placed in a well-lit
area or the vicinity of the TVD area if provided. Display cases may be located directly under the
platform canopy.
Kiosks and display cases must be accessible.
7.10.2 Food and Beverage Vending Machines

The installation of vending machines is at the discretion of the station owner. Separate vending
machine areas shall be constructed off of the platform.
Vending machines, if provided, must be accessible.

7.10.3 Emergency Telephones

If emergency telephones are provided at a station, they must comply with accessibility guidelines
and have an alternate power source such as solar or battery backup, capacity of such backup
system to be developed in coordination with local agency.
7.10.4 Bike Lockers and Racks

Bike storage, bike lockers, and racks should be provided near, but not on the platform. It is
recommended that the station owner establish a system to regulate the use of bike lockers to
prevent unauthorized long-term storage.
Bikeways shall be designed to provide a direct, convenient connection between the station and
any existing or proposed bike routes throughout the community.
7.10.5 Passenger Information Phone

SCRRA provides, installs, and maintains an accessible passenger information phone on each
station platform that connects directly to the SCRRA customer service center. No conduits are
required for these phones because they are cellular and solar-powered.
7.10.6 Hydration Stations

The installation of hydration stations (water fountain and spout for filling water bottles) is at the
discretion of the station owner, but are recommended in locations that have been identified as
vulnerable to extreme heat.
7.10.7 Restroom Facilities

The installation of station restrooms is at the discretion of the station owner. Restrooms are
available onboard trains for passengers. If station restrooms are provided for passengers, they
shall meet accessibility requirements and meet or exceed requirements for low-flow faucets,
toilets and urinals. Consider installing a hydration station as part of the station restroom
infrastructure (see above 7.10.6).
A locked unisex restroom may be considered for station security personnel. If the station is also
a bus layover, the transit agency may request restroom facilities for bus operators. Staff only and
bus operator restrooms must be accessible.
7.10.8 Ticket Vending Device Area

SCRRA shall determine the number of TVDs (typically two) and future accommodations to be
located at a station. A TVD area must be provided at a minimum of one platform entrance point.
It is preferable to have the TVD located off of the platform at primary locations before entering the
platform area. The TVD area requires a 12-inch-thick concrete pad for installation of the TVDs.
It is preferable to have the face of the TVDs oriented to the north to minimize screen glare
throughout the day. Accessible area and queuing space shall be provided in front of each TVD.
The TVD area should not have benches or trash receptacles or other obstructions to TVD
accessibility.
Installation of information display cases near the TVD area is preferred.

See ES 3405-01 and 3405-02 for TVD pad details. The station owner is responsible for providing
power and MPLS conduits/cable connections to all TVDs. SCRRA will install communications
cables for all ticket vending equipment. SCRRA will place the final MPLS order with the local
provider. Coordination with SCRRA and station owner is required regarding ticket vending.
7.11 RECOMMENDED ILLUMINATION LEVELS

Recommended illumination levels are shown in Table 7-2.
TABLE 7-2. STATION ILLUMINATION LEVELS

Location Average Illumination Level
Platforms 5 foot candles
Canopies 5 foot candles
Overheads and Underpasses 10 foot candles (may be adjusted per existing light levels –
see below note pertaining eye adjustments)
Stairways and Ramps 5 foot candles
Walkways 5 foot candles
TVD areas 5 foot candles
Parking lots Minimum 1 foot candle or per local requirements
Designer to implement separate day and night levels in the overheads and underpasses, to help
with eye adjustments. The use of security cameras at a station may require that these levels be
adjusted. Platform lights should not “blind” engineers as trains enter the station. Lighting control
shall be designed to use energy efficiently. Light fixture selection and layout shall conform to Dark
Sky and Title 24 code requirements. Automatic and manual control arrangements shall ensure
efficient use of energy and maintenance procedures. All exterior site areas shall be illuminated
by a photocell with time clock and manual override.
7.12 FENCING
Where two or more tracks serve a station, an inter-track fence shall be provided for the full length
of the platform and at least 150 feet beyond each end. The fence shall be 6 feet high; however,
within 150 feet of an at--grade pedestrian crossing, the fence height drops to 4 feet for improved
sight distance at the crossing as required by CPUC General Orders. See ES 5102 for details of
the inter-track fence.
Permanent ROW fencing shall be 6 feet high welded wire mesh per SCRRA ES 5105. ROW
fencing within 150 feet of any crossing shall be 4 feet high per SCRRA ES 5106 and in compliance
with SCRRA. Walkway fencing will be designed to provide a positive experience for pedestrians
and motorists.
Wherever the railroad ROW can be used as a shortcut to the station, ROW fencing shall be
installed to prevent trespassing onto the ROW
The station owner may consider perimeter fencing to better secure the parking area. An entrance
gate should be installed if the station owner would like to close the parking lot overnight. Perimeter

fencing shall be at the discretion of the designer and should be integral to the overall station
design, adjacent context, or existing infrastructure.
7.13 SIGNAGE
Refer to Chapter 31 Signage, Section 31.8 for station signage design criteria.
7.14 LANDSCAPE CONSIDERATIONS

Refer to Chapter 26 Landscaping Design. See Sections 26.4 and 26.4.2
7.15 ARTWORK
Artwork should be evaluated as an installation away from the platform. For artwork installed on
the platform, consideration should be made for having dedicated spaces under the canopies for
artwork installations. Artwork should be under the ownership of the station owner. Artwork and
aesthetic finishes shall be considered for ramp and stair walls.
7.16 STATION COMMUNICATIONS INFRASTRUCTURE

See Chapter 20 Communications Systems, Section 20.14 Passenger Station Communications
Infrastructure.
7.17 STATION SECURITY
7.17.1 Security Systems

Station design should consider electronic security systems as part of the station’s physical
security measures. Electronic security systems should be designed to provide maximum detection
coverage with a minimum of false and nuisance alarm occurrences. These systems can be used
in combination with other access management tools to provide an efficient and dependable
security system. Security systems may include card access control to allow entry by authorized
staff into secure areas, intrusion detection that consists of motion detectors and position
monitoring of gates (automated or manually operated), roll-down doors, and pedestrian
emergency exit doors. The card access and intrusion events should be video recorded and
assessed in real-time using remote video surveillance cameras. Refer to the FTA Transit Security
Design Considerations for additional security system criteria.
When designing a remote video surveillance system, it is important to consider positioning
cameras to avoid potential obstacles, such as structural columns and sharp corners that may
prevent full surveillance coverage of the intended target. Where a single camera cannot capture
the entire area, multiple cameras can be positioned to provide overlapping coverage areas.
Various types of cameras should be considered for each specific camera location depending on
the intended target. Typical camera type for stations include: stationary, pan/tilt/zoom ability
multi-image sensor 360-degree/180-degree wide angle. All cameras should consist of high
definition resolution, produce a clear image in very low light, and suitable for the environment in
which the camera is installed. SCRRA shall be consulted on types and placements of security
cameras. The mounting height of the cameras should be such that it is unreachable by any
pedestrian. The surveillance video may be sent back to the local authority’s monitoring station,
however, SCRRA shall be able to request access to any recorded video and shall be provided

the exported video within 72 hours of the request. Video storage requirements, quantity, quality
and duration, to be coordinated per individual project requirements.
SCRRA station standards include sufficient conduit on the platform to support the electronic
security systems equipment. If desired by the station owner, project sponsor, member agency,
and/or SCRRA, electronic security measures at stations shall be designed and installed to
maintain passenger and staff security.
7.17.1 Crime Prevention through Environmental Design

Ensure the station design aligns with the principles of Crime Prevention through Environmental
Design (CPTED). CPTED Principles include natural surveillance, natural access control, territorial
reinforcement and maintenance. Table 7-3 provides a high level overview of each concept.
TABLE 7-3. Crime Prevention through Environmental Design

CPTED Principle Reference
Natural Surveillance The placement of physical features, activities, and people in
a way that maximizes visibility.
Natural Access Control Control access to a site by physically guiding activity through
space by the strategic design of streets, sidewalks, building
entrances, and landscaping.
Territorial Reinforcement The use of physical attributes that express ownership such
as fencing, pavement treatments, signage, and landscaping.
Maintenance Allow for the continued use of the station for its intended
purpose. Serves as an additional expression of ownership.
7.18 CONSTRUCTION
Similar to station design, a station owner may bid and award a contract to construct a new SCRRA
station or make modifications to an existing station or may enter into a cost reimbursement
agreement with SCRRA to have SCRRA award and manage a construction contract. In either
case, SCRRA must be actively involved in the management of any SCRRA station construction.
7.19 STATION MAINTENANCE

Upon acceptance of a station project, the station owner is responsible for the operation,
maintenance, and security of the station.
7.19.1 SCRRA Maintenance

SCRRA will be responsible for the ongoing operation and maintenance of the ticket and
information systems, platform and ROW signage, and station communications shelter.
7.19.2 Station Owner Maintenance

The station owner’s responsibilities include, but are not limited to housekeeping and maintenance
of the station and related parking facilities not listed above.

Maintenance shall be performed on an “as-needed” basis to keep the station improvements in

good order, condition, and repair at all times.


8.0 HIGHWAY-RAIL GRADE CROSSINGS

8.1 SCOPE
SCRRA highway-rail grade crossings are operated under relatively dense (> 50 daily) mixed
commuter, multiple units, LRT, freight, and inter-city passenger train traffic, with relatively high
levels of motor vehicle, pedestrian, and bicycle traffic.
This chapter provides the Grade Crossing Designer with criteria necessary for the development
of a new or enhanced Highway-Rail Grade Crossing. For additional information about
Highway-Rail Grade Crossings see the SCRRA Grade Crossing Manual and chapter 12 of the
DCM.
Purpose
The purpose of this chapter is to mitigate challenges associated with highway-rail grade crossing
design by providing guidelines to address potential design or planning flaws that may arise.
Applying the design standards and criteria in this chapter will enhance the safety and efficiency
of the highway-rail grade crossing and result in a highway-rail crossing that reflects “best
practices” on a national basis. When considering the standards and criteria in this chapter, all
design teams must exercise sound judgment and take into consideration the unique conditions
that exist at each highway-rail grade crossing.
Design Standards and Criteria

The standards and criteria provided in this chapter shall be applied when:
• A significant physical change or traffic volume increase (rail, vehicle, pedestrian) is
proposed, or occurs, to an existing highway-rail grade crossing, inclusive of motor vehicle
highway and non-motor vehicle pedestrian and bicycle approaches.
• A significant change in use is proposed, or occurs, to the highway-rail grade crossing;
especially changes in use resulting in significant increases in vehicle, pedestrian, bicycle,
train traffic, or changes in traffic patterns.
All existing grade crossings being modified shall go through the steps in Chapter 12 Grade
Separation Criteria, Subsection 12.3 before being modified at-grade.
Deviation from the preferred design criteria will require the approval of the SCRRA Project
by SCRRA through a Request for Special Design Consideration (see Section 3.2.2).
SCRRA Policy on New Highway-Rail Grade Crossings

SCRRA’s Board (Board) has passed Resolution 91-3 and Resolution 98-21 (See Appendix I)
pertaining to the establishment of a new highway-rail grade crossing on SCRRA’s system.
SCRRA’s policy, as well as State and National policy, strongly discourages the construction of
new highway-rail grade crossings and seeks to reduce the number of active highway-rail grade

crossings by promoting grade separation or closure of existing highway-rail grade crossings. In

accordance with Resolution 98-21, a new, additional highway-rail grade crossing is not allowed
unless the member agency of SCRRA sponsors the request to construct it and the SCRRA Board
approves the request. This resolution also requires the member agency to sponsor the closure of
a nearby existing and in-service highway-rail grade crossing(s) in order to open a new
highway-rail grade crossing, so there will not be a net increase in the number of highway-rail
grade crossings on SCRRA’s commuter rail system.
New highway-rail crossings should only be permitted when the following can be demonstrated:
• Where there is a clear and compelling public need (other than enhancing the value or
development potential of the adjoining property for new highways or streets)
• Grade separation cannot be economically justified, i.e., benefit-to-cost ratio on a fully
allocated cost basis is less than 1.0 (when the crossing exposure exceeds 50,000 in urban
areas or exceeds 25,000 in rural areas)
• There are no other viable alternatives to provide access
If a crossing is permitted, the following conditions should apply:

• Whenever a new highway-rail crossing is constructed, consideration should be given to
closing one or more adjacent crossings
• If it is a main track, the crossing should be equipped with active devices with gates
• The plans and specifications will be subject to the approval of SCRRA, CPUC, and the
highway authority having jurisdiction over the roadway, and any other diagnostic
stakeholders
• All costs associated with the construction of the new crossing should be borne by the party
or parties requesting the new crossing, including providing financially for the ongoing
maintenance of the crossing surface and traffic control devices where no crossing closures
are included in the project
• Whenever new public highway-rail crossings are permitted, they should fully comply with
all applicable provisions herein
Closure or Separation
The first alternative that should always be considered for a highway-rail crossing is elimination,
which can be accomplished by the following:
• Replacing the crossing with a grade separated facility
• Closing the crossing to highway traffic and removing the roadway crossing surface
• Closing the crossing to railroad traffic through the abandonment or relocation of the rail
line and removal of the railroad tracks

Closure of a crossing provides the highest level of crossing safety compared to other alternatives,
because the point of intersection between highway and railroad is removed. However, the effects
of closure on highway and railroad operations may not always be completely beneficial. The major
benefits of crossing closure include reductions in certain types of collisions and decreased delays
to highway and rail traffic, as well as lowered maintenance costs.
Decisions about whether a crossing should be eliminated or simply improved depends upon
safety, operational, and cost considerations. However, federal regulation (23 CFR 646.214(c))
specifies that "all crossings of railroads and highways at grade shall be eliminated where there is
full control of access on the highway (a freeway) regardless of the volume of railroad or highway
traffic." (See 8.5.9 and Chapter 12).
8.2 HIGHWAY-RAIL GRADE CROSSINGS

At-grade highway-rail grade crossings, also known as “level” crossings or highway-rail grade
crossings, are locations where trains intersect with other modes of transportation, including motor
vehicles, pedestrians, and bicycles. In order to provide for safety at the highway-rail grade
crossings, warning devices such as vehicle gates, flashing lights, bells, signage, medians, and
pavement markings are incorporated to warn users of the highway-rail grade crossing of
approaching trains.
Public Highway-Rail Grade Crossings

In this chapter, the term “highway-rail grade crossing” will be used to mean rail-grade crossing,
rail crossing, at-grade crossings, or crossing. The term “highway” will be used to mean highway,
road, or approach road. A large majority of SCRRA’s highway-rail grade crossings are categorized
as public highway-rail grade crossings.
Private Highway-Rail Grade Crossings

In many cases, SCRRA, or the member agency, provides access to private property under an
agreement between the property owner and SCRRA member agency. These highway-rail grade
crossings are prevalent where a highway or driveway is used as the means of accessing private
property that would otherwise be landlocked. A private highway-rail grade crossing might also be
used in cases where the railroad intersects private property and the private crossing allows
necessary access between sections of the private property divided by the railroad (e.g., farmland).
All private active or passive highway-rail grade crossings shall be subject to the standards and
criteria that are applied to permanent highway-rail grade crossings in this chapter.
Temporary Construction Crossings (Not Used by the Public)

Temporary construction crossings shall be approved by SCRRA. Temporary construction
crossings will only be considered by SCRRA where it is shown that extreme hardship and/or
unusual conditions exist that justify the crossing.
Temporary construction crossings shall not be open to the public and shall be designed and
constructed in accordance with SCRRA ES 4302.

Temporary construction crossings shall be secured, gated, and locked with an SCRRA lock to
ensure no access is possible when not in use. Access across temporary construction crossings
shall be controlled by an SCRRA Roadway Worker In Charge (RWIC) and shall only be used
when an SCRRA RWIC is present at the worksite.
Whistling point signs per SCRRA ES 5216 shall be installed 1,320 feet (0.25 mile) from the
centerline of the temporary construction crossing in each direction along the track and shall
remain in place for the duration that the temporary construction crossing is in place. Whistling
point signs shall be removed once the temporary construction crossing is removed.
Temporary construction crossings in place for 6 months or more will require a Department of
Transportation (DOT) number assigned to the crossing. SCRRA will provide the DOT number
upon request. Emergency Notification System (ENS) Signs per SCRRA ES 8270 shall be posted
at the temporary construction crossing for the duration the crossing is in place.
Temporary Highway-Rail Grade Crossings (Used by the Public)

A temporary highway-rail grade crossing occurs when the highway, railroad, or both is temporarily
relocated to a new location. The temporary relocations can be due to the construction of a grade
separation, a railroad line change, or some other major construction project that requires the
relocation of road or track. Relocated or temporary highway-rail grade crossings shall be subject
to the standards and criteria that are applied to permanent highway-rail grade crossings in this
Manual.
Highway
The overall design and requirements of the highway is set forth in the standards and criteria of
the highway agency, AASHTO Publications, CPUC General Orders, CA MUTCD, and Caltrans
Standards, and shall be consistent with the requirements of this chapter. In most cases, the
highway agency has jurisdiction over the highway, outside of the immediate area of the crossing.
SCRRA and highway agency jurisdictional limits are generally defined by CPUC GO 72 and
covered in more detail in the C&M Agreement.
The overall quality of the constructed highway, including approaches to the highway-rail grade
crossing and the crossing itself, shall be sufficient to:
• Provide for a smooth ride for motor vehicles at the posted speed limit.
• Provide a smooth ride for train traffic at the designated operating speeds.
• Provide safe stopping sight distances (in accordance with the posted speed limit).
• Provide adequate highway and adjacent intersection capacity or mitigate/control the
queue such that motor vehicles do not queue on the tracks.
• Include the display of appropriate signing and pavement markings and in compliance with
the CA MUTCD.
• Provide for ADA compliance for pedestrians through the crossing.
• Minimize or eliminate sight restrictions for highway users and train operations.

• Allow highway users to make clear and informed decisions that will minimize traffic
congestion and the potential for conflict.
• Comply with the standards and criteria in this chapter.
On the approaches to a crossing, the characteristics of the approach highway, traffic signals, and
approach sidewalks are an extremely important factor in developing an effective design of the
highway-rail grade crossing. Grade Crossing criteria in this chapter as well as in the ES 4000
series shall be adhered to.
Highway and Railroad Geometry

As applied to highways and railroads, geometry defines the horizontal and vertical curvature.
“Crossing geometry” refers to the geometrical relationship between the alignment of the crossing
highway and the railroad. This horizontal relationship may be perpendicular or skewed. The
vertical relationship may include “humps”/profile deficiencies or vertical curves. These geometric
features can affect traffic operations at a highway-rail grade crossing. Additional geometric
concerns, such as the elevation of the crossing and the number of lanes, are also aspects that
shall be considered during the design of the crossing. The geometric characteristics of a
highway-rail grade crossing greatly affect the visibility of the crossing to users―motorists,
bicyclists and pedestrians alike.
Sight distance shall be considered to the extent possible within the design of the highway-rail
grade crossing geometry and provide horizontal and vertical curves that provide an unobstructed
view of the crossing. The horizontal and vertical alignment of the highway at the approaches to
the crossing, in addition to the geometry of the railroad tracks, are major factors in considering
sight distance and overall visibility at the crossing.
Highway-Rail Grade Crossing Geometry

It is SCRRA’s policy, wherever possible, to have the highway intersect the railroad at a right angle.
When a right-angle highway-rail grade crossing cannot be achieved due to physical constraints,
the interior angle shall be designed as close to 90 degrees as practical, but shall not be less than
75 degrees.
Active warning devices shall be installed 15 feet from the centerline of the track, as measured
from the center of the mast, at new or existing highway-rail grade crossings.
For skewed crossings, highway active warning devices shall be installed perpendicular to the
highway and 15 feet from the centerline of the track, as measured from the either the center of
gate mast or tip of the gate (whichever is closer). See ES 4011 through ES 4016.
In cases where space is limited, gates may be placed at a minimum of 12.0 feet from the centerline
of track and/or parallel with the track with approval from SCRRA.
Configurations that will minimize pedestrian travel time between pedestrian gates over the
highway-rail grade crossing, while providing pedestrian gate arms of minimum length shall be
developed.

Level of Service
The term “Level of Service” (LOS) is normally used to describe the performance of the roadway
network in terms of its operational ability to meet traffic volume demands. Factors that
characterize LOS include vehicle speed, travel time, freedom to maneuver, traffic interruptions,
and convenience. LOS is a mechanism used by highway departments, or highway agency, to
determine if a road is operating at ideal, average, or poor efficiency. The LOS relates the quality
of traffic service to given traffic volumes. The Transportation Research Board Highway Capacity
Manual defines six levels of service, designated A through F, with A being the highest (free flow)
and F the lowest (unacceptable and extreme congestion). At all highway-rail grade crossings that
SCRRA owns and maintains, any major modification to the crossing should allow the crossing to
perform at a level of service rating of “D” or higher.
Factors other than LOS will affect the overall operation of traffic at a highway-rail grade crossing.
To accommodate traffic-related issues, the design of a highway-rail grade crossing should include
all aspects affecting the flow of traffic―regardless of LOS.
The traffic flow is affected by warning devices and signage associated with highway-rail grade
crossings. Also, the LOS may directly affect the progression of traffic between traffic signals at
adjacent intersections with the highway-rail grade crossing signaling system.
Highway Design Vehicles

Both the highway horizontal and vertical design criteria and the design vehicles are established
by the highway agency having jurisdiction over the highway. The highway authority, with CPUC
concurrence, needs to establish the typical design vehicle for the grade crossing based on current
or expected use. For SCRRA highway-rail grade crossings the following design criteria shall be
used:
AASHTO WB-65 semi-tractor-trailer
Long wheelbase vehicles or trailers with low ground clearance.
The highway design vehicle used for horizontal highway geometry design at highway-rail grade
crossings and grade crossing approaches. In locations where the WB-65 vehicle may be
prohibited access, the mere posting of signage restricting access to a highway, such as “NO
TRUCKS OVER 3 AXLES” or “NO TRUCKS OVER 3 TONS”, should not be considered a reliable
deterrent for controlling truck access to a SCRRA highway-rail grade crossing. Therefore all
vehicles that may utilize the crossing shall be considered, regardless of posted signs prohibiting
access.
Highway-rail grade crossing vertical profiles shall be analyzed with the Low-Ground Clearance
Vehicle template to determine the clearance for this vehicle type. The Low–Ground Clearance
Vehicle template has a nominal six inch ground clearance. Highway-rail grade crossings should
provide a minimum clearance of three inches between the street surface and the lowest point on
the Low-Ground Clearance Vehicle template. Vehicle template should be chosen in coordination
with SCRRA.

In the event site conditions do not allow for the design to meet the Low-Ground Clearance design
vehicle template, consider installing a W10-5 low-ground-clearance sign (as specified in the CA
MUTCD) on each approach to the highway-rail grade crossing sufficiently in advance of the
crossing to allow low-ground clearance vehicles to turn around in advance of the highway-rail
grade crossing. In addition, as recommended by the CA MUTCD, a supplemental message such
as “Ahead,” “Next Crossing,” or “Use Next Crossing” (with appropriate arrows) should be placed
at the nearest intersecting road where a vehicle can detour, or at a point on the highway wide
enough to permit a U-turn.
Horizontal and Vertical Alignment

The horizontal and vertical geometry of the highway approaches and adjacent intersections
(immediately upstream and downstream of the highway-rail grade crossing) shall safely
accommodate all anticipated traffic movements and required clearances of the highway design
vehicle.
Proximity to Adjacent Traffic Outlets

The design must consider highway-rail grade crossing proximity to highway intersections, alley
intersections, and driveways, and the impact of adjacent traffic control devices on the operation
of the highway-rail grade crossing. Refer to Section 8.2.9 Driveways for additional information on
driveways.
Highway Pavement
The pavement within 50 feet of the highway-rail grade crossing should be designed to high
standards in terms of thickness, materials, and quality of construction, in order to minimize or
prevent the need for future repairs or rehabilitation. The need for a high quality, low maintenance
pavement is particularly important where any exit gate loop detectors are located. Asphalts shall
conform to Caltrans or Greenbook specifications and asphalt lifts shall be a minimum of 2 inches
and a maximum of 4 inches to allow for proper compaction to ensure a quality pavement section.
Design Speed
The design speed of the highway-rail grade crossing highway is usually equal to or slightly above
the posted speed limit that is set by the highway agency. The highway agency having jurisdiction
over the highway-rail grade crossing shall be consulted to determine the design speed over the
highway-rail grade crossing.
Highway Horizontal Curves

Horizontal curves in the highway may create overall visibility challenges. In cases where existing
horizontal curves in the highway affect the overall visibility of the crossing, the following process
shall be adhered to:
• Analyze the sight distance through the approaches to the highway-rail grade crossing,
utilizing highway design criteria defined by the agency having jurisdiction over the
highway.

• Determine the feasibility of highway geometry modifications to enhance the visibility of the
crossing.
• Use additional signaling or warning devices as necessary to mitigate the effects of
horizontal curves on visibility.
Vertical Profile of the Highway and Highway Cross Slope

The following items shall be followed when developing the design of the vertical profile of the
highway:
• The approach grades to the highway-rail grade crossing shall be minimized. A steeper
slope on the approaches to the highway-rail grade crossing will increase the acceleration
time and, consequently, will increase preemption time for the traffic signals related to the
crossing. Transitions of the edges of the pavement (EP) of the highway-rail grade crossing
approach highway―from the normal 2 percent cross-fall (from centerline to EP) to the
track grade (where both halves of the highway will slope to match the profile of the railroad
track) ―shall be accomplished in a manner that will not create any abrupt changes in the
highway. Refer to SCRRA Grade Crossing Manual for additional guidance.
• Vertical curves within the highway at a Highway-Rail Grade Crossing shall not be allowed.
Vertical curves outside of the Highway-Rail Grade Crossing should meet the Stopping
Sight Distance requirements from the latest editions of the Caltrans Highway Design
Manual, or AASHTO publication entitled A Policy on Geometric Design of Highways and
Streets.
• At highway-rail grade crossings with multiple tracks, the tops of the rails for all tracks shall
be in the same plane. The intersection of highway and railroad shall be as level as
possible.
• The highway vertical profile grade at lip of gutter pan should be zero percent within 10 feet
of the centerline of the nearest track and the grade can be increased to 1.11 percent up
to 37.50 feet from the centerline of the nearest track. Beyond 37.50 feet from the centerline
of the nearest track, the grade on the approach to the highway-rail grade crossing shall
be minimized, with due respect for low-ground-clearance vehicles, to allow maximum
acceleration by heavy trucks. Refer to SCRRA ES 4001 for additional details.
Truck Movements
The design of improvements to the highway-rail grade crossing must factor in all likely means by
which the highway-rail grade crossing shall be traversed. The design shall allow for the free
movement of the design vehicle throughout the highway-rail grade crossing envelope and
downstream intersections. The turning radius of the horizontal design vehicle shall be applied for
all allowable turning movements, superimposing the vehicle wheel paths and vehicle body paths
onto the proposed highway-rail grade crossing design. This shall be accomplished using the
appropriate truck turning template software.
Curb return radius, and the location and length of raised medians may need to be refined based
on the design vehicle for that crossing. In some cases, the installation of additional traffic control

methods such as raised medians may not be required if the raised median (or other control
measure) would prevent a design vehicle from safely traversing the crossing and/or adjacent
intersection.
Effective ingress and egress shall be provided for the typical design vehicle traversing the
crossing. The following steps shall be followed during the design process:
• Analyze the turning radius of the WB-65 design vehicle within the proposed design.
• Mitigate the effects of insufficient turning radius within the design.
• Submit a drawing demonstrating that the design vehicle successfully navigates into and
through the designed highway-rail crossing.
Railroad Geometry and Condition of Railroad Facilities

If the railroad geometry and facilities in the vicinity of the highway-rail grade crossing do not meet
current SCRRA standards, or the railroad facilities are not in acceptable condition, the railroad
facilities shall be reconstructed to correct any deficiencies. Designer is encouraged to review
geometry and condition of the railroad 1000 feet either direction from the project limits.
A review and analysis of the railroad geometry is particularly important if the highway-rail grade
crossing is located within, or near, a railroad curve; or if other special railroad facilities exist near
the crossing such as special trackwork (turnouts and crossovers), a passenger station, or a
railroad bridge.
Additionally, the location of special trackwork, station platforms, bridges, wayside signals, signal
or communication houses, pull boxes, longitudinal utilities (both surface and underground), and
the location of all existing active warning devices should be determined.
After the survey of the existing railroad geometry and facilities is conducted, the necessary
engineering and condition analysis to determine the changes and modifications required to bring
the railroad facilities into compliance with current SCRRA standards and criteria shall be
performed with input from SCRRA.
Highway Approaches
Highway approaches to a highway-rail grade crossing shall, at a minimum, be designed to meet
the requirements set forth in CPUC GO 72. The following highway-rail grade crossing
requirements are contained in CPUC GO 72:
• Part III, Width of Public Crossings:
[Highway-rail] grade crossings shall be a width not less than the traveled approach
portions of the adjacent sections of road, highway or street, including usable shoulders
and sidewalks [pedestrian pathways].
• Part IV, Minimum Width:
[Highway-rail grade] public crossings hereafter constructed shall not be less than
twenty-four feet wide in effective roadway width measured at right angles with the
centerline of the roadway.

• Part V, Deceleration and Acceleration Lanes:

Deceleration and acceleration lanes for vehicles required to stop at railroad [highway-rail]
grade crossings should be provided wherever public agencies [highway agencies]
determine such lanes are necessary. Deceleration and acceleration lanes should also be
provided on roadways adjacent to the grade crossing to address safety concerns for
vehicles turning towards the grade crossing or departing the grade crossing area and
needing to merge into the flow of traffic on the adjacent roadway. Without proper
acceleration lanes on the adjacent roadway and at un-signalized intersections, vehicles
could queue back onto the grade crossing while waiting for a gap in traffic. If acceleration
lanes cannot be provided, a traffic signal may be warranted to mitigate safety concerns.
Refer to CA-MUTCD, Part 4 for Traffic Signal Warrant 9 – Proximity to a Grade Crossing.
• Part X, Surface of Crossings:
At the time of construction, the surface of the highway shall be installed to conform to the
plane of the rails for the entire area between rails, between tracks, and to two feet outside
the rails.
Where crossings involve two or more tracks, the top of rails for all tracks shall be brought
to the same plane where practicable. The surface of the highway shall be at the same
plane as the top of rails for a distance of at least two feet outside of rails for either multiple
or single-track [highway-rail grade] crossings. The top of rail plane shall be connected with
the grade line of the highway each way by vertical curves of such length as is required to
provide riding conditions and sight distances normally applied to the highway under
consideration.
• Part XI, Approach Grades:
Approach grades not in excess of six percent are desirable, but where not reasonably
obtainable due to local topographical conditions, the gradients in the vicinity of the rails
shall be kept as low as feasible.
Should the Project Lead modify an existing highway rail crossing that has more than six percent
approach grades, the Project Lead should modify the approach grades to meet CPUC GO 72.
Refer to Crossing Profile –Vertical Alignment section of U.S. Department of Transportation,
Federal Railroad Administration Highway-Rail Crossing Handbook for additional useful
information and recommendations on vertical curves.
The approach grades are defined to be 30 feet from the outermost rail.
It is important that vehicles traversing the highway-rail grade crossing be given a clear avenue of
escape after, or downstream of, the highway-rail grade crossing. To clarify, a vehicle entering the
footprint of the highway-rail grade crossing shall have an unimpeded means of clearing the
crossing. In cases where there is an intersection adjacent to the crossing, it may be necessary to
add a refuge in the cross-traffic direction to allow a design vehicle to clear the intersection and
move onto the cross street without constraining the movement of cross traffic.

Highway and Railroad Interface

Sidewalks and pavement approaches to the highway-rail grade crossing shall be constructed
using hot mix asphalt concrete between the crossing panels and a distance of ten feet from the
centerline of the track.
Median Islands
General
Installing raised medians on approaches to highway-rail grade crossings is an effective way to
channelize motorists and discourage RR warning device gate circumvention, U-turns movements
and motorist access to/from adjacent driveways which could impede safety at the highway-rail
grade crossing.
Design Requirements
Design of median islands shall conform to the latest SCRRA Engineering Standards as well as
criteria from the AASHTO publication titled “A Policy on Geometric Design of Highway and
Streets”.
Raised median islands shall be used on both approaches where possible to the highway-rail
grade crossing to constrain undesirable traffic movements
On each approach to the highway-rail grade crossing, the raised median shall begin 10 feet from
the centerline of the nearest track. The end of the median adjacent to the highway-rail grade
crossing shall be square, with a six-inch radius on the corners to discourage motorists from
making left or U-turns on the grade crossings, between the raised median islands.
The preferred length of the median as measured from the highway-rail grade crossing gate shall
be 100 feet. When not feasible a minimum of 60 foot raised median is required to channelize
automotive traffic. The width of the median shall be ten feet minimum if a warning device is
installed in the median and four feet if no warning device is installed in the median. The minimum
width of the median may be two feet with the approval of SCRRA and the highway agency. Raised
median height shall be eight inches.
It is preferable that the median island width remains a minimum of 10 feet for the entire length of
the median. However, in circumstances where ROW is limited or channelization for left turn lanes
downstream is required, the median width must remain a minimum of 10 feet for a distance of 20
feet beyond the warning devices, to allow adequate room for SCRRA’s signal forces to maintain
the RR warning devices.
The height of the median curb is recommended to be 6” by FRA. CPUC recommendation is to
use 8” high median curb. The median curb height will be 8” for all SCRRA system grade crossings.

Table 8-1 shall be used in the selection and design of raised medians.
TABLE 8-1. STANDARD SCRRA APPLICATIONS OF RAISED MEDIANS

Design
Conditions Option 1 Option 2 Notes
Adjacent Install Raised Raised medians The use of the raised median
driveways medians to extend extending past the shall effectively control
past driveway driveway, and shaped to vehicular activity at the
limit vehicular movements driveway
Multiple lanes Install raised N/A Raised medians are mandatory

medians for in instances where additional
additional gates and lights are needed for
highway-rail grade proper lane coverage
crossing gates
Light traffic or Install raised N/A The use of the median shall
rural area medians effectively control vehicular
activity
Limited highway Install raised Install raised delineators, The installation of medians
right-of-way medians upon approval of roadway may require the acquisition of
owner additional highway right-of-way
Insufficient truck Extend median to Consider exit gates Insufficient Truck turning radius
turning radius the maximum may be a defining component
length that still on the use of exit gates instead
accommodates of raised medians
truck movements
Insufficient Acquire additional Use surface mounted The installation of surface

right-of-way for a right-of-way for the channelizers , if right of mounted channelizers or other
raised median installation of the way acquisition is not devices between traffic
raised median possible directions should be
considered if the acquisition of
additional right-of-way is
possible
In addition to preventing vehicles from driving around gates, well designed medians limit
movements into and out of driveways near highway-rail grade crossings, as discussed in
Section 8.2.6, thus minimizing vehicle queuing hazards associated with cross-traffic vehicle
movements.
The primary median width requirement, per CPUC, is that there shall be a minimum horizontal
clearance of two feet between any part of the median installed railroad warning device (typically
the RR flasher backplate) and the face of the curb.

Median Landscaping
In general, trees, shrubbery, and similar view obstructing landscaping are not allowed on highway
approaches within 150 feet of a highway-rail grade crossing or in the median within 150 feet of
the crossing. Low maintenance stamped concrete, pavers, decomposed granite, ballast rock or
other hardscape materials shall be the standard landscape treatment for median islands and
sidewalk approaches to grade crossings.
Driveways
The location of driveways, alleys, or similar facilities (with respect to the highway-rail grade
crossing) can significantly affect the safety associated with highway-rail grade crossing
operations.
New driveways (private or public) shall not be located within 100 feet of the nearest highway-rail
grade crossing active warning gate. Existing driveways within 100 feet of the nearest highway-rail
grade crossing active warning gate shall be removed or appropriately reconfigured to achieve
safety objectives such as increased safety of automotive and pedestrian traffic.
Table 8-2 shall be consulted for the design of mitigations when driveways are located adjacent to
the crossing:
TABLE 8-2. DRIVEWAY MITIGATIONS

Driveway Location Raised Medians Signage Warning Gates
Near-side Install Install R3-5 (RT) Installed at entrance
“Right Turn Only” sign quadrant
at the driveway; one-
way signage installed
in the raised median
Far-side Install R3-5 (RT) Installed at entrance

Install raised island at “Right Turn Only” sign quadrant.
the driveway to prohibit at the driveway; one- Consider exit gates if there
left turns toward the way signage installed is a possibility of unsafe
tracks in the raised median access through the raised
median
Driveways adjacent to a highway-rail grade crossing which require vehicle reversing (backing)
movements shall not be allowed and the highway agency shall prohibit the reversing moves. If
the driveway can only be accessed by a backing movement by the design vehicle, then this
driveway will need to receive one of the following mitigations to eliminate any reversing
movements near the grade crossing:
• Relocate the driveway away from the grade crossing to provide sufficient turning capability
for the design vehicle.

• Modify the loading/unloading area/location to provide sufficient turning capability for the
design vehicle so that a reverse movement into the driveway is not required.
• Widen the highway so the design vehicle can exit the travelled way and provide sufficient
turning capability for the design vehicle.
The design and actual usage of the driveway shall not allow the reverse movement of vehicles
through and over the highway-rail grade crossing while entering or exiting the driveway.
In such instances, the roadway owner shall endeavor to close the near-side driveway or work with
the adjacent property owner to control this access to address the unsafe vehicle movements.
Special traffic signage and other traffic control devices shall be installed to control undesirable
traffic movements, especially reverse or slow movements into or out of driveways near tracks.
Visibility
It is SCRRA’s policy to work jointly and responsibly with highway agencies, and other adjacent
private property owners, to ensure that proper visibility is maintained at the highway-rail grade
crossing. Buildings, fences, walls, billboards, highway geometry, trees, vegetation, natural or
man-made embankments, or other man-made structures will play a significant role in the overall
visibility at the highway-rail grade crossing, and these features will become important in the
geometric design process. The CA MUTCD requires that all advance warning signage, pavement
markings, and highway-rail grade crossing warning devices be clearly visible to the approaching
motorist.
Horizontal and vertical curves within the highway near, or at, the highway-rail grade crossing
create additional concerns. In cases where the sight distance is not sufficient to allow adequate
braking prior to the crossing, the need for active/RR-interconnected advance warning devices
should be examined.
Of particular concern is stopping sight distance near and across the highway-rail grade crossing.
Refer to the Vertical Profile of the Highway and Highway Cross Slope Section 8.2.7-I Highway
and Railroad Geometry, for highway geometry that impacts stopping sight distance. All aspects
of the highway geometry shall be examined and follow the Caltrans Highway Design Manual or
AASHTO publication titled “A Policy on Geometric Design of Highways and Streets” requirements
for stopping sight distance. During the design phase, all measures for improving visibility at
crossings shall be examined and any detected hazards shall be mitigated.
The following actions shall be taken during the design of a grade crossing to preserve and improve
visibility at highway-rail grade crossings:
• Prohibit new trees at highway-rail grade crossing approaches and medians, and ensure
existing trees are trimmed on a regular basis by the highway authority for proper visibility.
• Prohibit new ground covers or shrubs within 150 feet of the near rail crossing, and ensure
the existing trees are trimmed for proper visibility.
• Investigate the possibility of mitigating the effects of adjacent development on overall
visibility at the crossing, related to location of structures, signage and other features.

• Ensure stopping sight distances are per the Caltrans Highway Design Manual or the
AASHTO publication titled “A Policy on Geometric Design of Highways and Streets”.
• Prohibit Vehicle parking within 100 feet of the highway-rail grade crossing, as measured
from the furthest automatic warning device from the tracks.
Sight Triangles
It is SCRRA’s policy to work jointly and responsibly with highway agencies, and other adjacent
private property owners, to ensure that improvements to properties adjacent to the railroad
corridor, and particularly at highway-rail grade crossing, are designed so as to mitigate the effects
of the development on highway-rail grade crossing safety. See Railroad-Highway Grade Crossing
Handbook published by FHWA Chapter 2 Engineering Treatments.
Passive Traffic Control Devices

Passive warning devices are traffic control warning devices not activated by trains, vehicles, or
pedestrians. Passive warning devices provide static messages of warning, guidance, and (in
some instances) mandatory action for the motorist, bicyclist, or pedestrian. Passive warning
devices placement shall be consistent with and not conflict visibility of active traffic warning
devices. The application of passive warning devices is defined in Part 8 of the CA MUTCD.
Signage
See Design Criteria Section 31.7 Highway Rail Grade Crossing Signage for Signage criteria at
highway-rail grade crossings.
Roadway Striping and Pavement Markings

Striping and pavement markings are defined within Part 8 of the CA MUTCD and SCRRA ES
4006. The configuration and location of striping shown in Chapter 8 of the CA MUTCD and
SCRRA ES 4006 shall be adhered to.
SCRRA has defined additional striping and delineation requirements that apply to highway-rail
grade crossings where SCRRA is jointly responsible with the highway agency. These measures
include the following:
• White edgeline striping with raised pavement markers along edge of travel way: (SCRRA
ES 4011 through 4017)
• Yellow median striping with raised pavement markers between raised medians: (SCRRA
ES 4011 through 4017)
• 24” white RR Stop Line, located 8’ (min) in advance of nearest RR flasher
• White “KEEP CLEAR” pavement markings: (CA MUTCD Section 3B.17 and Caltrans
Standard A24E)
• White “WAIT HERE” pavement markings: (Caltrans Standard A24D)
• Turn Arrows upstream of the crossing are prohibited

The highway agency is responsible for approving the use of highway pavement markings. This
will require coordination with the highway agency. Maintenance responsibilities for pavement
markers, channelization/traffic control features, striping and pavement markings are the
responsibility of the highway agency, unless defined otherwise in the C&M agreement.
Active Traffic Control Devices

All SCRRA public highway-rail grade crossings shall be equipped with active warning devices to
warn roadway users of a train on approach to the crossing, in accordance with CPUC GO 75, this
chapter, and the CA MUTCD. Furthermore, it is SCRRA’s policy that any new SCRRA private
highway-rail grade crossing shall be equipped with standard active equipment at the private
owner’s expense and maintenance costs (subject to annual increases) of the standard equipment
shall be borne by the private owner for the life of the crossing.
Design Requirements
The placement of active warning devices is an important factor in the overall design process.
Baseline criteria have been developed to use for guidance in the placement of the highway-rail
grade crossing devices. It is SCRRA standard to provide flashing lights for each traffic lane
approaching the highway-rail grade crossing. For more detailed information on the location,
dimensions, selection of warning devices, and how the railroad signaling system works in
conjunction with the warning devices, refer to SCRRA’s Engineering Standards for Signals and
Communications.
Each warning device is constructed on a substantial foundation required for the safe support of
the device. These foundations may require a large footprint and must be considered in the
placement of the device. The utilities and drainage associated with the highway-rail grade
crossing shall be considered when developing the overall layout of the devices. Additionally, the
position of present and future foundations must be taken into account when considering utility
encroachment―it may be necessary to relocate utilities and other facilities that could interfere
with these foundations. Conflicts with overhead utility wires and gate arms should also be
considered during the development of the overall device layouts.
For additional information on the various types of warning devices, refer to CPUC GO 75 and
SCRRA Engineering Standards. In addition to the crossbuck, a sign indicating the number of
tracks (if two or more tracks are present) at the crossing is mounted on each RR Warning Device
to indicate the presence of multiple tracks at the crossing.
Some applications of RR flashing lights include backlights mounted on the mast in addition to the
standard flashing signal configuration. SCRRA’s policy is to not use backlights on exit gates and
median mounted entrance gates to avoid motorist confusion.
When a Standard No. 9 Gate is used, the flashing light mounted on the mast shall provide warning
for the curb and the traffic lane. If there is more than one lane, and highway width is greater than
the maximum length of the single gate arm, an additional device on a raised median will be
required. Additionally a No. 9-A cantilever signal may be used for flasher placement over
additional travel lanes.

Where pre-signals are installed, the locations of both the railroad and traffic signals shall be
evaluated to ensure the combination of traffic lights and highway-rail grade crossing warning lights
is coordinated and do not conflict with one another, thus mitigating possible confusion for
motorists approaching the tracks. A line of sight evaluation should be conducted to ensure
visibility of all devices. Final configuration and types of proposed warning devices is subject to
approval by SCRRA.
Crossing Gate Systems
i. Entrance Gate System

Standard RR gate systems utilize entrance gates installed in the approach quadrant of the
highway-rail grade crossing and in the approach median when necessary. Also depicted here are
optional Pedestrian Gates. (Figure 8-1).
FIGURE 8-1. ENTRANCE GATE SYSTEM
ii. Exit Gate System

Exit gates are gates installed on the downstream quadrant of the highway-rail grade crossing and
in the downstream median when necessary. They are installed in conjunction with the standard
entrance gate system as an additional safety measure, see Figure 8-2. Exit gates shall only be
used when all other options to mitigate gate circumvention have been exhausted (including the
use of raised medians as discussed in Section 8.2.8 in this chapter) and an exit gate system is
the only feasible option. With the exception noted in Section 8.2.13-D in the section named

Intersections of Highways Adjacent and Parallel to Rail Corridor exit gates shall require SCRRA
approval. If used, exit gates shall be perpendicular to the roadway.
FIGURE 8-2. EXIT GATE SYSTEM
The inclusion of exit gates requires the installation of induction loops that are part of the vital
crossing signal system within the pavement. It is SCRRA’s policy to maintain these loops when
they are integrated into the vital railroad signal system. Refer to SCRRA ES 8405 for further
discussion on the use of induction loops.
The following protocols shall be observed during the engineering and construction of these
induction loops:
• SCRRA ES 8405 shall be referred to for placement of induction loops through the crossing.
• SCRRA ES 8405 shall be referred to as a minimum standard for the pavement structure
through the crossing; shall verify the pavement section through appropriate engineering
analysis; and enhance the specifications as necessary to meet the needs of the design.
Low maintenance high quality pavement sections shall be installed within 50 feet of the
highway-rail grade crossing as noted in the Highway Pavement section of Section 8.2.7-F.

• A mandate that the contractor shall not install pavement within the limits of the highway-rail
grade crossing and the induction loops without the review and approval of SCRRA shall
be included within the construction specifications.
• The highway agency having jurisdiction over the highway shall execute a Construction
and Maintenance Agreement defining the induction loops, as well as the division allocation
of maintenance responsibilities and costs regarding the crossing.
Table 8-3 can be a used as a general reference for the installation of gates.
TABLE 8-3. SCRRA STANDARD FOR ENTRANCE GATE INSTALLATIONS

TWO-WAY TRAFFIC
Number of Raised
Approach Lanes Median Option 1 Option 2 Option 3
1 No Two No. 9 devices N/A N/A
1 Yes Two No. 9 devices N/A N/A
2 No Two No. 9-A devices N/A N/A
2 Yes Two No. 9-A devices Four No. 9 Two No. 9
devices
3 Yes Two No. 9-A devices N/A N/A
Two No. 9 devices
4 Yes Two No. 9-A devices N/A N/A
Two No. 9 devices
Measures to Counter Potential Gate Circumvention

When analyzing a highway-rail grade crossing for gate placement, it is important to assess the
opportunities that motorists will have to drive around the lowered gate, see Figure 8-3. Many
conditions exist that promote such opportunities. Several of these conditions are listed below:
• Higher traffic counts, and the resulting delays at the gates.
• In locations, or at times when there is light traffic, presenting less restrictions to gate
violation.
• In locations where the vehicle crossing is adjacent to a station where dwell times within
the station cause longer gate down time.
• The proximity of driveways or intersections that provide opportunities for gate violations.
The project location shall be analyzed to assess the need to install median islands, lengthen
existing median island(s), or to include exit gate(s) in order to counter potential or observed gate
circumventions.

FIGURE 8-3. POSSIBLE ILLEGAL GATE CIRCUMVENTION PATHS AT INTERSECTIONS

WITH HIGHWAY ADJACENT TO RAIL CORRIDOR
Intersections of Highways Adjacent and Parallel to Rail Corridor

At an intersection with a highway that runs parallel with the rail corridor, there is a possibility for
vehicles to circumvent the standard entrance gate configuration by utilizing the far-side lanes of
opposing traffic; where the opposing traffic has been halted by the entrance gate of the opposing
lanes, creating a clear, but unsafe and illegal path across the tracks.
For highway intersections within 100 feet of the highway-rail grade crossing with multiple main
tracks, an exit gate system should be considered to discourage vehicular movements from
accessing the track area.
Adjacent Crosswalks
Pedestrian crosswalks parallel and adjacent to highway-rail grade crossings are strongly
discouraged. Pedestrians using these crosswalks may cause vehicles to queue over the
highway-rail grade crossing without an avenue of escape. Active measures should be taken to
prohibit access using signage and barricades. Any new proposed crosswalks that are adjacent to
a highway-rail grade crossing will require SCRRA approval. If they are used, these crosswalks
shall be accessible for the cross slope.
Adjacent Highway-Rail Grade Crossings

The location of adjacent highway-rail grade crossings should generally be noted and analyzed
with the operation of the subject highway-rail grade crossing.

At locations where there is a possibility of vehicles queuing over a highway-rail grade crossing,
the design shall be coordinated with the owners and operators of both highway-rail grade
crossings to develop a solution to avoid vehicles being trapped between the highway-rail grade
crossings or over either highway-rail grade crossing.
Traffic Signals
Several factors shall be considered when deciding on the inclusion of a traffic signal into
highway-rail grade crossing system, some of which are listed below. In addition, queuing studies
and diagnostic reviews should be conducted during traffic peak-hours to accurately assess actual
traffic conditions at the project site.
• Traffic congestion should be minimized when possible along the highway that crosses the
railroad tracks. Various factors can affect the operation of traffic at the highway-rail grade
crossing and can cause traffic to queue over the tracks. Motorists should be encouraged
to use grade separations instead of grade crossings wherever possible.
• The presence of a traffic signal downstream of the highway-rail grade crossing may tend
to generate long traffic queues that could back up over the tracks, depending on proximity
to the grade crossing, cycle length of the traffic signal, amount of green time given to the
movement of traffic downstream of the track and vehicle platooning. Even traffic signals
at intersections upstream of the grade crossing can impact traffic operations at the grade
crossing and need to be reviewed and evaluated.
• CA MUTCD, Section 8C.09, “Traffic Control Signals at or Near Highway-Rail Grade
Crossings” recommends the preemption of traffic signals located within 200 feet of the
highway-rail grade crossing. In addition, Section 8C.09, Paragraph 05 suggests
preemption may be appropriate for longer distances, depending upon vehicle queuing.
Refer to Section 8.2.17 Preemption, of this chapter for additional information on
preemption.
• The location of a nearby pedestrian crosswalks whether controlled or uncontrolled may
cause traffic to back up into the highway-rail grade crossing, especially during peak traffic
hours. If possible, consider removal of pedestrian crosswalks immediately downstream of
grade crossings to avoid vehicle-pedestrian conflicts.
Some commonly used mitigation measures are as follows:

• Traffic signal coordination between traffic signals along the highway corridor
• Installation of pre-signals, queue-cutter signals, hybrid pre-signals, hybrid queue-cutter
signals, operated in a way to provide queue prevention at the grade crossing,
• Vehicle detection systems to control vehicles from queuing on the grade crossing
• Turning movement prohibitions towards the grade crossing and/or downstream of the
grade crossing.

Adjacent Stop Controlled Intersections

All-way stop-controlled intersections should generally be avoided in all instances adjacent to
grade crossings. Vehicles traversing the highway-rail grade crossing should have a clear path
over the crossing that is unimpeded by vehicular cross traffic. Consider changing the intersection
control to remove the stop control for the movement clearing the track or determine if a traffic
signal is warranted.
The location of a nearby stop controlled intersection downstream of the grade crossing may tend
to cause traffic to back up into the highway rail grade crossing, especially during peak traffic hours.
Depending on the proximity of the downstream intersection and the length of the design vehicle,
regular queuing could occur on or past the grade crossing. If possible, consider removing the stop
control condition for vehicles clearing the grade crossing. Consider replacing the stop control with
a preempted traffic signal.
Design Scope
The design shall specify all traffic signal equipment, including: traffic signal controller assemblies
and software, the railroad interconnection system, railroad interface panel, vehicle detection
systems, battery backup systems, emergency vehicle preemption systems, video monitoring
systems (if applicable), blank-out signs (if needed), lighting for the intersection and the grade
crossing , sign illumination systems, communication devices and systems.. The design shall
incorporate equipment that has been proven to be reliable, durable, and effective on SCRRA or
other major Class 1 inter-city passenger or commuter railroad systems, and already is or can be
readily incorporated in current SCRRA System active warning devices. In order to provide this,
the designer shall coordinate with SCRRA forces for advice/direction regarding this matter.
The design shall incorporate features and equipment that are familiar to SCRRA Engineering,
Construction and Maintenance staff and contractors and that will contribute to the inspection,
testing, repair operations, and maintenance of the traffic signal system. Any new testing
procedures, or methods required by new equipment, must be identified and submitted to SCRRA
and the highway agency for consideration and approval before implementing the new equipment
and procedures.
Traffic Signal Standards

Traffic signal systems shall be designed in accordance with the standards and practices of the
highway authority having jurisdiction over the specific traffic signal system. The most current
version of the applicable standards in effect at the time of proposal submission shall be used.
The design shall adhere to the latest version of CA MUTCD and the highway authority’s design
criteria for traffic signals, or to a separate criterion specifically established by the highway agency.
Any new or modified traffic signal system shall be coordinated and integrated into the civil and
track design to provide a seamless interface between the design disciplines.
Traffic Signal Design

As per the CA MUTCD, if railroad preemption is provided at a signalized intersection, the normal
sequence of traffic control signal operation shall be interrupted by the railroad (preempted upon

the approach of a train). The sequence of traffic signal and railroad warning system operations
during the interruption shall avoid entrapment of vehicles on the highway-rail grade crossing
(entrapments that might result from conflicting displays in which the traffic control signals are
green, even while the railroad active warning flashing-light signals are active). During the
preemption hold interval, the traffic signal indications shall prevent vehicles from moving toward
the track area while displaying a green protected movement signal for traffic to move off the tracks
and away from the crossing. All turning movements toward the highway-rail grade crossing that
are currently permitted shall be prohibited during the signal preemption sequences. A blank-out,
changeable message sign, appropriate highway signal indication, or other similar control shall be
used to prohibit turning movements toward the highway-rail grade crossing during preemption.
Turn prohibition blank-out signs that are associated with preemption shall be visible only when
the highway-rail grade crossing restriction is in effect. For signalized intersections that display a
red indication during preemption to restrict all movements across the tracks, a R10-11 blank-out
sign may be used.
The R3-1 (NO RIGHT TURN), R3-2 (NO LEFT TURN), and R5-1 (DO NOT ENTER) blank-out
signs are typically placed to easily be seen by the motorist intending to make a turn. The R3-1
signs should be placed on the near side of the intersection (adjacent to the right-turn lane) and
on the far side of the intersection (to be visible to the motorist at the stop line of the intersection,
prior to making the right turn towards the grade crossing). The R3-2 should be placed over the
highway in line adjacent to the left-turn signal indications if possible. . The R5-1 should be placed
to keep motorists from entering the restricted area. .
Per the CA MUTCD, Section 4D.27, “Preemption and Priority Control of Traffic Control Signals”,
whenever a traffic signal is provided with emergency vehicle preemption and railroad preemption,
the railroad preemption shall have priority. In the event of a demand for emergency vehicle
preemption during the time the intersection is operating on railroad preemption, the railroad
preemption sequence shall continue unaffected until completion. In the event of a demand for
railroad preemption during emergency vehicle preemption operation, the railroad preemption
function shall immediately assume control of intersection operations.
Traffic signals may be used to enhance the control of highway users at highway-rail grade
crossings. A detailed analysis shall be conducted for any planned signalized intersection to
properly define the lane geometry and configuration.
Traffic signal system design shall incorporate input from the highway authority having jurisdiction
over the traffic signal system. A traffic signal system plan shall be prepared for each new or
modified traffic signal system. The traffic signal system plan shall be in a format acceptable to the
highway authority having jurisdiction over the traffic signal system and shall be prepared by a
professional Civil Engineer registered in the State of California.
The following general criteria shall apply to designs of traffic signals:
• Traffic signals, pedestrian signals, and any special signs required shall be designed and
installed in accordance with the highway authority’s specifications.
• Where there are existing conductors, interconnecting traffic signal and railroad signal
system, they may be reused if in good condition and adequate for the desired type of

interconnection. See Section 8.4.1 for information on interconnection circuitry. New traffic
signals shall be integrated into the existing or modified system, as appropriate, in
accordance with the highway agency’s standards and specifications, and SCRRA
requirements. In particular any traffic signal work performed that affects a crossing with
an existing preemption interconnection shall require that the interconnection configuration
be brought to current SCRRA standards.
• The designer shall be responsible for coordinating with the appropriate local utility
company to determine the source of power and the utility company’s requirements for
each new or modified traffic signal and safety lighting system.
• The design and placement of vehicle detection loops within 25’ of the tracks shall be
coordinated with SCRRA.
• Where the traffic signal system design requires the removal of existing traffic signal
equipment, the existing traffic signal system shall be kept operable until the new
equipment has been installed, tested, and put into service. During periods when the
existing traffic signal is inoperable, the intersection shall be flagged in accordance with the
requirements of the highway authority. In cases where the operation of the existing traffic
signal would cause vehicle queuing onto the adjacent grade crossing, the highway
authority or project owner shall provide roadway flagging at the grade crossing and
discuss the need for railroad flagging with SCRRA.
• For modifications of existing traffic signals, new and modern signal equipment shall be
installed as approved by the Public Agency.
Left-Turn Movements
A traffic study shall be conducted to determine the need and length for left-turn lanes and
protected left movements at existing signalized intersections that are preempted by trains, which
do not have left-turn lanes and/or protected left-turn signal indications (green arrows). All legs of
the intersection shall be evaluated to determine the appropriateness of the left turn protection. In
addition, the length of the left-turn lane shall be evaluated for proper application according to
traffic demands. The left-turn protection (green arrow) shall provide the following criterion during
the preemption sequence:
• Provide sufficient green time for the left-turn movements traveling away from the
highway-rail grade crossing to clear any queues over the railroad tracks.
• Restrict conflicting left-turn movements toward the tracks. In cases where an existing
left-turn lane is not provided with a signal head equipped with a protected left-turn arrow,
the traffic signal shall be modified to provide a protected left-turn arrows or no-left-turn
blank-out signs restricting the left-turn movement towards the tracks.
• Allow non-conflicting left-turn movements away from the tracks during railroad preemption.
The designer shall analyze the length of left-turn lanes in association with the overall crossing. A
left-turn lane configuration extending across the tracks should be avoided.

If a left-turn lane extending across the tracks is required, SCRRA approval is required and shall
include countermeasures to warn motorists not to stop on the tracks, such as traffic signals,
striping, and signing. An engineering study shall be performed to evaluate the traffic movements
associated with adding or modifying a left-turn lane through the highway-rail grade crossing. The
study shall recommend appropriate mitigations to avoid the trapping of vehicles across the
highway-rail grade crossing that shall be included in the design, such as:
• Install an interconnected traffic signal at the highway intersection to allow the clearance of
the left-turn lane upon the arrival of a train.
• Install a queue-cutter signal or pre-signal to provide queue prevention at all times at the
grade crossing.
Pre-Signals
Pre-signals are traffic signals that control traffic approaching a highway-rail grade crossing, in
conjunction with the traffic system of an adjacent downstream highway intersection, to prevent
queueing over the highway-rail grade crossing.
Refer to CA MUTCD, Section 8C.09, “Traffic Control Signals at or Near Highway-Rail Grade
Crossings” for requirements associated with pre-signals. Whereas existing traffic signal
preemption is mandated to clear queued vehicles from the crossings upon arrival of trains, a
pre-signal is intended to prevent queuing across the highway-rail grade crossings during each
traffic signal cycle, regardless of the presence of a train on the approach. A pre-signal does not
eliminate the need for preemption, but it does significantly reduce the likelihood that vehicles are
within the minimum track clearance distance and clear storage distance, at the onset of the track
clearance green time (see Section 8.2.16-K for an explanation of these terms).
To mitigate the possible confusion of conflicting signal directions between the pre-signal and
railroad crossing warning signal, a Standard No. 9-A cantilever shall not be used as or used to
mount a pre-signal. In locations where both a pre-signal and a cantilever are already present or
are typically required; installation of the pre-signal only should be considered, when possible, to
avoid motorist confusion; the final determination shall be made by SCRRA’s Director of
Communications and Signals. This installation allows the railroad warning gates and lights to
operate in conjunction with the traffic pre-signals to send the appropriate message to the motorist.
Pre-signals and all associated signage installed in front of a railroad crossing gate shall be
positioned to not interfere with the visibility of the railroad flashing-light signals or other traffic
control signals.
A pre-signal shall be considered in the following cases:
• Where the clear storage distance is 50 feet or less.
• At approaches where high percentages of long-length vehicles (i.e. semi-trucks with
trailer, buses, recreation vehicles, etc.) are evident and the clear storage distance is less
than 75 feet. A vehicle classification study should be conducted to determine the types of
vehicles using the crossing.

• Where the clear storage distance is greater than 50 feet or 75 feet (depending on the
highway vehicle design length), but less than 120 feet, and an engineering study
determines that vehicle queuing regularly extends near, at or past the grade crossing.
Where the clear storage distance is 200 feet or less. An engineering study should be made
to evaluate the various elements involved in a pre-signal including the need for the
pre-signal.
Pre-Signal Location
There are two primary alternative locations for placement of traffic signal heads at the crossing.
Pre-signals can be placed on mast-arm poles placed ahead of the highway-rail grade crossing
(upstream), or between the highway-rail grade crossing and the intersection (downstream).
Downstream placement of the pre-signal mast-arm pole is the preferred position, so the stopping
position of the vehicular traffic is close to the crossing. Where the pre-signal pole is placed
upstream of the highway-rail grade crossing with multiple approach lanes, a pole shall be placed
on the sidewalk and on the median. In all cases, pre-signal poles shall be positioned to maintain
visibility of the railroad flashing lights.
CA MUTCD, Section 4D.11, “Number of Signal Faces on an Approach” states that a minimum of
two signal faces shall be provided for the major movement on the approach to an intersection. At
least one and preferably both signal faces shall be located as follows:
• Not less than 40 feet beyond the stop line, unless a supplemental near-side signal face is
provided.
• Not more than 150 feet beyond the stop line, unless a supplemental near-side signal face
is provided.
• As near as practical to the line of the driver’s normal view, if mounted over the highway.
Downstream Pre-Signals
As specified in CA MUTCD, Section 8B.28, “Stop and Yield Lines”, the stop line should be placed
no closer than 15 feet from the nearest rail, and eight feet from the railroad gates (if present). It is
desirable to utilize this same stop line for the pre-signal indications, if possible. Placement of the
traffic signal stop line at the same location as the railroad warning gate stop line has two
advantages:
• Transit vehicles and trucks required to stop at crossings would not be subject to a double
stop.
• Motorists will have one place to stop with every traffic signal cycle
If clear storage distance is 50 feet or less, and if it is possible to use the near-side intersection
signal heads as a pre-signal, the stop line of the pre-signal should be at the same location as the
railroad warning gate stop line. The far-side intersection signal heads shall be equipped with
programmed-visibility heads or louvers to restrict visibility of the intersection signal displays to
drivers at the pre-signal stop line.

If the clear storage distance is more than 50 feet, and if it is possible to locate a pre-signal between
the highway-rail grade crossing and the intersection, the pre-signal faces should be located such
that the stop line of the pre-signal is at the same location as the railroad warning gate stop line.
Upstream Pre-Signals
When traffic signal faces are located near the railroad warning devices, the stop line must be
located a minimum of 40 feet ahead of (upstream) the signal faces to allow for visibility of the
traffic signal heads per CA MUTCD requirements. If the stop line distance is shortened, a low
mount pre-signal head and a “STOP HERE ON RED” (R10-6) sign shall be installed to warn
approaching traffic of the traffic control signal. The far-side intersection signal heads should be
equipped with programmed-visibility heads or louvers to restrict visibility of the intersection signal
displays to the drivers at the pre-signal stop line.
Signs and Markings for Pre-Signals

If there is a nearby, signalized intersection with insufficient clear storage distance for a design
vehicle, or if the highway-rail grade crossing does not have gates, an “NO RIGHT TURN ON RED”
(R10-13A (CA)) or “NO LEFT TURN ON RED” (R13B(CA)) sign shall be installed for the approach
that crosses the railroad track as per Chapter 8C, Section 09 in CA MUTCD.
STOP HERE ON RED (R10-6) signs
If the distance between the stop line and the upstream signal faces is less than 40 feet, the ‘STOP
HERE ON RED (R10-6) sign shall be installed to provide warnings to incoming traffic of the traffic
signal as per Chapter 8C, Section 09 in CA MUTCD. It is also prudent to have this sign installed
where there is frequent violation of stop line or where it may not be clear for drivers regarding
where to stop.
WAIT HERE pavement markings
A Stop line needs to be installed before the railroad crossing where the vehicles need to be
stopped. It should be at a distance of minimum 15 feet from the railroad tracks or 8 feet from the
gates as per Figure 8B-6(CA) in CA MUTCD.
A limit line will be added for the pre-signal prior to the grade crossing. Per CA MUTCD Section
8B.28 Standard 01, “On paved roadways at grade crossings that are equipped with active control
devices such as flashing-light signals, gates, or traffic control signals, a stop line shall be installed
to indicate the point behind which highway vehicles are or might be required to stop.”
Pre-Signal Operations
The pre-signal intervals should be progressively timed with the downstream intersection signal
intervals, providing adequate time for vehicles to clear the minimum track clearance distance and
continue through the clear storage distance area and downstream intersection. Vehicles that are
required to make mandatory stops (such as school buses and vehicles hauling hazardous
materials) should be considered when determining the preemption timing design parameters.
Unless otherwise defined, the design vehicle for the design of a pre-signal shall be the AASHTO
WB-65 semi-tractor-trailer.

Where the clear storage distance is inadequate to store the design vehicle clear of the minimum
track clearance distance, consideration should be given to the installation of vehicle detection
loops within the clear storage distance. This could prevent vehicles from being trapped within the
minimum track clearance distance by extending the track clearance green time. Pre-signals shall
display a red signal indication during the transition into the preemption control portion of a signal
preemption sequence. This shall prohibit additional vehicles from crossing the railroad tracks.
Queue-Cutter Signals
Another solution to traffic queuing onto the tracks, and an alternative to a pre-signal, is the use of
an automated queue-cutter traffic signal upstream of the highway-rail grade crossing. Preemption
form will be required for Queue-Cutter as well since pre-emption timing will be in conjunction with
the queue cutter.
A queue-cutter signal differs from a pre-signal in that if the clear storage distance is greater than
50 feet or 75 feet for roadways that is regularly used by multi-unit vehicles; any traffic signal heads
located at a highway-rail grade crossing should be considered to be a separate, mid-block
highway-rail grade crossing (a “queue-cutter”) signal and not a pre-signal as per Chapter 8C,
Section 09 in CA MUTCD. The queue-cutter signal can be utilized in conjunction with R8-8 signs
(“DO NOT STOP ON TRACKS”), as per CA MUTCD requirements. The queue-cutter traffic signal
can be activated by vehicle detection (typically induction loops) on the far-side of the highway-rail
grade crossing to detect a growing queue between the highway-rail grade crossing and the
downstream highway intersection. The queue detection location relative to the adjacent track shall
be evaluated to prohibit queue build up while traffic signals are in transition once a queue is
detected. Queue-cutter signals must be interconnected to the railroad crossing warning system
to allow a red traffic signal to be displayed when a train is approaching. A queue-cutter signal
typically operates independently of the downstream traffic signal, depending on traffic progression
during different times of day.
Hybrid Pre-Signals
Another queue management technique is the use of a hybrid pre-signal. Hybrid pre-signals control
traffic approaching a highway-rail grade crossing, in conjunction with the traffic system of an
adjacent downstream highway intersection, to prevent queuing over the highway-rail grade
crossing.
A hybrid pre-signal is typically used at locations where the highway-rail grade crossing is located
within 250 feet from the traffic signal and queuing is a concern. A hybrid pre-signal is appropriate
to install when vehicles stop on the tracks due to proximity to a signalized intersection. The hybrid
pre-signal controls vehicles from encroaching into the track area during normal and preempted
signal operations. The intersection signal would provide clearance so that the track area is kept
clear, but vehicles may remain in the clear storage distance area. The hybrid pre-signal provides
the opportunity for vehicles to remain in the clear storage distance thru traffic signal operations
between the presignal and the downstream intersection signal. The hybrid pre-signal should have
queue detection to extend the duration of the downstream intersection green time after the hybrid
pre-signal cycles to red during normal operations. .

Hybrid Queue-Cutter Signals

Another solution to traffic queuing onto the tracks, and an alternative to a pre-signal, is the use of
a hybrid queue-cutter traffic signal upstream of the highway-rail grade crossing.
A hybrid queue-cutter signal is typically used at locations where the highway-rail grade crossing
is located between 200 and 500 feet from the traffic signal and queuing on track is a concern. A
hybrid queue cutter signal can operate independently or dependently on the downstream signal.
The hybrid queue-cutter signal is tied to the grade crossing warning system and actuated when a
queue is detected near to the tracks or on the train approach. Upon actuation, the hybrid queue
cutter signal will turn red requiring motorists to stop in advance of the grade crossing. The hybrid
queue cutter signal will provide a green indication when the vehicle queue is no longer detected,
and the crossing warning system is inactive. During certain times of day or certain times of the
year, the queue buildup between the downstream traffic signal and the grade crossing could be
too fast for the queue detection and traffic signal system to react in order for the queue cutter
signal to provide queue prevention. During those times, the queue cutter signal can operate in
coordinated operations with the downstream traffic signal, but at all other times operate as an
independent queue cutter traffic signal.
Traffic Signal Controller Units

There are two types of traffic signal controller units: those that are designed to NEMA
specifications and those that are Type 170/2070 Controller Units (discussed below). Traffic signal
controller units manufactured according to older NEMA TS 1 standards do not have internal
preemption. These units are generally not capable of accommodating preemption without special
external control processes. The current industry standard for both pre-timed and actuated traffic
signal controller units-the NEMA TS 2 standard-includes provisions for internal preemption.
NEMA TS 1 controllers shall be replaced with traffic signal modification work to NEMA
TS 2 controllers.
The Model 2070 Controller Unit includes various provisions for internal preemption; these depend
on the specific software packages being run by the microprocessor. Depending on software, the
Model 2070 can be an open platform advanced transportation controller (ATC) that completely
separates hardware from application software by defining a common controller unit hardware on
which multiple applications from multiple developers can operate.
The preemption capabilities of traffic signal controller units vary from manufacturer to
manufacturer. It is very important to be familiar with the preemption operation provided in each
controller unit being used in the field.
The IEEE 1570 standard for the interface between the railroad active warning system and the
traffic signal controller unit is a digital communications interface. Designed according to both
fail-safe and closed-loop principles, it provides equivalent functions while maintaining the required
safety attributes at the highway-rail grade crossings. Application of the IEEE 1570 interface shall
be explored for all new highway-rail construction and modifications. Serial interconnection shall
only be explored if requested by the City traffic agency. The standard interconnection scheme
preferred by SCRRA is a supervised cable interconnection configured as outlined in AREMA
16.30.10. For more information on the IEEE 1570 standard, consult the IEEE Standard for the

Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection
(IEEE publication no. 1570-2002).
The traffic signal controller unit shall be able to meet the following minimum functions and
requirements:
• Receive multiple preemption inputs and provide multiple routines on a priority basis, at
least one of which shall be assigned to railroad preemption. Per CA MUTCD, the railroad
preemption shall have priority at a traffic signal provided with emergency vehicle
preemption and railroad preemption.
• The preemption feature shall have either an electrical circuit based upon the closed-circuit
principle, or a supervised interconnect circuit (preferable) between the control circuits of
the railroad active warning system and the traffic signal controller unit.
• Detect broken wires/cables and respond as programmed. One possible programming
alternative is to first clear the tracks and then display all-way flashing red signal indications.
• Remotely notify the responsible highway agency as soon as a detectable problem is
known to exist at the highway-rail grade crossing.
• Provide an indication, via health check circuit, to the railroad active warning system
cabinet when the traffic signals are in flashing mode, on battery backup, or “dark” (without
power) condition.
• Provide a backup power system for the traffic signal controller in the event of a commercial
power outage, and remote notification to the highway agency responsible for maintenance
of the controller.
Standby Power
In accordance with FRA rules and requirements, railroads install backup power systems to
provide power to flashing light signals during commercial power failures. Backup or standby power
systems shall be required at all traffic signals interconnected with railroad signals.
Preemption
The design of preemption for a highway-rail grade crossing owned or maintained by an agency
other than SCRRA shall be in accordance with the standards used by that agency. The resulting
design must be consistent with, or more stringent than, the standards and criteria in this chapter
or other applicable SCRRA Standards.
In establishing preemption operations at highway-rail grade crossings adjacent to signalized
highway intersections, the highway agency shall coordinate with SCRRA and the CPUC. The
need for preemption, type of preemption, preemption time, right-of-way transfer time, queue
clearance time, track clearance green time, etc., for preemption shall be determined by the
highway agency and SCRRA and must be agreed to by SCRRA.

Highway-Rail Grade Crossing Elements that Affect Railroad Preemption

The following highway-rail grade crossing and intersection elements affect preemption timing
calculations and/or highway-rail grade crossing operations and should be evaluated carefully to
determine their impact:
• Intersection geometry.
• Highway-rail grade crossing geometry:
o Track clearance distance (track clear zone).
o Clear storage distance; distance from clear track zone to intersection.
• Approaches to the highway-rail grade crossing
• Travel times to clear the intersection or crossing.
• Vehicle volumes.
• Train type and speed
• Frequency of train movements.
• Train stops within the approach to the highway-rail grade crossing (especially for sidings
and stations).
• Vehicle queue lengths and dissipation rates.
• Design vehicles and special classes of vehicles, and their operating abilities through the
intersection.
• Signal timing
• Types and locations of active warning devices.
• Pedestrian activity.
• Location and length of pedestrian crosswalks
• RR Stop Line location
Refer to SCRRA’s Grade Crossing Manual for additional information on preemption elements.
Preemption Operational Sequence

FHWA and ITE publications (see Appendix A for references) have tables and charts that help
identify different phase sequence at the intersection preemption can trigger during phased
operation. These tables and charts indicate the phase sequence that would be activated,
depending on what phase was active when preemption input was received. Each highway-rail
grade crossing is unique; an engineering study should be conducted for each signalized
intersection near a highway-rail grade crossing to determine the most appropriate preemption
operational sequence and the preemption parameters to be implemented.

It is however SCRRA’s policy for designers to use the “LADOT Railroad Preemption Form”
spreadsheet to determine the amount of advance preemption and track clearance green time
needed at preempted traffic signals near highway-rail grade crossings. The Texas Department of
Transportation Traffic Signal Preemption at Highway-Rail Grade Crossings form may also be
used. Total Approach Time for highway-rail grade crossing warning systems shall not exceed
50 seconds. An example of the LADOT Railroad Preemption Form is included in Appendix E-8,
while an electronic version is available from SCRRA upon request.
All requests for additional traffic signal preemption time will be submitted, through a special design
consideration (see Section 3.2.2), to SCRRA’s PTC, C&S Engineering Services Department for
review and approval.
The traffic signal controller unit shall enter into preemption operation as soon as the interconnect
circuit from the railroad active warning system is activated. Some controller units may incorporate
a delay time to verify the continuity of the preemption call.
Railroad preemption results in a special traffic signal operation; depending on the location of the
railroad tracks to the intersection, the number of phases in the traffic signal, and site-specific traffic
conditions. Preemption ensures that the actions of the traffic control devices complement, rather
than conflict, with the railroad warning system devices. There are three basic elements to railroad
preemption:
1. Right-of-way transfer into preemption control
a. Termination of normal operation
2. Preemption control
a. Track clear/clear storage interval
b. Hold/dwell interval
3. Transition to normal operation
a. Exit phases
b. Transition to coordination, if applicable
i. Right-of-Way Transfer into Preemption Control

There are many possible transition scenarios, depending upon which interval in the traffic signal
control cycle is operational when preemption is initiated. Upon receiving a preemption call,
right-of-way transfer of the traffic signal should provide the following basic sequence of operation:
• The length of yellow change and red clearance intervals shall not be altered by preemption
for any signal phase
• Phases that are in the green interval when preemption is initiated, and which shall be
green during the track clearance interval, shall remain green, unless doing so creates a
yellow trap condition. In that case, they must be terminated normally and then restarted
after a brief all-red period.

ii Preemption Control
TRACK CLEAR/CLEAR STORAGE INTERVAL
During preemption, there are various scenarios that could occur with the pedestrian walk interval
or the pedestrian clearance time, depending on the highway agency’s requirements and crossing
users:
• Shortening or termination of the pedestrian walk interval, while allowing the pedestrian
clearance interval to follow the normal time.
• Immediate termination of the pedestrian walk, with full or partial truncation of the
pedestrian clearance.
The signal phase (or phases) controlling traffic over the railroad tracks should be green during
the track clearance interval. A yellow change interval shall be provided if a green signal indication
was provided during the track clearance interval.
Right-of-way transfer time (RWTT) is the maximum traffic signal timing required for the transition
to track clearance green. RWTT can vary, depending on the programmed phasing and timing of
the controller when the preemption call is established. The maximum right-of-way transfer time
(RWTT) is used in the calculation of preemption time. This set of circumstances is sometimes
referred to as “worst case” scenario.
The RWTT is zero if the preemption call is received when the traffic signal controller is already in
the phase that is used as the track clearance green time (queue clearance phase). This scenario
is usually known as the “best case” scenario. These variations in traffic signal operations can be
unsafe if not properly recognized in the timing and design of simultaneous and advance
preemptions. The “worst case” scenario shall be used in the determination of maximum
preemption time, while the variety of traffic phasing and timing both scenarios shall be accounted
for in the design of any preemption sequence.
Track clearance time ensures that the railroad crossing is cleared of all vehicles when the pre-
emption is activated by the detection of oncoming rail. The gate down circuit is a mechanism
which ensures that the track clearance time terminates when the gates go down. Based on current
design practice, a gate-down circuit should be used on all new interconnected grade crossings.
The gate-down circuit provides two benefits:
1. It eliminates preempt trap by making sure that the track clearance time does not terminate
before the gate comes down;
2. It ensures that the track clearance time is not unnecessarily long when maximum right-of-
way transfer time is needed.
HOLD/DWELL INTERVAL
Hold/Dwell Interval (also known as Limited Service) shall be used for traffic signals interconnected
to SCRRA RR Signal System. . The transition into preemption hold occurs after the queue
clearance time and separation time (track clearance interval) have been completed and continues
while the train is occupying the crossing. Preemption hold shall remain in effect until the

preemption input to the controller unit is removed. The purpose of the preemption hold interval is
to allow those movements that do not conflict with the occupancy of a train in the crossing to
proceed.
TRANSITION TO NORMAL OPERATION/EXIT PHASES
There are many possible scenarios for the transition from preemption control to normal operation;
they depend on the type of intersection control that was in effect at the time of preemption (e.g.,
running free, actuated [semi or full], recalls, coordinated, etc.).
The user can define the exit phases that shall operate after the preemption call has been released.
Most controllers shall run the normal split time for the exit phases, and then, depending on
user-programmed parameters and time of day, the controller may attempt to resynchronize with
the defined offset.
Some controller software has the capability to monitor the coordinated cycle during preemptions
so that upon release of preemption, the transition to normal operation is right in step with the
coordinated background cycle. The designer should be aware of the highway agency’s preferred
operation.
Preemption Timing Parameters

The highway-rail grade crossing elements that affect railroad preemption (as defined in
Section 8.2.17) help calculate the timing parameters defined in this section. Refer to SCRRA’s
Grade Crossing Manual for preemption timing parameters that should be evaluated carefully and
calculated for each appropriate sequence of preemption operation.
• Maximum RWTT
• Minimum RWTT
• Queue clearance time
• Separation time
• Maximum highway traffic signal preemption time
• Advance preemption time (as defined in Appendix A)
• Total approach time (as defined in Appendix A)
Preemption Timing Scenarios

The highway agency shall complete preemption calculations to help determine the preemption
time that is needed at that location. The evaluation shall consider all feasible approaches to the
highway-rail grade crossing. The highway authority shall select the preemption calculation
methodology using one of these standard forms: Los Angeles Department of Transportation
(LADOT) (preferred by SCRRA as mentioned in Sub-Section B above), Texas Department of
Transportation (TXDOT) or Caltrans. The highway agency shall also submit a preemption
calculation exhibit, detailing the key measurements used in the preemption. In addition, the
agency shall complete SCRRA’s Highway-Rail Grade Crossing Traffic Signal Preemption

Request Form (see Appendix E-7), detailing the types of interconnection and preemption times,
and submit to SCRRA for review and approval.
Preemption Trap and Potential Solutions

Preemption trap is the condition wherein the queue clearance or the track clearance green time
ends before the railroad flashing-light signals start to flash and the gates start to descend. Many
motorists will continue to cross the tracks until the railroad gates actually begin to descend. Some
motorists will even try to squeeze under the descending gate. Therefore, the downstream traffic
signals should display a queue clearance green indication until at least the gates have descended.
To properly define the preemption parameters, a thorough understanding of the capabilities of the
traffic signal controller that is to be used is required.
The following factors can also create a preemption trap:
• Warning time variation that is different from the value used in the preemption calculations
and programming of the traffic signal controller (if it is implemented without a gate down
circuit input).
• A longer advance preemption time that is different from the value used in the initial
preemption calculation and programming of the traffic signal controller (if implemented
without a gate down circuit input).
These variations in time create a preemption trap.

Under simultaneous preemption, the railroad warning lights start to flash at the same time the
preemption notification is received by the traffic signal controller. Therefore, the queue clearance
green interval does not begin before the lights start to flash.
The evaluation of the maximum highway traffic signal preemption time should evaluate all
possible approaches to determine the maximum right-of-way transfer time. Potential solutions for
the preemption trap shall be considered and implemented. The following are some of the methods
that may be used to avoid preemption traps:
• Increase the queue clearance green interval in the traffic signal controller unit. The queue
clearance green interval should be displayed at least until the gates start to descend, and
ideally until the gates block the path of approaching vehicles. The use of older traffic signal
controllers cannot guarantee that the gates will be down when the queue clearance green
interval terminates. Increasing the track clearance green time may not be the best option,
because an increased overall delay to the signalized intersection can cause other
congestion-related problems, especially if train volumes are high.
• Use a controller that is capable of dynamically calculating the RWTT and adding the
difference to the QCT to account for the variations in allocated (versus used) green time
for the conflicting movements.
• Use a “gate down” circuit to guarantee that the queue clearance phase terminates only
after the gates are down. This is the preferred method. Refer to Section 6.1.2 for more
information on “gate down” circuits.

• The highway agency should consider changing its traffic signal controller unit
specifications, selecting a unit that has the ability to adjust the queue clearance green
interval based on variations in the time allocated versus the green time used for the
conflicting movements.
• The traffic signal controller should also have the functional ability to recognize a second
preemption call during the initial preemption sequence in order to maintain the preemption
hold state.
• Consider the potential of conditional service solutions/controller logic to prevent the
preemption trap.
Other Preemption Considerations
Multiple Tracks
Multiple tracks at highway-rail intersections introduce two problems that must be considered when
designing a preemption timing plan:
• Additional clearance distance is required during the queue clearance time. The additional
clearance distance increases the track clearance green time and thus increases the total
approach time required for preemption.
• The possibility that a second preemption call could be sent to the controller unit,
immediately after the first preemption input, is removed. This occurs when a train traveling
on the second track approaches a crossing right after a train on the first track has left the
highway-rail grade crossing area.
Older traffic signal controller units cannot recognize a second preemption call that was received
while the first preemption was being serviced; the first preemption sequence had to time out first.
Typically, the older traffic signal control units would then continue in the hold state even though
the railroad gates had risen. If the railroad gates were to rise before the traffic signal controller
unit recognized the second preemption call, it could lead to skipping the clear track interval and
potentially trapping vehicles on the tracks.
Provisions to avoid this problem may include use of an “extended hold” to keep the highway-rail
grade crossing gates down until the second train has arrived, as well as use of traffic signal control
logic that ensures that a second track clearance can be provided in the event the gates have been
raised prior to the arrival of a second train.
When pedestrian clearance time becomes a driving factor for long preemption times and affects
levels of service at an intersection, consideration should be given to providing a separate
pedestrian input to the traffic signal controller, which will require SCRRA approval.
This is particularly true when there is a station stop in the approach to the highway-rail grade
crossing or when switching may occur regularly within the crossing approach.
The determination whether to include extra preemption time for vehicle gate interaction time shall
be determined jointly by the railroad and highway agency. Among the factors to be considered
are whether the highway-rail grade crossing has a history of broken gates, RR approach

distance/system capabilities, the opportunity to solve the broken gate concern another way
(extending flash-only operations prior to gate descent, for instance) and the impact on the
additional preemption time to the intersection level of service.
Multiple Intersections
Where a highway-rail grade crossing is located between two closely spaced signalized
intersections, the two highway traffic signals must be interconnected. Further, their preemptions
must be coordinated to permit the tracks to be cleared in both directions.
When the railroad diagonally crosses two interconnected highway intersections, it is normally
necessary to clear out traffic on both highways prior to the arrival of the train, requiring
approximately twice the preemption time computed for a single approach. An example of this
condition is shown in Figure 8-4. Both railroad warning systems shall be designed to operate
concurrently to prevent the traffic signals and railroad warning systems from falling out of
coordination with each other, in this scenario, a single pre-emption call could be sent to the City
controller. Activation of either crossing would initiate pre-emption activation for BOTH
intersections. When the railroad warning system is activated, traffic leaving the intersection and
approaching the highway-rail grade crossing may queue back into the intersection and block
traffic if there is not adequate storage for those vehicles between the highway-rail grade crossing
and the intersection. Traffic turning at the intersection toward the other highway-rail grade
crossing may also be unable to proceed due to stopped traffic. When this occurs, the following
recommended solutions could be used:
• Utilization of advance preemption
• Activating one highway-rail grade crossing before the other
• Extension of gate delay time and minimum warning time
• Use of blank-out turn restriction signs

FIGURE 8-4. RAILROAD DIAGONALLY CROSSING TWO INTERCONNECTED HIGHWAY

INTERSECTIONS
Preemption Form with Gate Interaction

It is SCRRA’s policy for designers to use the “LADOT Railroad Preemption Form” spreadsheet to
determine the amount of advance preemption and track clearance green time needed at
preempted traffic signals near highway-rail grade crossings. The Texas Department of
Transportation Traffic Signal Preemption at Highway-Rail Grade Crossings form may also be
used. Total Approach Time for highway-rail grade crossing warning systems shall not exceed
50 seconds. An example of the LADOT Railroad Preemption Form is included in Appendix E-8,
while an electronic version is available from SCRRA upon request.
The LADOT Preemption Form also provides a graphical depiction of the timeline of events
occurring prior to train arrival at the highway-rail grade crossing to help the user visualize the
effects of changes in preemption timing. It was designed to simplify the process of determining
specific preemption timing values, and to enable the user to experiment with different scenarios
based upon engineering judgment. The form computes the necessary times based upon input
data regarding specific geometric, signal timing, and railroad equipment parameters. As data is
entered into the form, a timeline is updated to show the effect of each entry. Once all the entries
are completed, the timelines can be reviewed to determine whether the settings are appropriate
for the crossing. This gives the user the ability to experiment with different timings and immediately
see the result of those changes.

Railroad Features
Gate Operations Near Stations

Most stations function as both near-side and far-side stations (relative to the highway-rail grade
crossing and the travel direction of the trains).
The station scenarios described below are ideal; however, each situation is unique and should be
carefully examined during the diagnostic analysis and design in order to address the challenges
at the highway-rail grade crossing and station interface.
i. Near-Side Station
A station functions as a near-side station when a passenger train stops at the station before
proceeding through the highway-rail grade crossing. In cases where the station is within the
highway-rail grade crossing detection circuitry, but not directly adjacent to the crossing, it is
desirable to have the highway-rail grade crossing gates remain raised until the train is ready to
depart (assuming there is sufficient distance between the highway-rail grade crossing and the
station to allow this protocol). When stations are very near vehicular crossings, it may be
preferable to have the gates remain down while the train is waiting in the station to depart. This
is particularly important at a multiple-track station adjacent to a crossing, where the train stopped
at the station may block the view of a second oncoming or overtaking train in the far track.
ii. Far-Side Station

A stations function as far-side station when passenger trains proceed through the highway-rail
grade crossing before stopping at the station. The highway-rail grade crossing gates should
recover immediately after the train proceeds through the highway-rail grade crossing unless a
second train is approaching on another track, in which case the gates shall react and remain down
as required.
Track Structure
The track structure within the highway-rail grade crossing is defined from the subgrade up through
the highway surface. All components of the track structure shall be designed in accordance with
SCRRA Engineering Standards.
In the design of the track structure, the existing conditions at the highway-rail grade crossing shall
be thoroughly examined to detect any indications of failure of the surface or structure. The track
structure at highway-rail grade crossings shall follow SCRRA design standards and meet the
following criteria:
• No exothermic rail welds, insulated joints, or bonds shall be placed in highway-rail grade
crossings or within 10 feet of a crossing.
• No turnouts or crossovers shall be located within a crossing.
• The highway-rail grade crossing structure shall be designed to permit drainage of the track
structure

o Where drainage conditions dictate, construct underdrains within the vicinity of the
highway-rail grade crossing to maximize the highway-rail grade crossing life.
• Under no circumstances shall street surface or gutter runoff be permitted to flow into the
track structure.
Multiple Tracks
Multiple, parallel tracks within the highway-rail grade crossing create additional concerns that
need to be addressed. The following concerns shall be mitigated during design of the crossing:
• The curvature of the railroad tracks and the resulting superelevation of the tracks shall be
evaluated and addressed within the design.
• The path for a pedestrian to traverse the highway-rail grade crossing shall be designed
for the shortest `path across the crossing, preferable perpendicular to the tracks.
o This is especially important with skewed crossings that inherently increases the width
of a crossing.
• Visibility of a second train approaching on an adjacent track shall be considered.
• Visibility of all active tracks, where a train may be temporarily stopped or spotted on the
adjacent track, shall be considered.
o This is especially important when the adjacent track is a siding or industrial lead where
locomotive and railroad cars may be stored for long durations.
• Refer to DCM Chapter 12 for issues related to consideration of grade separation based
on multiple tracks at the crossing.
Geometry
Where highway-rail grade crossings are located within a superelevated curve, the surface of the
highway plane should be in the same plane as the top of rails of the superelevated curve. The
Highway Agency should review the roadway interface at the crossing and determine if traffic
speed on the approaches and through the crossing should be reduced due to the undulations of
the railroad superelevation.
At multiple-track crossings involving concentric superelevated curves, the inside rails for each
track may be at equal elevations, while the outside rail are also at equal elevations. The elevations
of the four individual rails create an uneven surface through the highway-rail grade crossing.
To avoid this situation, multiple tracks shall be brought to the same plane to provide a smooth
and level highway-rail grade crossing plane for the highway.
This may not always be possible due to railroad vertical profile constraints; therefore, highway
vertical profiles should be designed on either side of the highway-rail grade crossing to provide
as smooth a transition as feasible, and to provide the proper clearance for the lowest vertical
clearance design vehicle. See Chapter 31 Signage for low clearance signage.

Special Trackwork
Highway-Rail Grade Crossings located in close proximity to special trackwork shall not be
allowed.
The point of switch for turnouts and crossovers shall be located a minimum of 100 feet from the
edge of traveled roadway or sidewalk, if present. When turnouts and crossovers are close to the
Highway-Rail Grade Crossing, the designer shall consult SCRRA about the railroad’s need for
special trackwork and shall refer to SCRRA Communications and Signal Engineering Standards
(ES 8000 series).
Utilities
See DCM Chapter 10 for Utilities.
Future Improvements
Enhancements to the highway-rail grade crossings, such as median islands, traffic signal
systems, signal preemption, roadway widening, pedestrian and bike facilities, should be designed
and constructed, such that future railroad improvements, second or more track(s), and/or other
railroad improvements can be accommodated without the need to completely modify the current
elements of the crossing. The designer should be cognizant of the potential to improve the
highway-rail grade crossing system for future SCRRA tracks and other facilities. The design
should incorporate the necessary accommodation of future railroad improvements.
8.3 PEDESTRIAN-RAIL GRADE CROSSINGS
General
Pedestrians at highway-rail grade crossings present unique challenges. Many of the same
considerations given to motor vehicles – such as channelization, signs, and warning lights – also
apply to pedestrians as crossing users. This section will discuss and define the components and
treatments that together, all or in part, comprise a pedestrian-rail grade crossing and then will
describe the applications at the different types of pedestrian-rail grade crossings.
The design of pedestrian-rail grade crossings and installation of pedestrian treatments shall be in
accordance with the process in Section 8.3.7 and the Pedestrian-Rail Grade Crossing Design
Consideration Flowchart in ES 4004. This process shall be similar for any type of pedestrian-rail
grade crossing and defines SCRRA’s required approach to the application of pedestrian
treatments at pedestrian-rail grade crossings. Design of a pedestrian-rail grade crossing should
include the following features:
• A smooth, easily traversed surface that does not impede individuals with disabilities,
strollers, or carts, incorporated into the adjacent sidewalk topography.
• Clear striping and signage that avoids confusing directions or features, a relatively straight
path that is clearly marked and easily accessible throughout the footprint of the crossing
and a readily accessible means of exiting the crossing.

• Deterrents such as signage, fences, and gates that minimize trespassing into prohibited
areas of the railroad right-of-way.
Pedestrian-Rail Grade Crossing Types

The design of a pedestrian-rail grade crossing should provide an environment that provides ample
opportunities for pedestrians to observe and comply with the warning devices and stay clear of
any approaching train traffic. The decision to select passive and active warning devices depends
upon the four types of crossing noted below.
• Pedestrian-Rail Grade Crossings at Highway-Rail Grade Crossings
• Pedestrian-Rail Grade Crossings at Highway-Rail Grade Crossings and Adjacent to Rail
Passenger Station
• Pedestrian-Rail Grade Crossings at Stations
• Pedestrian-Rail Grade Crossings
With each type, the following factors need to be considered:

• The number of tracks, type of tracks (i.e. main, siding, industry lead), and track speeds
• Type of train traffic (commuter, transit, long distance passenger, freight)
• The proximity to rail passenger stations
• The proximity to other rail facilities such as sidings, yards, industry spurs
• The skew and vertical profile across the crossing
• Establishment of quiet zones
• Travel distance across tracks to reach a location clear of the train dynamic envelope
• Visibility restrictions
o Sight distance for pedestrians (as well as motorists) viewing approaching trains and
conversely for trains viewing approaching or waiting pedestrians/vehicles.
• Existing and future pedestrian and bicycle activity
• Type of path (pedestrian only or combined pedestrian and bicycle)
• The volume and pattern of pedestrian activity
• Type of pedestrian activity (i.e., school, transit, hospital)
• Current and future development (including transit service and transit-oriented
development) in close proximity to the pedestrian-rail crossing
• Right-of-way constraints

Pedestrian-Rail Grade Crossings at Highway-Rail Grade Crossings

Most pedestrian-rail grade crossings on SCRRA’s system are of the type where the pedestrian-rail
grade crossing is a part of the highway-rail grade crossing and is located on one or both sides of
the highway.
When beginning the design for modifications to a highway-rail grade crossing, the designer should
determine whether the highway agency allows pedestrians along the highway and to what degree
pedestrian facilities are already in existence. A flowchart detailing the decision process for
determining the type of pedestrian treatments warranted for a highway-rail grade crossing is
provided in ES 4104.
Pedestrian-Rail Grade Crossings at Highway-Rail Grade Crossings and Adjacent to Rail

Passenger Stations
Combined pedestrian-rail grade and highway-rail grade crossings near rail stations are
considerably more complex and represent a special case of pedestrian-rail grade crossings.
Some of the complicating factors are as follows:
• These pedestrian-rail crossings may be used by large groups of commuter rail patrons
accessing the platforms and by pedestrians crossing the tracks.
• The level of pedestrian activity at a station crossing is directly associated with the
departure and arrival of passenger trains and other transit modes such as buses and
shuttles; it is also associated with the presence of parking lots.
• The stopping patterns and dwell times of trains affect the operating characteristics of the
active warning devices.
The designer shall follow the same design process used for a pedestrian-rail grade crossing
adjacent to a highway-rail grade and determine the appropriate pedestrian treatments as provided
in Section 8.3.7.
Pedestrian-Rail Grade Crossings at Stations

Pedestrian-rail grade crossings at stations (not located at highway-rail grade crossings) are
primarily used by commuter rail patrons accessing the platforms; however, in some circumstances
they may also be used by pedestrians to cross the rail corridor.
As noted in Section 8.3.2-A, the level of pedestrian activity at a station crossing is directly
associated with the departure and arrival of passenger trains. New station pedestrian-rail grade
crossings shall provide full pedestrian treatments.
• Signage
• Channelization
• Active pedestrian warning devices
• Pedestrian gates
• Pedestrian swing gates

• Fencing
Pedestrian-rail grade crossings shall not cross more than two tracks.
Currently, there are two types of pedestrian-rail grade crossing configurations at stations on
SCRRA’s system:
1. Pedestrian-rail crossings at any location on the platform
o Due to safety concerns and operating restrictions, new pedestrian-rail grade crossings
at any location on platforms shall not be allowed.
o Reconstruction of existing stations that have a pedestrian-rail grade crossing at any
location on the platform shall relocate the pedestrian-rail grade crossing beyond the
ends of the platform.
o If the pedestrian-rail grade crossing cannot be relocated beyond the ends of the
platform, then a pedestrian grade separation (Overhead or Underpass) shall be
constructed.
2. Pedestrian-rail grade crossings located past the ends of platforms
o New station pedestrian-rail grade crossings shall be constructed 60 feet from the ends
of the platform and include full pedestrian treatments. See ES 4021.
o It is desirable to have the gates recover during normal station dwell time.
o Fencing or metal hand railing shall properly channelize pedestrians across the tracks
at the pedestrian-rail grade crossing and deter the public from taking a “short cut” and
trespassing across the tracks in prohibited areas.
PEDESTRIAN-RAIL GRADE CROSSING VS. GRADE SEPARATION AT STATIONS
Pedestrian-rail grade crossings are discussed in chapter 12 section 4.4.
Pedestrian-Rail Grade Crossings (for Pedestrians Only)

Pedestrian-rail grade crossings are crossings for pedestrians only. Pedestrian-rail grade
crossings shall follow the same design process as a pedestrian-rail grade crossing at highway-rail
grade crossings in Section 8.3.2-A.
Any new pedestrian-rail grade crossings shall not be allowed.
Pedestrian-rail grade crossings are typically associated with walking paths and bike trails adjacent
to the railroad right-of-way. Pedestrians may be tempted to take shortcuts and trespass rather
than use the designated pedestrian crossings. This behavior shall be considered when designing
the crossing and place the proper fencing and channelization to address this undesirable
behavior.

Americans with Disabilities Act

The Americans with Disabilities Act Accessibility Guidelines (ADAAG) govern the design and
construction of any features associated with pedestrian crossings. ADA Accessibility Guidelines
must be incorporated into the overall design for pedestrian-rail grade crossings. Designers should
also review CBC chapter 11B division 4.
Detectable Warning Strips

The ADAAG requires that detectable warning be placed on approaches to hazardous vehicular
areas, which includes highway-rail grade crossings (ADAAG 4.29.5). Detectable warning strips
shall be installed on the sidewalk ahead of the warning device in order to show pedestrians where
to stop when a train is approaching. The width of the detectable warning strip shall be 3 feet wide
as prescribed by the ADAAG. See also CBC 11B-705 Detectable warnings and detectable
directional texture
The detectable warning strip shall also be placed in front of the pedestrian swing gates to warn
people that there is a hazardous vehicle area beyond the swing gate.
The placement of the detectable warning strip shall follow the standards outlined in SCRRA’s
Engineering Standards.
Flangeway Gap
The track structure is made up of many components. The component that most affects the
pedestrian-rail grade crossing is the flangeway.
The ADAAG limits the width of the flangeway gap to a maximum of two and a half inches (ADAAG
10.3.1). The surface of the crossing shall be level and flush with the top of the rail at the outer
edge and between the rails. Freight railroads require a three-inch flangeway gap at installation to
allow for wear of about one inch in regular use. To accommodate both ADA and freight
requirements, SCRRA standards call for a rubber flangeway filler for all new or improved
crossings. The rubber filler allows a two-and-a-half-inch gap to be maintained for ADA
requirements while providing flexibility to provide a three-inch gap by being compressed to provide
an extra half inch as wheels of the freight train pushes against the rubber filler as it crosses over
the concrete panel. After the freight train passes over the concrete panels, the rubber filler will
return to its undisturbed shape and maintain the two-and-a-half-inch gap. See ES 4201.
Visibility
Visibility between trains and pedestrians shall be considered during the diagnostic analysis and
design of the crossing. The design should provide the pedestrian reasonable visibility of a train
upon its approach and departure. This is especially important when dealing with a multi-track
crossing, when the view of an approaching train may be blocked by an additional train. In general,
the installation of active warning devices including automatic gates and appropriate fencing will
mitigate the lack of visibility. During the initial site assessment, all features in and around the
crossing that could impede pedestrian visibility shall be examined. Pedestrian gates shall be
equipped with two-way warning lights, for all pedestrian approaches, aimed at the pedestrian
path.

The overall visibility at the crossing shall be considered from the pedestrian’s perspective and
deficiencies that could diminish the intrinsic safety of the crossing shall be mitigated. During the
diagnostic analysis and inventory, the diagnostic team shall consider the following and take
appropriate action:
• Diagram the crossing to show the obstructions to pedestrian visibility and incorporate
solutions/mitigations into the design of the crossing.
• Examine each of the features at the crossing, and thoroughly explore the risk arising from
those features. Include recommendations to remove a feature that is severely impeding
pedestrian visibility.
• Additional devices or signage may be necessary to offset the lack of visibility created by
the obstructions; however, placement of each of these devices should be carefully
examined for compatibility with existing features.
Warning Devices for Pedestrian Crossings

Warning devices warn pedestrians of approaching trains and dictate the pedestrian to not cross
the tracks. As with highway-rail grade crossings, there are two types of warning devices for
pedestrian-rail grade crossings:
• Active Warning Devices
• Passive Warning Devices
Active Warning Devices

Active warning devices applicable for pedestrian-rail grade crossings are usually similar to those
for vehicles. Active pedestrian warning devices include pedestrian gates, which is a variation of
the CPUC Standard No. 9, with the main difference being that they have shorter gate arms and
no counterweight. The active pedestrian warning devices also have an additional pair of flashers
focused on pedestrian pathways facing the tracks. Refer to SCRRA ES 8308 and 8309 for
pedestrian gate standards.
Active warning devices that are used to aid pedestrians take on a variety of configurations. Refer
to SCRRA ES 4011 - 4021 for examples of these configurations.
Active warning devices for pedestrian-rail grade crossings should be installed at the preferred 15
feet from the centerline of the track, as measured from the center of the mast at new or existing
crossings.
Passive Warning Devices

The following passive warning devices shall be used in conjunction with Active Warning Devices
at all new pedestrian crossings.
i. Signage
Signage is utilized throughout a crossing to guide pedestrians. Of particular note, are the signs
warning pedestrians of multiple tracks, and the possibility of multiple trains at the crossing. These

signs should be used at the approaches to the crossing. The potential presence of a second train
is an important consideration when applying signage to the crossing. See Chapter 31 Signage.
ii. Pavement Markings

Pavement markings for pedestrian-rail grade crossing should generally consist of white striping,
similar to crosswalk striping for highways. Refer to the SCRRA ES 4006 and ES 4011 - 4021 for
details on pavement markings. All pavement markings shall be thermoplastic per SCRRA ES
4006.
iii Swing Gates

Pedestrian swing gates have two distinct functions: they can serve as an entry/exit swing gate, or
strictly as an emergency exit gate, as explained in further detail below:
• As an entry/exit swing gate, the swing gate is intended, when not used with a
pedestrian-rail grade crossing gate, to slow pedestrians and encourage them to stop, look
both ways down the track for approaching trains, and then pull the swing gate open to
safely cross the tracks. A “LOOK” sign, as detailed in SCRRA ES 4002, shall be mounted
on the approach side on the swing gate or on a separate post next to the swing gate.
Particularly at pedestrian-only crossings without active warning devices and automatic
gates, the pedestrian must determine if there is sufficient time to cross the tracks in front
of an approaching train. The design of the crossing should provide the pedestrian with
adequate visibility. Appropriate “Push Gate To Open” signs on the track side and “Pull
Gate To Open” signs on the approach side shall be mounted on the entry/exit swing gates.
• As an emergency exit gate, the swing gate is incorporated with an active warning device,
so pedestrians shall have an escape route in the event of occupying the crossing during
the time when a crossing gate is activated. The gate shall only swing away from the
crossing, with clearly marked “Push Gate to Open” signage on the track side. The
approach side of the swing gate shall have signage marked as “Exit Only” to deter
pedestrians from using the gates and entering the crossing while the active warning gates
are activated.
Refer to SCRRA ES 4002 for details on the swing gates and signs.
Pedestrian Channelization
The design of pedestrian-rail grade crossings shall provide clear, well-defined traveled-ways
throughout the crossing and should discourage improper pedestrian movement, such as
circumventing the gates, walking onto the railroad Right-of-Way, or walking onto the highway.
Fencing or railing shall be provided along the sidewalk to direct pedestrians along the proper path.
Coordination with the SCRRA Signal Department is required to ensure this railing, to the extent
possible, does not block or impede maintenance access to railroad signal devices and does not
interfere with the location of the devices used for sealing the corridor. This channelization device
can be tubular steel railing, ornamental fencing, or welded wire mesh fencing. The type of
channelization device to be used shall be discussed and agreed upon with the highway agency.

Additional controls shall be used to identify the pedestrian travel-way such as striping per
Pavement Markings in Section 8.2.12-B. Bold, white striping is used to delineate the pedestrian’s
path across the crossing. Refer to SCRRA ES 4011 - 4021 for examples of these treatments.
Influencing Pedestrian Line of Sight

The channelization of pedestrians is particularly effective when attention can be directed along a
given line of sight. By controlling the direction taken by pedestrians approaching a crossing,
pedestrians may be influenced to look in a given direction. For example, the creation of a zigzag
pedestrian path forces the pedestrian to look along both approaches of the crossing, maximizing
the likelihood that the pedestrian will notice trains approaching from either direction.
Trespass Prevention
Pedestrians sometimes trespass into prohibited areas of the railroad right-of-way. This problem
requires special consideration. Traditional designs have often used fencing to keep pedestrians
out of protected areas. “No Trespassing” signs, complete with warnings about enforcement and
prosecution, have also been used. During the diagnostic review, the team should review
pedestrian access to the railroad right-of-way and develop safe and effective solutions to prevent
trespassing.
Inter-Track Fence
An inter-track fence is a fence between two tracks, typically at a station, that prevents pedestrians
from unsafely crossing the tracks to get from one platform to the other platform. At stations, track
centers shall accommodate the inter-track fence clear of any component of the inter-track fence,
including sliding gates. Track centers shall not exceed more than 25 feet to accommodate an
inter-track fence.
The fence shall extend the full length of the platform and channelize the passengers to crossings
at the ends of the platforms. See ES 4020 and ES 4021.
The height of the inter-track fence shall not exceed four feet within 150 feet of any crossing (station
or highway) to ensure that proper visibility is maintained between the train and
motorist/bicyclist/pedestrian. Where tracks cannot be widened to accommodate an inter-track
fence, proper signage should be installed to deter pedestrians from crossing the tracks except at
the proper and designated locations.
Refuge Areas
SCRRA standard pedestrian channelization include a refuge area that pedestrian can utilize as a
means of exiting the crossing when the pedestrian gates are activating, and a train is approaching.
This refuge area is not intended as a location where a pedestrian can wait for the train, but rather
as a safe harbor if the pedestrian is between a downed gate and the track. Refer to SCRRA ES
4011 - 4021 for examples of these refuge areas. The refuge area shall incorporate a swing gate
to allow pedestrians to exit the refuge area away from the tracks.

Design Process and Consideration Table

Pedestrian-rail grade crossings should, in combination with the horns on locomotives, provide
adequate warning devices which allow pedestrians and bicyclists to be warned of approaching
trains and take appropriate action. During the design of the pedestrian-rail crossing see ES
4004 for Pedestrian Crossing Design Consideration Table.
8.4 RAILROAD ACTIVE WARNING AND TRAFFIC SIGNAL SYSTEM

INTERCONNECTION CIRCUITS
Interconnection Design
Background
The field of traffic signal preemption continues to evolve. Before designing a traffic signal
preemption circuit, the designer should review the latest guidelines regarding traffic signal
preemption as prepared by the Institute of Transportation Engineers, AREMA, CA MUTCD,
CPUC, and other knowledgeable parties. Circuits described below are based on fail-safe closed
loop methodology. A vital serial data circuit in accordance with IEEE Standard 1570-2002 may be
used in lieu of the referenced circuits. Design and testing of traffic signal preemption
interconnection circuits must be coordinated with the railroad and the agency having jurisdiction.
Interconnection Circuits
Older style Traffic Signal Interconnection schemes used a simple two wire circuit between the
traffic signal cabinet and the railroad crossing warning equipment to notify or issue a call for traffic
signal preemption. This scheme was generally used with simultaneous preemption and a very
basic traffic management program. Modern Traffic Signal Interconnect designs use multiple
circuits to provide a cable integrity check, system health status and the position of Entrance gate
mechanisms.
Short/Cut Circuit Interconnection Fault Protection

It is important that a potential short or cut in the interconnection circuit between the railroad and
traffic signal equipment be detected. The states of the two inputs can be monitored by the traffic
signal equipment in the form of an “Exclusive-OR” logic, which can detect if there is a short or cut
in the interconnection circuit. As shown in Table 8-4, the “true” states are the normal and preempt
operations, while the “false” states are the other states of the input, which are considered “fault”
conditions that will set the traffic signal into an “all-red-flashing” operation.

TABLE 8-4. SUPERVISED PREEMPTION CIRCUIT LOGIC

Inputs
Primary Secondary Traffic Signal Operation
High Low Normal
Low High Preempt
High High Fault
Low Low Fault
In order to detect a shorted or open interconnection circuit, two additional wires are used to
provide a supervised circuit. The energy source originates at the traffic signal controller: two wires
provide a return path, verifying the railroad preemption control relay is energized and there is no
call for preemption. The two additional wires verify circuit integrity when the railroad issues a call
for preemption. The circuit logic is “Exclusive OR.” One circuit must be energized and the other
de-energized. If both circuits are shown to be energized or both appear de-energized, it indicates
a problem with the interconnect circuit. In that case, the traffic signal controller should assume a
state known to be safe and issue a notification that there is a circuit deficiency.
Gate-Down Circuits
A preemption trap condition occurs when the track clearance green time ends too soon, prior to
the motorist clearing the grade crossing area.
One of the solutions to avoid preemption trap is to use a “gate down” circuit as required by the
CA MUTCD, Section 8C.06 (16). The purpose of the “gate down” circuit is to prevent the traffic
signal from leaving track clearance green time until it is determined that all gates on approach to
the grade crossing are fully lowered. The “gate down” circuit notifies the traffic signal controller
unit when the gates controlling access over the tracks on the approach to the intersection have
either fully lowered or the train has occupied the crossing. At the beginning of preemption, the
traffic signal controller unit will transition to track clearance green as usual, but shall dwell in the
track clearance green time until the “gate down” confirmation is received, or until a user-defined
maximum time has expired. Traffic Signal Health Check Circuits
A health check circuit provides an indication to the railroad active warning system cabinet when
the traffic signals are in red flash (such as when the controller is in failure) or when dark (due to
loss of power). This health check circuit requires additional wires/cables between the traffic control
signal cabinet and the railroad active warning system cabinet. Consideration should be given to
a fail-safe design for the health check circuit so that there shall be no case in which the circuit
shall remain energized while the traffic signals are flashing or dark.
Interconnection Circuits
Jointly the Highway Agency and SCRRA will collaborate and determine the specific Traffic Signal
Interconnection circuit to be used at specific crossing locations. The design of the interconnection

circuits shall be reviewed and approved by the Highway Agency and SCRRA before any new
systems are installed or changes to existing systems are made.
Total Approach Time for Traffic Signals

Total Approach Time for traffic signals, shall be limited to a maximum time of 50 seconds. Second
Train Logic
Where there is more than one track, a second train can approach at any time. If there is an
advance preemption interconnection between the traffic signals and the railroad, the appearance
of a second train can hold the traffic signals in preemption and have the gates rise momentarily,
allowing vehicles to pull up onto the tracks. Where second train logic is employed, if a second
train is detected on the outer approach, the gates shall remain down until after the second train
passes. Second train logic may be employed where no traffic signals are present if circumstances
warrant.
8.5 SPECIAL ISSUES
Adjacent Freight, Transit Tracks, or other Tracks

The responsibility of installing and maintaining warning devices at the crossing will fall on the
railroad that owns and operates the part of the crossing on which the warning devices are
required. In such cases, there may be two separate crossing warning systems, one from SCRRA
and one from the foreign railroad, at the crossing that must be interconnected to work in
conjunction with each other. Coordination with the foreign railroad must be done throughout the
design stages to ensure that adequate warning devices are installed at the highway-rail grade
crossing and will work in conjunction with one another.
See Chapter 30 Shared Corridors for additional information about LRT, High Speed Rail, and
other adjacent uses.
Adjacent Development
Redevelopment and new developments have afforded the opportunity to control the location of
driveway approaches that are close to the highway-rail grade crossing (see Section 8.2.9). The
designer shall review the development plans, coordinate with the highway agency, and ask the
highway agency to impose “conditions for development approval” relative to development street
access.
Adjacent residential and commercial development to highway-rail grade crossings may
substantially increase the volume of highway traffic over a crossing. This may occur during certain
times of day, such as during peak rush hour periods, or during certain times of the year. Schools
near highway-rail grade crossings may generate increased volumes of vehicular and pedestrian
traffic before and after school hours. Likewise, certain entertainment/sporting venues may
increase vehicular and pedestrian traffic before, and after, an event. Observations of a
highway-rail grade crossing during different times of the day and year should take place to
understand how the dynamics of adjacent development affect a highway-rail grade crossing. The
selection of appropriate traffic control/warning devices shall be installed to mitigate these affects.

Landscaping
It is important that landscaping not decrease the level of safety at a highway-rail grade crossing
by impeding the visibility of any active or passive warning signals or signage for motorists,
bicyclists, pedestrians, or train engineer.
Refer to Chapter 26, Landscaping Design for landscaping during design, construction, and
maintenance on and adjacent to SCRRA railroad right-of-way.
As mentioned in Section 8, within 150 feet of a highway-rail grade crossing or in the median within
150 feet of a highway-rail grade crossing, stamped concrete, or other hardscape materials, infill
for median islands shall be used as the standard landscape treatment for median islands.
Bikeways and Trails

The addition of bikeways and trails within, or adjacent to, the railroad right-of-way presents a
challenge to both the highway agency and railroad operators. Of particular concern to SCRRA is
the activity of pedestrians and bicyclists within the right-of-way. Also, the incorporation of a bike
path that is adjacent to the highway-rail grade crossing intersection introduces another element
to be accounted for within the analysis and determination of preemption requirements for the
highway-rail grade crossing. Refer to Chapter 27 for Rail-With Trail design criteria. The highway
agency shall follow this procedure in the development of the trail, including improvements to site
within and adjacent to the railroad right of way, and may include the installation of additional
fencing and channelization, modified traffic signals, pedestrian treatments, and additional
highway-rail grade crossing warning devices. The initiating agency shall facilitate a diagnostic
review and highway-rail grade crossing design process to mitigate these effects.
Right of Way Fencing and Security Gates

The design of the SCRRA Right of Way shall incorporate adequate fencing to limit access by
trespassers onto SCRRA railroad right-of-way.
This fence shall be tubular steel fencing or other non-cuttable fencing as per SCRRA Engineering
Standards. The fence shall be located at the edge of the trail and along the railroad right-of-way.
A three split-rail fence, in combination with landscaping that can serve as a positive barrier
between the track and any bike/pedestrian trail, may be used in rural or environmentally sensitive
areas, if approved by SCRRA and the member agency. Since newly planted landscaping may
take a few years before it becomes an effective barrier, suitable temporary measures may be
required until the landscaping has sufficiently matured. Any landscaping must be maintained so
it does not impede the visibility of any active or passive warning devices or traffic control devices
―by trains, pedestrians or engineers.
It is SCRRA’s policy to maintain access along its right-of-way for maintenance and inspection.
The right of way fencing shall not be constructed so as to limit this access. Should access points
be necessary, the fencing shall incorporate gates at locations as per SCRRA Engineering
Standards or locations requested by SCRRA maintenance crews. These gates shall be secured
with SCRRA locks. The highway agency shall install “No Trespassing” warning signs, as per
SCRRA ES 5214.

The height of the fence within 150 feet of highway-rail grade crossings shall be 4 feet. The height
of the fence in the balance of the right-of-way shall be at least 6 feet.
All access points to SCRRA rights-of-way at highway-rail grade crossings shall utilize a chain link
gate in accordance with SCRRA ES 4011 – ES 4016. These gates are to be installed in
accordance with these drawings, as follows:
• The gate shall be placed to allow a maintenance vehicle to safely park off the highway,
prior to opening the gate.
• Gate swing shall not foul tracks.
• The installation of the gate shall be incorporated into the proposed fencing plan to
adequately secure the right-of-way.
• Bollards, K-Rails, or other substantial barriers shall be used with the right-of-way gates to
provide a maximum level of security.
Lighting
The highway authority shall provide and maintain lighting for the travel-way to maintain a safe
environment for all crossing users. Local, state, and federal guidelines, as well as industry
standards for lighting, shall be incorporated into the design. For lights installed within SCRRA
Right-of-Way, electric power supplied to these lights must not utilize the same electric meter
service or power source as that supplied to the railroad grade crossing warning equipment. All
lighting equipment, including light poles and foundations must be installed to provide a minimum
of thirty feet clearance between the light foundation and the nearest running rail of the track and
such that no part of the lighting system will block access to the railroad Right-of-Way.
Vital Equipment Placement and Maintenance Access

Whenever a highway-rail grade crossing is being modified, placement of vital equipment and
maintenance access must be considered and evaluated. When evaluating the crossing to place
vital equipment, such as signal houses and cabinets, the highway geometry should be reviewed
to determine which quadrant would be the best to place vital equipment to avoid being damaged
from errant vehicles. Vital equipment, such as a signal house, should be placed in the least
accident-prone quadrant of the highway-rail grade crossing, when possible. If vital equipment is
placed in a location that has a high potential of being hit by errant vehicles, the vital equipment
shall be protected with bollards or guard-railing to prevent or minimize damage to the vital
equipment.
Maintenance access to the railroad signal devices and railroad right-of-way must also be provided
whenever a highway-rail grade crossing is modified, to allow SCRRA’s maintenance forces to
perform maintenance (either at the grade crossing, signal houses, or along the track). Providing
maintenance access can be a challenge with pedestrian channelization devices due to limited
Right-of-Way. Coordination with the SCRRA is required to ensure that the pedestrian
channelization devices, to the extent possible, does not block or impede maintenance access to
railroad signal devices and railroad right-of-way.

Maintenance Access to Railroad Warning Devices

All pedestrian channelization devices must be designed to provide a minimum of 24 inches of
clearance between any part of the railing structure and any active warning devices.
Maintenance Access to Railroad Right-of-Way

Maintenance access to the railroad right-of-way must be provided outside the limits of the crossing
gates to allow safe entry of maintenance personnel to the railroad right-of-way. Maintenance
access to the railroad right-of-way can be either a driveway that meets the Highway Agency’s
standard or a 4-inch mountable curb with proper transition to full height curb as noted in SCRRA’s
Engineering Standards. An access gate, wide enough to accommodate a maintenance vehicle,
shall also be provided to seal off the railroad ROW from the public, while allowing access to only
authorized personnel. See SCRRA ES 4011 – ES 4016 for examples of maintenance access at
Positive Train Control Critical Features

Positive Train Control (PTC) is a system that automatically stops a train to prevent certain
accidents from occurring, such as:
• Train to Train Collisions
• Excessive Speed
• Train Movements onto Unauthorized Tracks/Work Zones
PTC does not prevent accidents that may occur with vehicles at highway-rail grade crossings.
Even though the operation of a highway-rail grade crossing is not affected by the PTC system,
there are certain features associated with a highway-rail grade crossing that affects the PTC
system. These features that affect the PTC system are known as PTC critical features. Any
modifications to a highway-rail grade crossing that includes modification to existing or addition of
new PTC critical features shall be coordinated with SCRRA’s PTC Technical Services Group.
Refer to CHECK B4 U CHANGE Figure 8-5 that shows items that are considered PTC critical
features.

FIGURE 8-5. CHECK B4 U CHANGE

Commissioning of PTC with Changes to PTC Critical Features

Prior to placing a new or modified highway-rail grade crossing into service, the physical
characteristics of the crossing must be surveyed and incorporated into the PTC Subdivision
(Subdiv) file. The changes to the Subdiv file must then be verified by on-site measurement and
verification per the SCRRA prescribed Verification and Validation (V&V) Process. The Subdiv file
must also be verified by lab testing through SCRRA’s PTC Technical Services Group. Only after
these processes have been successfully completed and documented can the crossing
commissioning process be moved forward. The designer responsible for the crossing design must
coordinate with SCRRA’s PTC Technical Services Group in order to establish schedule and
budget for accomplishing these sub-tasks.
Closing Crossing
Highway-rail grade crossings that are to be closed shall require coordination with all active users
of the crossing. Stakeholders shall be informed of the pending closure per state and municipal
requirements. A crossing that is to be closed shall at minimum meet appropriate municipal
requirements for a dead end, cul-de-sac or other road closure method. The designer is directed
to the FHWA Grade Crossing Handbook, third edition, Chapter 2 Engineered Treatments –
Closure or Separation section for guidance on closing a crossing.

9.0 DRAINAGE AND GRADING

9.1 SCOPE
The design criteria for drainage facilities and grading located within SCRRA ROW and for other
drainage facilities located outside SCRRA ROW that are affected by SCRRA construction are
discussed below. In general, modification or relocation of existing drainage facilities belonging to
an agency other than SCRRA shall be “replacement in kind” or “equal construction,” unless
conditions of flow, loading, or operation are altered. If conditions are altered, designs shall
conform to the design criteria and the standards of the agency involved.
These drainage design criteria are intended to protect SCRRA facilities from storm water damage
and to drain the ROW within a reasonable amount of time to minimize risk of damage. Local water
accumulation weakens the track subgrade, interferes with walkways, and increases vegetation.
Good drainage practices that follow industry standards for design also protects SCRRA from
liability from damage to other property due to storm water flows caused by the construction of
SCRRA improvement.
The site must be assessed for flood related climate vulnerability (see Section 3.3) to ensure it is
designed to be resilient to future climate conditions.
9.2 GENERAL DRAINAGE DESIGN REQUIREMENTS

Criteria for design of SCRRA system drainage facilities are provided in the sections below. In
some cases, other more stringent criteria may govern the design. The designer shall evaluate
whether criteria by FHWA, FEMA, Caltrans, the city, the county, the reclamation board, the flood
control district, or the local FEMA floodplain administrator, or other regional or local jurisdictional
limits apply. If so, the more stringent design criteria shall be adopted by the designer.
If the site is in a location projected to be exposed to increased depth of 100-year flooding or
identified in the CVA as highly vulnerable to flooding, the designer shall consider alternative
design and obtain SCRRA approval. Partnerships should be explored with local flood control
districts to identify and solve localized flooding to Metrolink tracks where it originates from
overtopped flood control channels.
Pumps are required in tunnels or depressed grade separated crossings capable of 24/7 pumping
out storm and ground water will be updated and/or replaced with readily available inexpensive
pumps that can be quickly replaced if failure occurs. The size of pump required shall be reviewed
for adequacy and have back-up pumps available.
9.3 PERMITTING
On behalf of SCRRA, and unless directed otherwise by SCRRA, the design consultant shall
coordinate with floodplain development and environmental permitting agencies, obtain and submit
all permit applications, and track progress of each permit. The design consultant shall submit draft

permit applications and all accompanying data to SCRRA for review and approval prior to
submittal to the agencies. When all permits have been obtained, the design consultant shall
transmit a “Permit Completed” letter, complete with the original and one copy of the permit
documents, to SCRRA for handling with construction forces. Permit letters shall conform to the
following:
1. Permit letters shall identify what SCRRA proposes to do, what additional information is
included, a request for permit determination, and where additional information can be
obtained or questions answered.
2. Requests for permits shall be made to all agencies that have jurisdiction. Some agencies
will request notification only and have no formal permit requirements.
3. All permits and forms shall be completed and signed by the design consultant acting on
behalf of SCRRA.
4. One letter shall be used to notify as many agencies as practical.
5. All required figures, tables, and supporting information, as well as a photograph of existing
structures, shall be included with the permit letter.
6. Where permits require payment of fees, supporting forms and documents shall be
submitted in completed form and payment made by the design consultant.
a. Prior to payment, the design consultant shall notify SCRRA Project Manager of fees
that have not been accounted for in the project or if the fees exceed the amount
budgeted for the project.
7. Where permitted, the design consultant shall sign all permit correspondence on behalf of
SCRRA. All draft and final correspondence will be copied and provided to SCRRA.
Upon receipt of permit approvals from all agencies, the design consultant shall transmit a final
permit letter to SCRRA stating that all permit activity is completed and provide copies and
summaries of all permits.
9.3.1 Non-SCRRA Drainage Facility Connection to SCRRA Drainage Facilities

Non-SCRRA drainage facilities being designed to interconnect with SCRRA drainage facilities
shall conform to the drainage criteria of this chapter. Upon completion of construction, as-built
drawings shall be provided to SCRRA. This applies to SCRRA projects as well as any Third-Party
Projects.
Third Party Project teams are encouraged to reach out to SCRRA early in the design process to
avoid delays and design changes during the Right-of-Entry Permit process. Standard plan review
fees will apply, refer to the latest Right-of-Way Encroachment process on Metrolink’s Engineering
& Construction webpage at www.metrolinktrains.com.
9.4 HYDROLOGY
9.4.1 Design Storm Frequency

Table 9-1 provides guidelines on the storm frequency to use in developing design discharge rates
for SCRRA drainage facilities. In some cases, other more stringent criteria may govern the design.

The engineer shall evaluate whether criteria by FHWA, FEMA, Caltrans, the city, the county, the
reclamation board, the flood control district, or the local FEMA floodplain administrator, or other
regional or local jurisdictional limits apply. If so, the more stringent design criteria shall be adopted
by the design consultant. In locations identified as highly vulnerable to flooding in the CVA
increase the design storm frequency required to account for larger expected flow rates.
TABLE 9-1. DESIGN STORM FREQUENCIES*

Drainage Area Storm Frequency
All culverts and drainage crossing the SCRRA mainline and low chord/soffit = 50-year
mainline siding tracks subgrade = 100-year***
All culverts and drainage crossing industrial leads, yards, and low chord/soffit = 25-year
customer-owned or third-party tracks** subgrade = 50-year
All new or replacement conduit in all off-track cases where 10-year
drainage is picked up by means of a head wall, and where inlet
or outlet conditions control the hydraulics
Track Roadbed Ditches (to top of subballast) 10-year
Main storm drains 10-year
Parking lots 10-year
All longitudinal drains or subdrains that could flood the roadbed 10-year
All sump condition areas (defined as a low area which prevents 50-year
the free passage of water with consequent flooding of streets
of Private property).
All other areas 50-year
* Where an established FEMA -mapped floodplain exists, bridges, culverts, and channel improvements shall also
comply with the requirements of the NFIP as administered by the local FEMA floodplain administrator.
** If a drainage structure crosses under both mainline and non-mainline tracks, the most restrictive criteria shall
apply.
*** Regardless of whether the structure is in a FEMA -designated floodplain, the 100-year water surface elevation
of any replacement opening shall be compared with the existing condition 100-year water surface elevation, and
the waterway shall be sized such that impacts on the water surface profile conform to SCRRA, FEMA, or other
local water surface or freeboard criteria, whichever is more restrictive.
9.4.2 Hydrologic Methodology

Design flow rates shall be determined by the design consultant using the most current, local
appropriate methods accepted by the industry as applicable for the particular watershed
conditions that drain to the design point. In most cases, methods that provide peak instantaneous
flow rates rather than hydrographs are appropriate.
Many methods are available for use by hydraulic engineers in estimating peak flow rates for
design, including those in the AREMA Manual for Railway Engineering, Chapter 1, Part 3. Some
agencies, such as Caltrans, provide hierarchical lists for selection of methods while other local
jurisdictions may have mandates for methods that need to be used. As noted above, design
methods in common use by other local designers should be researched and applied, with
documentation provided justifying the designer’s selection. The final choice of method is left to
the discretion of, and appropriate application by, the responsible hydraulic design engineer acting

in full compliance with industry standards and local jurisdictional requirements. Future climate
change conditions should be incorporated into the engineer’s methodology.
• Unless governed by local jurisdictions, peak flow and hydrograph procedures described
in FHWA HDS No. 2, “Highway Hydrology,” as adopted or amended by Caltrans, are
considered fully applicable to determining design discharges for SCRRA facilities.
For tidal areas, it is assumed that hydrology can be obtained using the same methods as for
non-tidal sites. If in the judgment of the designer, further refinement is required, the designer will
so recommend and obtain approval from SCRRA before proceeding.
Many government agencies have developed storm water management master plans that include
peak flow estimates at various locations within their jurisdiction. These generally include existing
condition as well as ultimate development flow rates developed using the most current and
watershed-appropriate methods. The designer should verify the downstream facilities have been
upgraded to the ultimate development as shown in the storm water management master plan.
Where published flow rates exist, the designer should adopt the published values unless
justification in support of alternative flow rates is approved by SCRRA.
Design for existing condition flows is allowed unless use of previously published ultimate
development flows is mandated by flood control districts or other jurisdictions that will require a
permit application. In the presence of published ultimate development rates but the absence of
mandates for their use, the designer should apply methods that incorporate only those future
developments that can be reasonably predicted. Where less than ultimate development rates are
suggested, the designer shall provide his/her recommendation to SCRRA and receive approval
from SCRRA before proceeding. Flow rates published in FEMA flood insurance reports are
generally not recommended for design, but this is left to the discretion of the designer.
Storm scenario shall be based on future precipitation/flood projections.
9.4.3 Critical Storms for Rainfall--Runoff Methods

Some procedures for developing peak flow rates for various recurrence frequencies require
conceptualizing a design storm for the selected frequency; this is then transformed into a design
hydrograph or peak flow rate. Unless restricted by local jurisdictions or industry standards, the
designer may assume that the frequency of the peak flow rate resulting from a rainfall-runoff
method matches that of the design storm. Because many storm conceptualizations have the same
recurrence frequency, consideration of the storm that produces the most critical peak flow is
recommended.
9.5 HYDRAULICS
9.5.1 Cross-Track Bridge and Culvert Hydraulic Design Methods

Bridges and culverts that pass water from one side of the tracks to the other shall be designed by
using detailed topographic contour maps or surveyed cross sections and existing structure
geometry information to develop models of water-surface profiles for both the low chord/soffit and
subgrade events along the stream and through the structures, both for the existing conditions and
proposed new or replacement conditions. Water-surface profiles shall be computed by the latest
version of public-domain backwater profile software, and results shall document the version used.

Some jurisdictions, particularly cities or counties that have implemented the NFIP and created
detailed-study regulatory Zone AE floodplains and floodways, may require analysis of the
proposed SCRRA facility impacts using the same software used in mapping the floodplains. In
such cases, it will be acceptable for the designer to complete the design and perform the required
before-and-after comparison using the agency model.
Adverse backwater effects of under-sized non-SCRRA facilities downstream of new or
replacement cross-track or off-track SCRRA structures may occur if the facilities have lower flood
passage capacities than SCRRA standards. These limited-capacity facilities may result in
unreasonable costs in order to meet the criteria discussed in Section 9.3. If the limiting structure
is likely to be replaced with an appropriately matched structure in the near term, the design can
proceed, upon SCRRA approval, as though the condition is improved. Regardless, the backwater
shall be assessed, and one alternative meeting SCRRA criteria shall be provided. The alternative
may include a relief structure within SCRRA ROW to preclude inundation of the track, protect the
downstream pipe, or protect downstream property owners. Care shall be exercised in designing
junctions between larger culverts and smaller pipes to avoid an abrupt change of cross section,
which might cause deposition of debris and clogging of the drain.
SCRRA system bridges and culverts conveying cross-track flood flows shall be designed to freely
pass low flows and accommodate high-water conditions as follows:
1. Drainage facilities for the SCRRA system shall be designed with no increase of water
levels on developed properties and no increases in erosion, sedimentation, or other
adverse impacts on downstream developments.
2. For all cases, the opening will be sized so that the water surface for a low chord/soffit
event will rise no higher than the lowest low chord of the bridge or soffit (crown) of the
culvert.
3. For all cases, the opening will be sized so that the energy grade line for a subgrade event
will not rise above the adjacent subgrade elevation (defined as 2.81 feet below top of rail
elevation).
4. Both SCRRA criteria and local regulatory flood passage criteria shall be evaluated. The
SCRRA criteria shall be adopted unless FEMA or other applicable flood regulations are
more restrictive.
5. If the opening does not meet the criteria, a larger opening will be proposed provided that
changes do not impact downstream development or violate other applicable flood
regulations. For bridges, this enlargement will be lateral to the extent possible, and for
culverts, the enlargement will be the fewest and largest culverts practicable to fit the
existing channel width while meeting structural cover and spacing requirements and
construction constraints.
6. If it is found that insufficient channel area exists to meet the criteria, even with maximum
widening, consideration will be given to adding relief structures on the overbank floodplain,
raising the SCRRA grade, or other reasonable alternatives.
7. The design of any drainage facility shall incorporate all applicable requirements to reduce
erosion and control sedimentation caused by the drainage facility or construction activities.

8. Any requests for incorporating designs with surcharge at culverts for the low chord/soffit
event will be considered for an above-soffit variance only if the surcharge amounts do not
exceed FHWA, Caltrans, city, county, reclamation board, flood control district, or other
regional or local jurisdictional limits on the surcharge ratio of headwater depth to culvert
opening height. In all cases, the surcharged water level for the low chord/soffit event must
not exceed 0.5 foot below subballast.
9. Replacement structures shall generally be steel beam spans, double-cell concrete box
girders or slab girders, concrete box culverts, or circular corrugated metal pipe culverts (a
minimum of 24-inch diameter under mainline and mainline siding tracks). Unless otherwise
specified, replacement structures will be per SCRRA standards, including roadbed
sections for track construction, prestressed concrete trestles, corrugated metal pipe
culverts, and reinforced concrete box culverts.
Many SCRRA projects include parallel track construction, adding a second mainline or siding
track alongside an existing mainline. The designer should initially design the drainage structure
for the new track to match the hydraulics of the existing structure assuming it will remain
unchanged, regardless of whether or not the existing condition meets the criteria discussed in
Section 9.4. For adjacent non-SCRRA structures, the impacts of the new SCRRA structure on
the adjacent non-SCRRA structure should be evaluated and any modification needed to the
non-SCRRA structure should be included in the recommendations for the new SCRRA structure.
The agency or municipality responsible for ownership and/or maintenance of the non-SCRRA
structure should also be consulted prior to selection of the final structure type.
On a case-by-case basis, SCRRA may request analysis of the waterway opening and structure
size that would be required for both existing and proposed structures to meet the criteria
discussed in Section 9.4 and may choose in the interim to install the recommended structure for
the second track assuming that the existing structure might be eventually replaced to match. On
a case-by-case basis, increase hydraulic openings in bridges and culverts to accommodate the
predicted increase in runoff during a peak rainstorm. Rainfall in mountain areas may increase as
much as 25% (as per Caltrans) in some areas which would potentially increase runoff in streams
close to hillsides.
9.5.2 Hydraulic Design of Storm Drains, Ditches, and Off--Track Drainage Facilities
In the case of ditches, the design consultant can recommend that the design storm return period
be increased to balance the planned life and development potential of the structure or area to be
protected. Drainage facilities that remove water from the surface of bridge decks, the track, and
adjacent ground shall have adequate capacity to safely discharge it to the adjacent conveyance
facility.
In all off-track cases where drainage is picked up by means of a head wall, and where inlet or
outlet conditions control the hydraulics, the new or replacement conveyance conduit shall be
designed as a culvert but using the design storm, or higher if required by other jurisdictions, as
the low chord/soffit design storm.
Where a pipe or other closed conduit is part of a storm drain system and crosses the track or
track bed, it shall be designed as a storm drain with the same design storm as the remainder of
the system to which it is connected.

Ditches providing open channel conveyance of runoff generally parallel to the track should be
designed to accommodate the design storm per Table 9-1 and should be protected against
erosion or scour up to the design storm.
Trapezoidal-shaped ditches are preferred due to their higher hydraulic efficiency and ease of
maintenance. Triangular shapes require less ROW but are not as readily maintained with a
grader. Rectangular shapes are generally used in rock areas.
Wherever avoidable, transverse ditches shall not intersect parallel ditches at right angles.
Transverse ditches shall join parallel ditches at an angle of approximately 30 degrees or less as
allowed by the site condition to minimize confluence bed and bank scour and sedimentation.
Scour Design and Mitigation Criteria Scour is the engineering term for erosion caused by flowing
water excavating and carrying away bed and bank material. Scour is the most common cause of
bridge failure. Scour at bridges consists of three components: (1) long-term aggradation or
degradation of the stream channel (natural or human-induced), (2) contraction scour due to
constriction or the location of the bridge, and (3) local scour. Bridge design must appropriately
account for the scouring effects of the design storm, at a minimum. Scour analysis and
countermeasure methods have been studied extensively. Some of the most commonly accepted
methodologies have been presented by the Federal Highway Administration in various Hydraulic
Engineering Circulars. Table 9-2 presents a number of these circulars and the subjects applicable
to railroad structures.
TABLE 9-2. SCOUR TOPIC LOCATIONS

Counter-
Scour measure
Assessing Scour Analysis Design for
Long Term Analysis at Counter-measure Counter-measure Coastal
Circular Degradation at Bridges Culverts Selection Design Guidance Environment
HEC-11 X X
HEC-14 X X X
HEC-18 X X X
HEC-20 X
HEC-23 X X
HEC 25 X
Coastal revetment design improvements shall address inadequate armor layer, inadequate
underlayer, flanking, toe scour, and overtopping splash as discussed in the Federal Highway
Administration Hydraulic Engineering Circular 25 Chapter 7 Coastal Revetment. Riprap
revetments are a common method of protection for coastline track embankments, culvert outlets,
abutments and embankments at bridges. Grouting of riprap is a common practice where there is
a need to reduce the total thickness of a stone revetment. Where grouted rock riprap is planned
for scour or erosion protection, the design shall comply with the grouted rock specifications
included in SCRRA Standard Specifications, Section 34 80 11, Stone Revetment (Riprap). Any
modification to the riprap requirements above for a specific crossing or situation shall require
approval from SCRRA.

For 100-year velocities over 14 feet per second in metal culverts, SCRRA requires that the culvert
invert be paved with concrete to prevent abrasion.
9.6 DRAINAGE SYSTEM FEATURES
9.6.1 General
A portion of SCRRA ROW exists in urban areas where drainage cannot be accomplished using
open ditches or channels with culverts under the tracks connecting flow from these open ditches
or channels. At some locations, existing roadways do not allow for adequate railroad drainage or
block drainage. Inlets, manholes, and storm drain piping may be necessary to provide adequate
drainage of the ROW.
9.6.2 Culverts
General
A culvert is defined as a drainage structure crossing under a track or roadway embankment and
connecting with open channels at both ends. Culvert sizing for drainage under track shall be
designed in accordance with the hydraulics and hydrology requirements discussed in
Sections 9.1 through 9.5.
• Culvert lengths shall be per ES 6302-01 and ES 6302-02.
• Culvert inlet and outlet headwalls shall be per ES 6003-03, ES 6003-04 and ES 6301
through ES 6310.
• Headwalls 4 feet in height or within 20 feet of the nearest track require handrails per ES
6301 and CPUC GO No. 118.
Minimum Size
The minimum diameter of pipe for culverts under tracks shall be 24 inches, and the minimum
diameter of pipe for culverts not under tracks shall be 18 inches.
Design Considerations
Where headroom is restricted, box culverts or a circular pipe with a buried invert shall be
considered. A pipe arch may be considered as an alternative. An acceptable procedure for
selecting a pipe arch is to determine the required circular pipe and then to select the equivalent
pipe arch. If an arch pipe is selected, a low-cement-content flowable fill or similar material for
backfill under the haunches shall be provided.
Abrupt changes in direction or slope of pipe shall be avoided. Where such abrupt changes are
required, an inlet or manhole shall be placed at the point of change.
The minimum culvert grade shall be 0.35 percent. Grade shall be computed as a straight line
between the inlet and outlet elevations. Culverts shall be placed on the most economical slope
and at the most economical depth but must meet the height of cover requirements detailed in the
AREMA Manual for Railway Engineering, Chapter 8, Part 16, for reinforced concrete box culverts.
Height of cover requirements for smooth steel and corrugated steel pipes must adhere to ES

6340, Tables 1 and 2 respectively. Cover requirements for structural steel plate pipes must adhere
to Chapter 1, Part 4, Section 14.
Material
• Smooth steel, corrugated steel, and structural steel plate pipes passing beneath tracks or
railroad maintenance roadways shall be aluminized Type II coated metal pipe in
accordance with SCRRA Standard Specifications, Section 33 42 00, Culvert and Drainage
Pipe and the latest ES 6340.
• Reinforced concrete box culvert material shall be in accordance with ES 6003-01 and ES
6003-02.
• Culverts under tracks and railroad access roads shall meet gage, wall thickness,
corrugation, and joint coupling requirements shown in the latest SCRRA Pipe Culvert
Standards.
• If using jacking and boring as an installation method, smooth steel material may be used
in accordance with SCRRA Standard Specifications, Section 33 42 00, Culvert and
Drainage Pipe.
Cover
Culverts under tracks shall have a minimum cover of 4 feet or half the diameter of the culvert,
whichever is greater, measured from the top of culvert to bottom of track tie unless specifically
designed for less cover with approval from SCRRA. Culverts not under tracks shall have a
minimum of 4 feet of cover within 45 feet of the track centerline and a minimum of 3 feet of cover
elsewhere.
Debris Control
Culverts and waterways shall be sized with sufficient headroom to accommodate all debris
contained within the maximum design flow. For SCRRA system drainage structures receiving flow
from open channels and areas that may contribute debris, static inlet head shall not be used in
determining the size of the opening.
If the drainage structure is protected from debris by existing conditions upstream, or if the structure
is part of an enclosed storm drain system with all grated or protected inlets, static head may be
considered in computing the capacity. The static head on the entrance to the culvert and the
water-surface elevation in the system at peak conditions shall not be higher than can safely be
contained by headwalls, ditch banks, and tributary drainage systems. Trash racks or screens for
culvert-inlet protection shall not be provided. Where culvert headroom is required for debris, the
design shall not allow headwater and tail water depths to exceed 80 percent of the culvert
diameter or height. Draw down at the entrance to this depth shall not be construed as meeting
this requirement unless it can be shown that the draw down allows free passage of all debris. The
use of a transition flume is the preferred method of satisfying this requirement.
9.6.3 Drop Inlets

Drop inlets and manholes shall conform to Caltrans Standard Plans except when, in special
circumstances, they are located outside SCRRA ROW, where local agency standards apply. Drop

inlet capacities for specific types of drop inlets under various conditions shall be calculated in
accordance with Caltrans HDM Chapter 837 and FHWA HEC No 22. Manholes shall conform to
APWA Standard Plans for Public Works Construction or local agency standards, as applicable.
Drop Inlet Location and Spacing

Drop inlets on continuous grade, in track ditch, shoulder, or swale areas or in a depressed median
between tracks where water is trapped, may be depressed in a drainage dike with side slopes of
8:1 to increase capacity.
If the capacity of the waterway portion of the track ditch, shoulder, swale, or depressed median
between tracks where water is trapped exceeds the inlet capacities, the drop inlet capacities shall
govern the spacing of drop inlets.
If the capacity of the allowable waterway portion of the track ditch, shoulder, swale, or depressed
median section between tracks where water is trapped is less than the drop inlet capacities, the
capacity of this portion of the track ditch, shoulder, swale, or depressed median section between
tracks where water is trapped shall govern the spacing of drop inlets.
On shoulder (without swale) sections, the maximum spacing of drop inlets shall not exceed
450 feet. Inlet spacing in depressed median sections between tracks where water is trapped and
in shoulder or swale areas shall not exceed 900 feet. If analysis of drop inlet capacities results in
a spacing of less than 100 feet, then consideration shall be given to re-spacing the drop inlets by
allowing channel flow to bypass the inlets.
In general, a 10-year storm of 5-minute duration shall be used for spacing drop inlets. Drop inlet
spacing may be generally determined from inlet capacity, giving due consideration to the
percentage of water bypassing the inlet and along tracks, the maximum amount of ponded water
safe for the track structure and trains.
When there is a change in pipe size in the inlet, the elevation for the top of pipes shall be the
same, or the smaller pipe shall be higher. A minimum drop of 4 inches shall be provided in the
inlet between the lowest inlet-pipe invert elevation and the outlet-pipe invert elevation.
Handrails
Inlet and storm drain headwalls at inlets and outlets exceeding 4 feet in height or within 20 feet of
the nearest track require handrails per ES 6301 and CPUC GO No. 118.
9.6.4 Storm Drains and Manholes

Storm drains are typically used to pass storm water from one side of the ROW boundary to the
other side of the ROW boundary. In addition, they may be used for SCRRA facilities such as
station platforms, parking lots at stations, and under paved roadways to such facilities. Manholes
are placed to facilitate grade and direction changes of storm drains as well as to provide locations
for access and clean-outs. Manholes for non-SCRRA storm drains shall not be located on SCRRA
ROW unless approved by SCRRA and included as part of the real estate agreement for such
facility.

Minimum Size
The minimum diameter of storm pipe for storm drains not crossing under tracks, including
connections to inlets, shall be 18 inches. Where possible, storm drains that can connect to culverts
shall meet the requirements in Section 9.6.2. When not possible, storm drains shall pass under
the tracks as carrier pipes protected by casing pipes.
Material
Culverts and drains with an 18–inch diameter or less under platforms or in station areas not under
tracks or roadways may be Schedule 40 polyvinyl chloride (PVC) or high-density polyethylene
(HDPE) pipe. If under roadways, Schedule 80 PVC or HDPE pipe may be used if adequate cover
meeting design loading parameters is provided.
Manholes shall conform to APWA Standard Plans for Public Works Construction or local agency
standards, as applicable.
9.6.5 Underdrains
Perforated underdrains shall be located in areas where it is anticipated that groundwater may
interfere with the stability of tracks, roadbeds, and side slopes or where ROW constraints make
the standard V-ditch unfeasible. The use of underdrains shall be supported by thorough field
explorations prior to design and may occur in the following places:
• Along the toe of a cut slope to intercept seepage where ditches will not serve the same
purpose (with ditch on uphill side of track)
• Between tracks at locations of outside station platforms
• At low points in the profile and 100 feet on each side of a low point
• Across the track or roadway at the downhill end of a cut
• Along the periphery of any paved area under which groundwater is likely to collect
Underdrains may also be provided to collect track surface drainage along tracks, in retained cuts,
on retained embankments, or where several sets of tracks are adjacent, such as in yards.
Underdrains draining soils on SCRRA ROW shall outlet into culverts, storm drain piping, or other
drainage facilities.
Minimum Size
The minimum size of underdrains shall be 6 inches with the pipe designed to run no more than
half full. If the under drain is within 20 feet of the track or under the track, the minimum size shall
be 8 inches. Actual size and perforations shall be determined by the design consultant based on
anticipated groundwater flows to be addressed. The top of under drainpipe shall be a minimum
of 15 inches below the bottom of ballast. Riser cleanouts shall be provided at the beginning of all
under drain runs and at 300-foot intervals.

Filter Material
Underdrain pipe shall be wrapped in permeable geotextile fabric and bedded in aggregate filter
material. Geotextile fabric and filter material gradations for fine and coarse aggregates shall be
based on the findings of the soils engineering investigation.
Underdrain Material
Under drains located under tracks or within 20 feet of a track shall be HDPE with perforations.
Gage, loading and corrugations shall be per the latest SCRRA Pipe Culvert Standards.
Underdrain not located under tracks or within 20 feet of the track may be HDPE or PVC perforated
piping with thickness and strength to be determined by the design consultant based on height of
cover and location of roads or other permanent features.
Slope
The preferred underdrain pipe slope shall not be less than 0.5 percent, with a minimum slope of
not less than 0.2 percent.
Underdrain System Separation
Offsite surface water shall not be captured and flow into underdrain system, such flows shall be
routed in a separate drainage system.
9.6.6 Pump Stations

The use of pump stations shall be avoided. The use of a pump station shall be based on a
comprehensive analysis of initial outlays for gravity drainage versus pumping, and future
maintenance and operating costs of a pump station. A thorough economic analysis must be made
to justify the use of pump stations. If the pump station alternative is selected and recommended
to SCRRA, it shall conform to the details contained in Chapter 17.
9.7 GRADING
9.7.1 General
Ditches and other drainage features shall be graded to drain as shown in the plans. Water shall
not pond on SCRRA ROW. Linear swales shall be designed along flood prone track to direct
water away from the track bed.
9.7.2 SCRRA Maintenance Vehicle Access

Maintenance vehicle access, particularly to turnouts, signals, and curve lubricators, shall be
provided. These typically create berms or “ditch blocks” across drainages. The designer shall
provide culverts or storm drains, including the use of drop inlets and manholes, as necessary to
provide continuous drainage on SCRRA ROW.
9.7.3 Surface Grading and Drainage

The following are guidelines for surface drainage design associated with SCRRA projects in areas
beyond the trackway drainage.
• Pedestrian Areas:

o Comply with ADA criteria in pedestrian areas.

o Minimize surface water level and velocity to maintain a safe walking surface.
o Minimum grade shall be 0.5 percent and maximum grade shall be 2.0 percent in open
plaza areas. Special drains shall be installed as necessary.
o Maximum water surface over drains shall be 0.5 inch.
o Maximum water velocity in pedestrian areas shall be 2 feet per second.
• Parking lots:
o General
 Asphalt parking stalls shall have the following limits on steepness and flatness of
slope:
• Steepness: 4 percent preferred slope (5 percent maximum) in any direction in a
non-ADA parking stall
• Flatness: 1.5 percent preferred slope (1 percent minimum)
 Asphalt parking traveled area shall have a preferred slope of not more than
5 percent with a 6 percent maximum slope in any direction in a traveled area
 Asphalt parking shall have a preferred slope of not more than 1.5 percent with a
maximum of 2 percent slope in any direction
 Asphalt parking 0.5 percent minimum slope in any direction
o Driveway Slopes and Ramps
 20 percent maximum slope on driveway or ramp
 10 percent maximum cross slope of a driveway or ramp
 Transition slopes are required when the slope of the driveway of ramp exceeds
12 percent
o Comply with ADA criteria regarding slopes at parking spaces and access aisles
designated for accessible parking. Accessible parking spaces shall be located at an
optimum location within the parking lot, to provide easy access to the station.
o Remove storm water by overland flow to a gutter or curb and gutter, then to an inlet
where the water will enter a closed drainage system.
o Overland flow shall be a minimum of 1 percent grade and shall not run for more than
175 feet before being intercepted by a drainage structure such as a gutter or a drain.
o The maximum flow distance in the gutter in a parking area shall not exceed 120 feet”
before being collected in a drainage system.
• SCRRA Right-of-Way Streets
o General
 Maximum 6 percent slope
 Desirable 5 percent slope

 Minimum 0.5 percent slope

 Desirable 1 percent slope
 Cross-slope 2 percent
 Crown cross section except on curves where 2 percent continuous cross-slope
toward center of curve may be used
o Maximum Grade Differentials:
 Crest Vertical Curve 9 percent
 Sag Vertical Curve 6.5 percent
 Crest and sag curves at top and bottom of ramps without parking may exceed
these differentials, but must use a vertical curve 20 feet in length or more.
o Keep the water surface below top-of-curb and from flowing more than 0.5 inch deep
in the traveled way.
o The traveled way can be described as the lane that begins eight feet away from the
face of curb.
o Water surface elevation shall be controlled by adding catch basins as necessary.
9.7.4 Grade Crossings

All surface drainage along the roadway approaches to the roadway-rail grade crossing and across
the crossing itself shall be channeled away from the roadway-rail grade crossing to minimize
opportunities for hydroplaning within the roadway-rail grade crossing and approaches. In
particular, the following conditions shall apply to surface drainage within the area of roadway-rail
grade crossings:
• All surface runoff within the roadway-rail grade crossing shall be collected by appropriate
drainage devices outside the limits of the track structure. Minimize surface flow from
entering the track section.
• For all approaches to the roadway-rail grade crossing, a roadway cross-fall and
cross-slope transition at a nominal 2 percent to the highway gutter shall be considered.
• Sufficient drainage and cross-flow shall be provided within the design drawings.
• Roadway and track drainage systems shall be continuous within the limits of the crossing.
9.7.5 Vegetation
SCRRA is required to maintain its ROW clear of vegetation that is a fire hazard or may harbor
vermin. Ground cover cannot be presumed to control erosion, except as provided for in SCRRA
Standard Specifications, Section 32 91 00, Soil Erosion, Sediment Control, Topsoil and Seeding.
Refer to Chapter 26, Landscaping Design Criteria for the design, construction, and maintenance
of vegetation.
Plant drought tolerant vegetation that stabilizes slopes and contributes to erosion prevention in
areas that can support vegetation without irrigation while also minimizing wildfire risk.

9.7.6 Construction
Positive drainage of all portions of all construction sites must be maintained in order to avoid
saturation of the track embankment or deposition of silt in track ballast.
Linear swales shall be designed and constructed along flood prone track to direct water away
from the track bed.
9.8 POST CONSTRUCTION STORMWATER QUALITY
9.8.1 References
The latest edition of the following references and guidelines shall be considered for use in the
design of SCRRA facilities to address post construction stormwater quality.
• Post-Construction Water Balance Performance Standard; related information is included
in Appendix 2 of Construction General Permit
(https://www.waterboards.ca.gov/water_issues/programs/stormwater/docs/constpermits/
wqo_2009_0009_app_2.pdf); the corresponding Post-Construction Water Balance
Calculator is now provided electronically in Stormwater Multiple Application and Report
Tracking System (SMARTS)
(https://smarts.waterboards.ca.gov/smarts/faces/SwSmartsLogin.xhtml)
• California Stormwater Quality Association (CASQA) Industrial & Commercial Best
Management Practice (BMP) Online Handbook
(https://www.casqa.org/resources/bmp-handbooks/industrial-commercial/industrial-com
mercial-bmp-online-handbook); requires subscription
• California Stormwater Quality Association (CASQA) Municipal Best Management
Practice (BMP) Online Handbook
(https://www.casqa.org/resources/bmp-handbooks/municipal-bmp-handbook)
• California Stormwater Quality Association (CASQA) New Development &
Redevelopment Best Management Practice (BMP) Online Handbook
(https://www.casqa.org/resources/bmp-handbooks/new-development-redevelopment-bm
p-handbook)
• California Phase II Low Impact Development (LID) Sizing Tool
(http://owp-web1.saclink.csus.edu/LIDTool/Start.aspx)
• Low Impact Development Manual for Southern California: Technical Guidance for Site
Planning Strategies
(https://www.casqa.org/sites/default/files/downloads/socallid-manual-final-040910.pdf)
• State, regional, or local standards, ordinances, codes, and design criteria as applicable
9.8.2 General
Criteria for design of SCRRA system post construction stormwater quality facilities are provided
below. The post construction phase is synonymous with operations and maintenance and will be
used interchangeably in this section. In some cases, other more stringent criteria may govern the
design. The design consultant shall evaluate whether criteria by State Water Resources Control

Board (SWRCB), Regional Water Quality Control Board (RWQCB), the city, the county, or other
regional or local jurisdictional limits apply. If so, the more stringent design criteria shall be adopted
by the design consultant.
There are two main factors that trigger compliance with post construction stormwater quality
requirement. The first factor is the addition of or impact to impervious surfaces such as, but not
limited to, pavements, building envelopes (i.e. stations, maintenance facilities, etc.), platforms,
access roads, closed deck bridges, signal houses, slope paving, etc. When no local jurisdictions
apply, the default post construction stormwater quality requirement is the post construction
stormwater performance standard of the Construction General Permit (CGP), Order no.
2009-0009-DWQ (NPDES no. CAS000002) and amendments.
The second factor is related to project features that are part of an industrial activity as defined by
the federal government, such as layover yards, maintenance facilities, etc. The related
requirement is covered in the Industrial General Permit (IGP), Order no. 2014-0057-DWQ
(NPDES no. CAS000001) and amendments. Complying with applicable post construction
stormwater quality requirements normally requires demonstration that project runoff is treated so
as to filter applicable pollutants of concern generally associated with rail use. This compliance
also requires that drainage impacts (i.e., peak flow, volume, etc.) are also mitigated.
For any introduced impervious surface, the mitigation is normally two-fold. The first is to mitigate
for the drainage (flood control) impact (the major portion). The second is to mitigate for the
stormwater quality impact (the minor portion). Both of these elements are related as there is
overlap and needs to be coordinated during the design process.
Compliance with local conditions and/or coordination with a Phase II permittee may override or
overlap the above requirements.
9.8.3 Water Quality Requirements

As stated in Section 9.8.2 General, the default post construction stormwater quality requirement
is imposed statewide by the SWRCB which is the post construction stormwater performance
standard of the CGP, or the IGP for any industrial activity. The CGP specifies runoff reduction
requirements for all sites not covered by a Phase I or Phase II MS4 NPDES permit, to avoid,
minimize and/or mitigate post-construction storm water runoff impacts. These requirements are
identified in Section XIII Post-Construction Standards of the CGP Order. They are summarized
as follows:
1. For water quality impacts, use non-structural controls. If infeasible, use structural controls.
2. Perform a post construction water balance calculation for the 85th percentile storm event
and demonstrate no adverse condition between the pre-project and post-project phases.
3. Implement BMPs to reduce pollutants in post construction phase.
4. The related calculations may be a separate document, included as part of the online PC
water balance calculations in SMARTS, and/or both.
For projects that involved activities of an industrial nature (i.e., layover, maintenance facilities,
etc.), the statewide Industrial General Permit (IGP) applies during operations and maintenance.
The Statewide General Permit for Stormwater Discharges Associated with Industrial Activities,

Order 2014-0057-DWQ implements the federally required stormwater regulations in California for
stormwater associated with industrial activities discharging to waters of the U.S. The IGP
regulates discharges associated with 10 federally defined categories of industrial activities. The
IGP requires the implementation of BMPs, a site specific SWPPP, and monitoring plan. The IGP
also includes criteria for demonstrating no exposure of industrial activities or materials to
stormwater and no discharges to waters of the U.S.
Multiple Separate Storm Drain System (MS4) permits were issued in two phases:
• Under Phase I, which started in 1990, the RWQCBs adopted NPDES stormwater permits
for medium (serving between 100,000 and 250,000 people) and large (serving 250,000 or
more people) municipalities. Many local agencies within the jurisdiction of SCRRA have
been issued a Phase I MS4 permit as a group.
• On April 30, 2003, as part of Phase II, the SWRCB issued a General Permit for the
Discharge of Stormwater from Small MS4s (Order No. 2003 0005 DWQ) to provide permit
coverage for smaller municipalities (population less than 100,000), including
non-traditional Small MS4s, which are facilities such as military bases, public campuses,
prisons, and hospital complexes. The Phase II Small MS4 General Permit covers Phase
II Permittees statewide. On February 5, 2013, the current Phase II Small MS4 General
Permit (Order No. 2013 0001 DWQ) was adopted and became effective July 1, 2013.
One of the non-traditional Small MS4 categories included in the permit are local transportation
planning agencies, such as Bay Area Rapid Transit, CalTrain, Golden Gate Bridge (Highway and
Transportation District), High Speed Rail, MTS, North County Transit District, and Valley
Transportation Authority. These latest categories and agencies are reflected in Attachment B
(conformed unofficial draft) of the permit. SCRRA was not included in the permit as a
non-traditional Small MS4. However, SCRRA does currently overlap non-traditional Small
MS4 permittees such as the following:
1. California State University, Los Angeles – the San Gabriel Subdivision crosses this
jurisdiction; includes the Cal State LA station (the station is owned and operated by City
of Los Angeles)
2. March Air Force Base – the Perris Valley Subdivision crosses this jurisdiction; the Moreno
Valley/March Field station is located here (the station is owned and operated by RCTC)
Even though SCRRA is not a non-traditional Small MS4 permittee, SCRRA does need to
coordinate with those entities. The above permittees either have or are currently preparing the
guidance (compliance) documents that specify the stormwater runoff controls to reduce the
discharge of pollutants and the post construction stormwater standards.
9.8.4 Coordination with Local Conditions

The requirements discussed thus far assume proposed improvements occur in SCRRA
right-of-way and compliance with local conditions is not required. However, the following
instances may invoke compliance with additional post construction stormwater quality
requirements:

1. Local conditions apply such as acquiring ministerial/discretionary permits for, but not
limited to, storm drain connections, encroachment, utility work/connection, grading,
building construction, etc. In this case, the project would need to meet compliance with
local ordinances and municipal codes.
2. A 401 Water Quality Certification is required as part of the environmental permit process
and this certification requires post construction stormwater quality documentation
consistent with the local entity.
In either one of these two cases, compliance with the local Phase I or II permit and corresponding
post construction stormwater quality guidance documents will be required provided the specific
thresholds are met and exemptions are not applicable. The local entity will normally have a
template available to base the project-related post construction stormwater quality checklist
document. Each local agency has a different name for this template (e.g., water quality
management plan, water quality technical report, stormwater quality management plan, LID
report, post construction stormwater management plan, etc.). This document will describe the
approach and proposed BMPs and include tables, figures, calculations, worksheets, and other
attachments. In addition, this document includes information on the maintenance responsibility of
proposed BMPs.
These thresholds typically includes addition of new or reconstruction of existing impervious
surface beyond a minimum area (e.g., 5,000 square feet, etc.). Or the proposed improvements
may meet certain exemptions (e.g., maintenance activity, emergency work, etc.) from complying
with the conditions. This local evaluation also requires that the project be associated with a
particular category of development such as New Development, Redevelopment,
Commercial/Industrial, Parking Lots, etc. The mitigation measures may apply within and/or
outside the SCRRA right-of-way depending on local conditions or environmental process
requirements.
Replacement of impervious surfaces that are part of a routine maintenance activity would normally
not trigger compliance with the local MS4 permit requirements. These activities may include the
following:
1. Replacing roof material on an existing building (e.g., maintenance building, etc.)
2. Rebuilding a structure to original design after damage from earthquake, fire or similar
disasters
3. Restoring pavement or other surface materials affected by trenches from utility work (may
be at grade crossings)
4. Resurfacing existing roads (grade crossing) and parking lots, including slurry, overlay and
restriping
5. Grade crossing improvements within street right-of-way
Typical SCRRA projects that may require compliance with local conditions are the following
(assuming they have an impact on impervious surface):
1. Stations
2. Platforms

3. Parking lots
4. Maintenance yards
5. Closed deck bridges
6. Mainline, spur or siding improvements
9.8.5 BMP Design

In the absence of any guidance from the local agency having jurisdiction, prioritize the selection
of BMPs to remove storm water pollutants, reduce storm water runoff volume, and beneficially
use storm water to support an integrated approach to protecting water quality and managing water
resources in the following order of preference:
1. Infiltration systems
2. Capture and use
3. Biofiltration/Bioretention systems
4. Other BMP type (structural)
Each type of BMP shall be implemented to the maximum extent feasible when determining the
appropriate BMPs for a project. BMPs may be volume or flow based. Refer to CASQA
Industrial/Commercial, Municipal, or New Development & Redevelopment Handbooks for
additional information on design criteria.
Pollutants of concern (POC) associated with railroad use is similar to highway/roadway/freeway
use. Those POC’s include heavy metals, organic compounds, sediments, trash and debris, and
oil and grease.


10.0 UTILITIES
10.1 SCOPE
These design criteria govern new utility construction exclusive of buildings, and the support,
maintenance, protection, relocation, and restoration of utilities affected by construction activities
within SCRRA ROW. Consideration shall be given to the needs of the SCRRA system, the
requirements, and obligations of the public or private utility owner, and the service needs of
adjoining properties when designing a new or modifying an existing utility encroachment.
The site must be assessed for climate vulnerability (see Section 3.3) to ensure it is designed to
be resilient to future climate conditions.

Utilities Commission (CPUC) requirements, FRA safety requirements, and the specific project
requirements. Where any conflict in criteria exists, the stricter criteria shall govern.
10.3 GENERAL REQUIREMENTS

The objective of utility pre-construction activities is to obtain and properly incorporate pertinent
utility information into the contract documents. This information shall include but not be limited to:
• Design and installation requirements
• Protection of utilities and maintaining service during construction
• Safety and regulatory requirements
Information to be acquired includes the following:

• Owner
• Type
• Size
• Condition
• Easement
• Location
o Horizontal
o Vertical

Information pertains to all utilities within the existing ROW of existing and proposed utilities
affected by construction within SCRRA ROW. Including the disposition of utilities within proposed
ROW, easements, or TCE’s to be acquired by SCRRA. The following shall be clearly identified
with information provided on the contract drawings:
• Utilities to be supported and maintained in place during construction and to be maintained
in service following construction
• Utilities to be reconstructed in place
• Utilities to be temporarily relocated and maintained and then to be restored in the original
location upon completion of the SCRRA improvements
• Utilities to be permanently relocated beyond the limits of SCRRA construction
• Utilities to be abandoned or removed
The requirements of Chapter 15, Excavation Support, shall apply to all trenches and excavations.
• In excavations and trenches, compacting and backfilling should be to 95 percent maximum
dry density as defined in ASTM D698. Clean, suitable backfill material should be
designated.
Utility service to adjoining properties shall not be interrupted except for brief temporary
interruptions for new connections and only with written notice to, and written agreement by, the
adjoining property owners. Replacements for existing sewers, storm drains, or water mains shall,
at a minimum, be designed to provide service equal to that provided by the existing facilities. No
capacity changes or betterments shall be incorporated unless agreed to in writing by the utility
owner and SCRRA prior to final design.
• No utilities shall be routed through existing culverts or existing underground structures.
• No utilities shall be attached to structures carrying railroad loading or structures owned by
SCRRA without specific written approval.
• Utility attachments to structures not owned by SCRRA shall be allowed only with prior
written approval of the agency who owns the structure and SCRRA.
• Utilities that run underneath roadways below railroad structures on SCRRA Member
Agency-owned ROW are permissible, but separate real estate agreements with SCRRA’s
Member Agency must be obtained for each utility.
• In order to help ease climate vulnerability for electrical energy, potential partnerships with
Southern California Edison, Los Angeles, Water and Power, and other local providers in the
Southern California area, will be developed for increased access to renewable energy/diversified
power sources. Similarly, partnerships will be developed with local flood control districts to identify
and solve localized flooding to Metrolink tracks when it originates from overtopped flood control
channels.

10.4 UTILITY AGREEMENTS

Existing utility encroachments are typically covered by a real estate agreement between SCRRA
Member Agencies and the utility owner. These agreements, in the form of a license, lease,
easement, or permit, govern how changes to the utility installation may be made and must be
referenced. In the case of conflict between the utility real estate agreement and SCRRA
procedures and design criteria, the procedures and design criteria shall govern unless otherwise
approved by SCRRA through a Request for Special Design Consideration (see Section 3.2.2).
Applicants for ROW utility encroachments shall follow SCRRA’s “Encroachment Right-of-Way
Process, SCRRA Form No. 36.” This includes a written statement of the request for
encroachment, a completed Encroachment Application Form (available online at
www.metrolinktrains.com).
10.5 RELOCATION OF EXISTING UTILITIES

Existing utilities that are potentially affected by construction within SCRRA ROW shall be
identified through the procedures identified in Section 5.8.1 Utilities in the SCRRA Design
Procedures Manual.
The responsibility for the design and relocation of the affected utilities shall be determined based
upon review of the utility agreements and in consultation with the SCRRA PM. In general, the
design and construction of affected public utilities will be the responsibility of the Design
Consultant and contractor, and third-party utilities will be the responsibility of the utility owner.
Public utilities will be designed per the public utility standards and requirements as well as the
requirements identified below. Third party utilities will be designed per the third-party utility
owner’s standards and requirements as well as the requirements identified below. New and
relocated third party utilities will be coordinated with the affected existing utilities and any
proposed new utilities so that impacts between new and relocated utilities are avoided.
10.6 UTILITY MARKERS AND SIGNAGE

The presence of utility lines, including drains and culverts crossing SCRRA ROW below ground,
shall be identified on the site by markers placed at points where the centerline of the utilities
intersect the boundaries of the ROW. Electrical utility markers shall follow NESC standards. See
ES 5229.
Markers shall identify each utility, its owner, a phone number to call in case of emergency, the
SCRRA milepost, the survey station, and the depth. All markers shall be installed and maintained
by the utility owner.
Typically, markers should be placed just inside SCRRA ROW, with the face of targets parallel to
and facing the adjacent track. They shall not encroach on safety walkways, clearance areas,
ditches, and service roads.
When circumstances do not allow markers to be placed on the centerline of the utility, they shall
be placed as close to the centerline as practicable with the direction and offset from the marker
to the utility indicated.
Existing utility markers are to be protected in place when feasible or relocated along with the utility
relocations in accordance with the Utility Marker requirements described in this section.

If it is determined during the development of the design of a project that a utility marker sign is
missing, then the marker will be replaced as part of the proposed project improvements in
accordance with the Utility Marker requirements described in this section. The utility owner is
responsible for the replacement of the missing utility marker and the information that is to be
displayed on the utility marker. The missing utility marker shall be reported to the utility owner
whose marker is missing. Utility owner contact information can be obtained from the utility markers
in the field. If there are no available utility markers with contact information, then a search of Dig
Alert and the associated utility agreements can be used to identify contact information for the
utility owner with the missing utility marker.
10.7 PIPELINE UTILITY CROSSINGS

Pipelines crossing beneath the track shall conform to the AREMA Manual for Railway
Engineering, Volume 1, Chapter 1, Part 5, Pipelines. In addition, pipelines across or along SCRRA
ROW shall conform to ES 5001 and ES 5002.
Casing pipes shall include seals and vents as noted in ES 5001 and ES 5002 and in the AREMA
manual. Where the SCRRA system is adjacent to other railroad tracks and pipelines, and casing
pipes are continuous beneath both tracks, seals and vents shall be provided at the ends of the
continuous system. The designer shall coordinate the design with the adjacent railroad.
Uncased gas pipeline installed across SCRRA ROW shall conform to the AREMA Manual for
Railway Engineering, Chapter 1, Part 5, Pipelines, Section 5.2, and ES 5002. Installation of gas
lines without casing must be approved by SCRRA through a Request for Special Design
Consideration (see Section 3.2.2) and submitted with the crossing application.
All reinforced concrete pipes shall be encased per requirements of ES 5001. Where the track is
constructed above un-encased utilities that are to remain in service, the utilities shall be
uncovered and encased before track is placed or replaced by a new system. To accommodate
future track construction, temporary or permanent track relocation, and/or construction and
maintenance activity on SCRRA ROW, pipeline encasement shall extend as per requirements in
ES 5001 and ES 5002.
Where utility owner requirements meet or exceed SCRRA requirements, those requirements shall
apply. This would include but not be limited to safety, clearances, walkways, casing thickness,
etc.
10.8 JACKING AND BORING, TUNNELING, AND HORIZONTAL DIRECTIONAL

DRILLING
Jacking, tunneling, and drilling operations shall be as discussed in this section and in
Chapter 15, Excavation Support, and as provided in ES 5001 and ES 5002. All pipe installed
under this section shall use the dry bore process. Water jetting or puddling are prohibited during
jacking, boring, or horizontal directional drilling operations. A minimal amount of fluid to lubricate
cutter and pipe during the boring or drilling operation is considered dry bore.
Jacking or boring, tunneling, and horizontal directional drilling operations shall not be permitted
closer than 25 feet from the centerline of the nearest track.
Jack and Boring/Tunneling:

• Installation will not be permitted at locations with boulders, buried debris, or excessive
groundwater.
o Soils shall be sampled by a geotechnical engineer at locations specified by SCRRA at
all sites proposed for jacking and boring or tunneling when the pipe is greater than
48 inches in diameter and the depth from top of pipe to base of rail is between 5 feet
6 inches and 10 feet.
o Granular material or high-water tables shall be identified in the geotechnical report,
including recommendations to prevent failure of the jack and bore or tunneling
procedure.
• Pipes equal to and greater than 48 inches nominal diameter:
o Will not be allowed when cover from base of rail to top of pipe is less than one and
one-half times the pipe’s nominal diameter.
o Will require that rail elevations be monitored in compliance with ES 5001 and ES 5002.
• Pipes greater than 72 inches nominal diameter shall not be allowed unless otherwise
approved by SCRRA through a Request for Special Design Consideration (see Section
3.2.2).
Horizontal Direction Drilling (HDD):
The following requirements apply specifically to pipelines installed via HDD.

• All liquid or gas pipelines shall be steel pipe across SCRRA ROW. The pipe may be used
as a carrier pipe or a casing pipe.
• For fiber optics or electrical installations, plastic (PVC or HDPE) pipe may be installed
without steel casing per ES 5001 when the nominal diameter is 6 inches or less and the
depth to base of rail is 12 feet or greater.
• All pipelines carrying flammable, hazardous, or highly volatile substances shall have
minimum cover of 25 feet from base of rail to top of pipe.
• A dry bore method for a pipeline not carrying liquids and with a nominal diameter of
6 inches or less shall have a minimum cover of 6 feet from base of rail to top of pipeline.
• A dry bore method for a pipeline carrying liquids or with a nominal diameter of more than
six inches shall have a minimum cover of 12 feet from base of rail to top of pipeline.
• 3rd Party Utility applicants must provide:
o Pipe specifications that comply with ES 5001 and ES 5002, as well as AREMA
recommendations and all applicable government and industry regulations.
o Drilling contractor qualifications including specific instances of previous successful
experience in drilling under sensitive surface facilities
• Prior to commencement of drilling, contractor must provide:
o Installation Plan that includes:

 Anticipated rig capacity

 Proposed equipment
 Method for advancing through anticipated soil conditions
 Angles, depth and exact location of exit ditch
 Pilot hole diameter
 Proposed reaming plan including the number and diameter of pre-reams/ back
reams and the diameter of the final reamed borehole
 Contingency equipment and plans for dealing with soil conditions that a soil
engineer could reasonably expect to encounter during HDD installation
 Anticipated hours of operation
 Minimum number of personnel and their responsibilities on-duty and off-site during
the HDD operations
o Detailed Fracture Mitigation Plan that includes:
 Method of monitoring and capturing the return of drilling fluids with particular
attention to preventing the inadvertent release of drilling fluids that could
undermine the railroad tracks
o Borehole Location Monitoring Plan that includes:
 An establish Survey Grid Line
 Method for monitoring and documenting the actual location of the borehole during
drilling operations
• During the HDD drilling operations, the following is required:
o A railroad observer and a 3rd Party Utility applicant inspector are required to monitor
the ground, ballast, and track for movement during the drilling, reaming and pullback
processes.
o The installation process and all train movement must be immediately stopped if
movement is detected.
o All work within the Railroad right-of-way must be coordinated with the SCRRA
Roadway Worker in Charge (RWIC).
o The damaged area must be immediately reported to the Railroad and immediately
repaired subject to Railroad review and approval.
o The installation process must be reviewed and modified before the installation may
continue to proceed.
• Upon completion of the HDD the contractor is to provide:
o Accurate as-built drawings of the installed HDD segment
o As-Built drawings are to include both horizontal and profile plans.

10.9 WIRELINE UTILITY CROSSINGS

Clearance to overhead wireline crossings shall conform to ES 2104. All other aspects of the
design and construction of overhead wireline crossings shall conform to CPUC GO No. 95, and
as outlined in these design criteria.
All underground wireline crossings shall conform to CPUC GO No. 128 and as outlined in these
design criteria.
In the case of conflict between the utility license agreement, ES 2104, and these design criteria,
these design criteria shall govern for new or modifications to existing crossings unless otherwise
approved by SCRRA.
New or relocated electrical wireline utility crossings shall be located such that they do not interfere
with any existing utilities, such as SCRRA signals, communications, PTC fiber optic, etc. See
Section 10.10 for specific depth and horizontal requirements for fiber optic systems including
clearance requirements from electrical utilities.
For proposed electrical lines crossing tracks, SCRRA may request that an inductive interference
study be performed at the expense of the utility owner. Inductive interference from certain lines
has the potential to disrupt the signal system in the track, causing failures in the track signals and
grade crossing warning devices. SCRRA will determine the need for a study on a case-by-case
basis.
10.9.1 Underground Wireline Crossings

Table 10-1 identifies specific requirements for underground wireline crossings that are to be used
when designing new and relocated wireline crossings. These requirements are in addition to the
requirements identified in CPUC GO No. 128. Where the criteria are different, the more stringent
criteria shall be utilized by the engineer.
TABLE 10-1. UNDERGROUND WIRELINE UTILITY CROSSINGS

Depth of
Depth of Cover**
Wireline Cover** (Below Wireline
Wireline Encasement (Natural Base of Warning Tape Crossing
Type* Length Ground) Rail) Requirement Location
Underground Extend 50 feet 3 Feet (4 Feet 5 Feet-6 6-inch, 2 Feet 50 Feet from
Less than 750 from the under ditch Inches below ground the end of any
V centerline of bottom) and 3 feet Bridge, Culvert
each main track, below base of of Switching
or to the ROW rail Area
line, whichever is
less.
Underground Across the entire 4 Feet 5 Feet-6 6-inch, 2 Feet 50 Feet from
Greater than ROW Inches below ground the end of any
750 V line and 3 Feet Bridge, Culvert
below base of of Switching
rail Area

TABLE 10-1. UNDERGROUND WIRELINE UTILITY CROSSINGS

Depth of
Depth of Cover**
Wireline Cover** (Below Wireline
Wireline Encasement (Natural Base of Warning Tape Crossing
Type* Length Ground) Rail) Requirement Location
Non-Electrical Extend 50 feet 3 Feet (4 Feet 5 Feet-6 6-inch, 2 Feet 50 Feet from
Wirelines from the under ditch Inches below ground the end of any
centerline of bottom) and 3 feet Bridge, Culvert
each main track, below base of of Switching
or to the ROW rail Area
line, whichever is
less.
Notes:
* Wireline encasement for underground lines shall be in rigid metallic conduit.
** The casing and carrier must be a minimum of 2 feet below any fiber optic line, and installation must be hand
excavated when within 5 feet of the fiber optic line.
10.9.2 Overhead Wireline Crossings

ES 2104 and CPUC GO No. 95 identifies specific requirements for overhead wireline crossings
that are to be used when designing new and relocated wireline crossings. Where the criteria is
different, the more stringent criteria shall be utilized by the engineer.
10.10 FIBER OPTIC SYSTEMS

In general:
• Overhead crossings of the track by the fiber system shall comply with SCRRA ES 2104.
• Underground crossings of the track by the fiber system shall comply with CPUC GO No.
128.
• Underground crossings of the track by the fiber system shall comply with SCRRA ES 5001.
Plastic (PVC or HDPE) pipe may be installed without a steel casing pipe per ES 5001
when the nominal diameter is 6 inches or less and the depth to base of rail is 12 feet or
greater.
• For trench installations, a detector wire shall be installed with all buried fiber optic cables
and warning tape shall be placed above the buried facility.
• The fiber system be encased over the top of any culvert on SCRRA ROW in accordance
with Table 10-2.
• The fiber system shall be attached to SCRRA bridges or other SCRRA structures with
rigid conduit.
Horizontal Installation Requirements Include:

• Install near the outer limits of SCRRA ROW.

• Keep the system’s running line as straight as possible while maintaining a consistent
distance from centerline of the nearest track.
• Install on the field side of all SCRRA structures, including bridges, signal facilities,
buildings, and platforms.
• Shall not be laid out to be installed within the slope of cut or fill sections, and any cut or fill
sections should not be benched.
• Shall be located over the top and on the field side of the back-slope of a cut section
whenever possible.
• Shall be located a minimum of 5 feet beyond the toe of outer most ditch slopes if located
beneath a ditch.
• Fiber optic cable shall not be installed within 5 feet horizontally of underground power or
signal lines, unless suitably insulated.
Hand Holes, Splice Boxes, and Manholes Design Requirements Include:

• Location should not be within 100 feet of existing SCRRA signal or communication
buildings or facilities.
• Include Cooper E80 live load surcharge if within 15 feet of centerline of nearest track in
addition to all other loads
• Include current AASHTO live load surcharge in addition to all other loads if greater than
15 feet from centerline of nearest track
Table 10-2 provides fiber optic system depth requirements.
TABLE 10-2. FIBER OPTIC INSTALLATION DEPTH REQUIREMENTS

Fiber Optic Location Depth Requirement
Under natural ground 3 Feet 6 inches Minimum**
Under an existing signal or communication 10 Feet Minimum under natural ground*
structure
Under existing signal or communication lines 2 Feet Minimum vertical separation
Under all culverts on SCRRA ROW 5 Feet Minimum below the bottom of the culvert
Under all ditches 5 Feet Minimum below the bottom/ flow line of the
cleaned out ditch***
Notes:
* This extra depth may also be required in “signal sensitive areas,” such as interlocking or control points.
** In the event that local ground conditions prohibit the placement of the fiber system at a depth of 3 feet 6 inches,
the fiber system shall be encased, and approval by SCRRA is required. If rock is encountered and prevents a
depth of 3 feet 6 inches, the fiber system should be cut into the rock at a depth of 18 inches or greater, provided
proper grouting and cable protection is used. Cutting the rock and installing the fiber system less than 18 inches
requires permission from SCRRA.
*** Placement of the fiber system at extra depth and/or in protective casing should be considered for protection
during ditch cleaning maintenance. Also, placement of the warning tape should be designated so that it would not
be disturbed during regular maintenance cycles.
1. For HDD requirements see section 10.8


11.0 STRUCTURES
The design and construction of railroad bridges and other civil structures supporting rail live loads
shall be in accordance with the current edition of the AREMA Manual for Railway Engineering. If
SCRRA is operating on any portion of BNSF or UP ROW, the guidelines for design and
construction for the appropriate railroad host, BNSF or UP, shall govern.
This DCM provides clarification of SCRRA’s use of AREMA guidelines, identifies SCRRA special
design considerations to AREMA guidelines, and describes SCRRA’s philosophy and criteria for
aspects of bridge and structure design that are not specifically addressed by AREMA. Where this
DCM is silent, the AREMA and/or BNSF/UP guidelines shall apply.
Bridge designers are expected to familiarize themselves with the AREMA Manual for Railway
Engineering, Chapters 7, 8, 9, and 15, regardless of the material(s) being implemented in a
specific bridge. The designers should recognize that the AREMA Manual for Railway Engineering
contains provisions within these individual chapters that may also govern the design of seemingly
unrelated materials.
The site for a bridge, underpass, retaining wall, culvert or other infrastructure must be assessed
for climate vulnerability (see Section 3.3) to ensure it is designed to be resilient to future climate
conditions.
11.2 DESIGN METHODOLOGY

The design methodology for the various bridge components and other civil structures supporting
rail live loads shall be in accordance with AREMA recommended practices unless specified
otherwise herein.
All bridge spans shall be simply supported.
Concrete civil structures and concrete elements of a bridge shall be designed using the Load
Factor Design method.
The design of steel structural shapes or members that are not covered by AREMA guidelines
shall be designed using Allowable Stress Design in accordance with the latest edition of the
American Institute of Steel Construction (AISC) Steel Construction Manual and modified as
necessary to be equivalent to AREMA allowable stresses and safety factors.
Seismic design methodology shall be in accordance with AREMA guidelines contained in the
Manual for Railway Engineering, Chapter 9.
The overall design process shall follow the steps defined in the SCRRA Design Procedures
Manual (DPM), which defines the required submittals, deliverables, and reviews. The manual also
defines the development of specifications and estimates. The design shall incorporate existing
SCRRA standards, plans, and specifications to the extent possible.

11.3 GENERAL DESIGN GUIDELINES
11.3.1 Minimum Clearances

Minimum vertical clearance below underpass structures supporting railroad loading shall be in
accordance with the Chapter 12.0, Grade Separation Criteria, of this DCM. Minimum vertical
clearance from tracks to overpass structures shall be in accordance with Chapter 12.0 Grade
Separation Criteria of this DCM.
Minimum horizontal clearances shall be 8 feet 6 inches from the centerline of the track to the face
of any handrail and 6 feet 6 inches from the centerline of the track to the nearest face of any
ballast curb. Minimum horizontal clearances for “through” structures shall be 9 feet 0 inches.
These minimum clearances shall be adjusted in accordance with AREMA and SCRRA guidelines
for curved tracks.
Parallel, separated structures shall have a minimum separation of 5 feet 0 inches between each
structure to provide access for maintenance work and inspection.
Minimum horizontal clearance between bottom flanges of steel girders and steel beams shall be
12 inches for members 45 inches and less in depth and shall be 18 inches for members greater
than 45 inches in depth.
In addition, new structures shall consider ease of inspection and inspection access as part of the
design. This may include inspection walkways between girders, fall protection foot holds and tie
off points along caps or girders or safety lines attached between girders, and ladders integral with
the structure. Details shall be such that all exposed parts will be accessible for inspection, cleaning
and painting.
11.3.2 Bridge Decks

All new bridges shall have ballasted decks.
Bridge decks shall be steel plate for all bridge types with the exception of the standard precast
concrete double box beams and slab beams described in SCRRA ES 6001 and ES 6002,
respectively.
Bridge decks shall have a minimum longitudinal grade of 0.2 percent to longitudinal deck drain
collection points to provide positive drainage. If the track grade is less than 0.2 percent, the
difference shall be made up with additional ballast depth and installing spans on a 0.2 percent
longitudinal grade.
The structural portion of bridge decks shall be level, with no transverse cross-slope.
Two 4-inch-inside-diameter galvanized metal conduits shall be provided at each side of the bridge
deck adjacent to the ballast retainers, as shown in Appendix C-1, Sheet 7 of 7.
Longitudinal deck drains shall be used for bridges where deck waterproofing is required. Water
shall be collected and piped off of the bridge at the low end abutment behind the backwall. Long
bridges may require intermediate collection points. These intermediate collection points shall be
near piers and piped to daylight, tied into a curb and gutter system, or tied into a storm sewer
system. The deck drainage shall be independent and shall not connect to the subdrainage
system.

Longitudinal deck drains shall not be placed within the live load distribution area. The maximum
ballast design depth shall be used to determine the limits of this area. If possible, longitudinal
deck drains shall be placed between tracks and access roads on multiple-track bridge structures.
Waterproofing shall be used on all steel decks and on bridge decks over roadways and paths.
Hot-mix asphalt (HMA) shall be placed on the decks of all concrete bridges with a minimum
thickness of 2 ½ inches and a maximum thickness of 4 inches.
The HMA shall be crowned with a 1 percent cross slope. When multiple longitudinal deck drains
are needed for wide bridges, the HMA shall be crowned between longitudinal deck drains.
A minimum ballast depth below tie shall be 12 inches. When HMA is used, 8 inches of ballast
shall be provided. The minimum total thickness of the HMA and ballast shall be 12 inches.
Ballast curbs shall be a minimum of 24 inches in height above the structural deck (not the HMA).
Ballast curb heights shall be increased as necessary to accommodate a superelevated track or
increased ballast depth due to the required minimum 0.2 percent longitudinal grade.
The deck configuration for steel beam and Deck Plate Girder (DPG) spans shall match the Steel
Beam Span configurations shown in Appendix C-1.
11.3.3 Handrail and Walkways

Handrail and walkways shall be provided on both sides of the bridge. The location of the handrail
shall provide a minimum clearance of 8 feet 6 inches from the centerline of the track to the nearest
point of the handrail. Additional clearance shall be provided for tracks on a curve in accordance
with the AREMA Manual for Railway Engineering, Chapter 28, Section 1.1.
Bridges with multiple tracks and independent superstructures for each track shall have a walkway
between superstructures for tracks having centerline spacing less than 25 feet. Tracks having
centerline spacing equal to or greater than 25 feet may have separate walkways with handrails
between tracks.
Walkways and handrails shall be designed in accordance with the AREMA Manual for Railway
Engineering, Chapter 15, Sections 8.5.2 and 8.5.3. Platform, walkway, and handrail requirements
when a bridge is at or near a station are provided in Chapter 7.0, Stations, of this DCM. Standard
bridges using ES 6001 and ES 6002 shall use the handrail approved for these standards. For
culvert headwalls, handrails shall be provided and designed in accordance with ES 6330 and the
AREMA Manual for Railway Engineering, Chapter 15, Sections 8.5.2 and 8.5.3.
Walkways other than the ballast deck shall be concrete or galvanized serrated steel bar grating.
Handrails shall have a minimum of three horizontal rails. The horizontal rails can be made of
round tubular sections. Walkways and handrails shall be simple designs requiring minimum
maintenance. Standard walkway and handrail configurations are shown in ES 6001 and ES 6002.
Grade separation structures shall follow Chapter 12.0, Grade Separation Criteria, of this DCM for
walkway and handrail requirements.
11.3.4 Geotechnical Subsurface Investigation

Geotechnical subsurface investigations shall be conducted in accordance with the AREMA
Manual for Railway Engineering, Chapter 8.

Additionally, a formal Geotechnical Report, signed and sealed by a geotechnical engineer

licensed in California, shall be provided. The report shall include the following investigation
results:
• General geologic setting
• Specific site subsurface conditions and groundwater levels
• Soil types and classifications (include boring logs, test pit records, and lab results in
appendices; make sure ground surface elevations at boring locations are provided and
datum noted; soil borings shall extend at least 10-ft below the recommended pile or shaft
tip elevation)
• Evaluation of site for potential accelerated corrosion issues
• Possible presence of hazardous materials
• Geologic hazards
• Site seismicity, including:
o Fault rupture potential
o Seismic design parameters as required per Chapter 14 Seismic Design Potential for
liquefaction, seismic settlement, lateral spreading, slope failures or landslides, and any
other secondary seismic hazards
• Anything special about the site based on the geotechnical engineer’s experience or
observations in the immediate area
The report shall also include the following design recommendations:

• Recommended railroad embankment side slopes and required compaction (2:1 side
slopes preferred)
• Estimated settlements, including:
o Embankments
o Foundations
o Down drag on foundations
o Lateral spreading
• Feasible and recommended foundation type(s) for bridges and miscellaneous structures
for the project, including retaining walls. For each recommended foundation type, include
the following:
o Axial capacity charts for Cast-in-Drilled Hole (CIDH) pile foundations and
recommended bearing/bottom elevation and material
o Axial capacity charts for driven pile foundations and recommended bearing/bottom
elevations and material including rock sockets, if needed
o Recommended allowable bearing pressure for spread footings (service and seismic)

• Recommended design acceleration response spectra (ARS) curves for each level of
earthquake (AREMA level 1, 2, and 3, which are approximately equivalent to 100-year,
475-year, and 2,475-year return periods) and Caltrans maximum credible earthquake
(MCE)
• Recommended p-y curves for fill and in-situ soils
• Recommended soil profile and properties for use in lateral CIDH or pile analysis (service
and seismic)
• Recommended design earth pressures for active, at-rest, and passive conditions (for
passive, consider ½-inch, 1-inch, 2-inch, and maximum deformations into the soil behind
each abutment, both native and fill)
• Recommended design seismic earth pressures for active and passive conditions
• Recommended allowable bearing pressure for retaining walls on spread footings (service
and seismic)
• Potential constructability issues, such as:
o Groundwater
o Shoring
o Cobbles
o Drivability of piles
• Corrosion mitigation recommendations for new steel and concrete elements exposed to
severely corrosive soil and/or brackish water conditions.
• Recommendations for surface and subsurface drainage
11.4 LOADING
11.4.1 Loads and Forces

Bridges and other civil structures supporting rail live load shall be designed for all loads specified
in the AREMA Manual for Railway Engineering, Chapters 8, 9, and 15, and as modified below.
Dead Load
In addition to the actual self-weight of the structure, the following dead loads shall be applied as
applicable:
Track rails, inside guard rails and their fastenings 200 lbs per linear foot per track
Ballast 120 lbs per cubic foot
HMA 140 lbs per cubic foot
Earth-filling materials 120 lbs per cubic foot
Waterproofing and protective covering Estimated weight
Future utilities 5 lbs per square foot of deck
Dead load for bridges shall include a minimum of 18 inches and a maximum 25 inches of ballast
from top of deck to top of tie, including HMA when required.

Increase in grades for flood protection can impart significant surcharge on the underlying utilities
and underground structures. Prior to increasing grades, the load carrying capacities of utilities
and structures shall be evaluated.
Live Load
All structures subject to rail live load shall be designed for AREMA Cooper E80 loading except
steel superstructures that are governed by the AREMA Alternate Live Load on 4 Axles.
For multiple track structures, the track shall be allowed to be placed anywhere on the structure.
The number of tracks on the structure shall be determined using a minimum track spacing of
13 feet 0 inches on center (to generate a conservative load).
Impact Load
Impact load shall be in accordance with AREMA guidelines.
The impact load prescribed by AREMA shall be used for the material under design. For example,
concrete impact load shall be used for a concrete bent cap, and steel impact load shall be used
for the supporting steel pile above the ground line, regardless of superstructure type.
11.4.2 General Load Distribution

Live load distribution to supporting superstructure elements shall be in accordance with AREMA
guidelines.
The live load shall be distributed transversely on ballasted deck bridges using an
8-foot-3-inch-long tie that is 8.5 inches in depth. The following load cases should be considered:
• A minimum of 12 inches of ballast below the tie, including HMA when required
• A maximum of 16 inches of ballast below the tie, including HMA when required
The HMA shall be considered as an additional ballast depth in determining the live load
distribution to the deck.
11.4.3 Longitudinal Force Distribution

Longitudinal force on bridges shall be distributed in accordance with AREMA guidelines. The
longitudinal superstructure deflection due to the longitudinal force shall not exceed 1 inch. Vertical
reactions at girder bearings resulting from the applied longitudinal force and associated force
couples (if any) shall be considered in the substructure design. Appendix F provides detailed
methodology for distributing longitudinal force to the substructure element.
For simultaneous loading on two or more tracks, the proportion of longitudinal force per track shall
be used in conjunction with the specified live load in accordance with the AREMA Manual for
Railway Engineering, Chapter 8, Section 2.2.3.c(6). Bridges containing more than two tracks shall
develop a project-specific design criteria to address the potential that more than one track may
be subject to a longitudinal force event in the same direction and at the same time.

11.5 SEISMIC DESIGN CONSIDERATIONS

Seismic design for railroad bridges shall be in accordance with Chapter 14.0, Seismic Design of
this DCM.
11.6 STRUCTURE TYPE SELECTION
11.6.1 Structure Selection Analysis and Report

SCRRA requires that a structure selection analysis be performed for all structures. A structure
selection report shall then be developed that includes the results of the structure selection
analysis and that includes all backup information in the report appendices.
The analysis shall include, at a minimum, the following:
• Required span lengths
• Structure
o Span types
o Substructure types
o Foundation types
• Number of tracks
• Track alignment
o Vertical
o Horizontal
• Geometry of feature being crossed
• Drainage
o Hydraulic requirements (see Chapter 9.0, Drainage and Grading, of this DCM)
o Hydraulic opening requirements for waterways
o Deck
o Discharge
o Erosion potential of side slopes
o Highway and street drainage and discharge methods
• ROW
• Subsurface conditions
o Geology
o Seismicity
o Soil reactivity
o Water table

o Hazardous materials
o Scour potential in water courses
• Required clearances
• Physical constraints near the structure
o At-grade crossings
o Overhead structures
o Turnouts (switches)
o Stations
o Utilities
• Environmental Issues
o Within 1 mile of the coast
o Wetlands
o Threatened and endangered species
o Noise
o Allowable working hours
o Mitigation requirements
o Aesthetics
o Saltwater and brackish water
o Potential for increased water flow during extreme storm events
o Potential for damage from wildland fires
o Potential for increased temperatures and thermal effects
o Potential for increased wind speeds and loading
o Changes to stream bed hydraulics
• Constructability
o Shoring needs
o Under rail traffic
o Equipment access and material staging
o Phased construction
o Work windows
 Quantity
 Duration
o Offline construction

 Shoofly
 Permanent track realignment
• Maintenance
o Painting
o Channel cleaning
o Damage (vehicular hits, derailments, floods, seismic, etc.)
 Track down time
 Repair costs
• Project cost
o Short term (construction)
o Long term (maintenance)
• Project schedule
o Fabrication times
o Work windows
o Environmental non-disturbance times for threatened and endangered species
The analysis shall do the following:

• Compare structure types (including spans, substructures, and foundations) and their
impacts on the project cost and schedule.
• Compare structure types (including spans, substructures, and foundations) and their
impacts on the environment and their impacts on existing physical constraints.
The result of the analysis shall be a recommended structure type that balances the impacts on
costs (short term, including impacts on physical constraints and track outages for construction,
and long term, including maintenance and track outages for possible damage), schedule, and the
environment. It is not acceptable to recommend a structure type that deviates from SCRRA
standards solely due to cost.
11.6.2 Substructure and Foundation Types

Each structure site poses a unique set of circumstances for substructure and foundation type
selection.
Abutments should not be skewed to the track. Variable beam lengths shall be used in approach
spans when piers are skewed. When high abutments are necessary due to site constraints and
are skewed, the abutment backwall shall be designed to eliminate the skew at the backwall to
provide the track a uniform transition and support from the approach embankment to bridge deck.
Open and encased pile substructures shall have a minimum of three piles per transverse row of
pile. Concrete piers shall have a minimum of two columns. Wall-style piers are also acceptable.

Special consideration shall be made to keep excavations to a minimum adjacent to active tracks.
An example to reduce the excavation depth is using a top-down construction method such as
columns or piles that can be constructed and then exposed later when the bridge is in service,
thus requiring an initial excavation depth only to construct the pier caps.
Special consideration shall also be made for construction under rail traffic. Foundation and
substructure elements shall be positioned and designed in such a manner to reduce their impact
on rail traffic when constructed. Precast elements should be considered to speed construction
and reduce impact on rail traffic. Examples of this include locating a pile being driven through an
existing bridge deck such that it does not interfere with the existing rail, or adding precast riser
blocks to pier caps such that the pier cap can be constructed initially below the existing low chord.
The following foundation types are preferred:
• Driven steel H pile
• Precast/Prestressed concrete pile
• Cast-in-Steel Shell (CISS) pile
• Cast-in-Drilled Hole (CIDH) pile (also known as drilled shaft)
• Spread footings
These foundation types have no order of preference; the preferred type has a direct correlation
with the site geology, potential for scour in stream beds, and seismicity.
When using ES 6001 and ES 6002, driven steel H-pile (in accordance with these standards) is
the preferred foundation type with precast concrete pile caps as the preferred substructure type.
The CISS pile is usually a driven pipe pile filled with concrete, reinforced, or unreinforced. The
pipe may be used as a sacrificial form in brackish and saltwater areas or in corrosive soils.
CIDH piles are holes drilled to a bearing strata and then filled with reinforced concrete. The holes
may have to be kept open with slurry, temporary casing, permanent casing, or a combination of
these. Rock sockets may be required to achieve bearing requirements. CIDH piles below ground
shall be larger in diameter than the columns above ground (Type II) to meet the detailing
requirements in Chapter 14.0, Seismic Design, of this DCM.
Spread footings shall not be used to support structures in a stream or river environment without
protection from undermining.
Properly designed riprap shall be stockpiled near bridges and culverts known to be exposed to
scour or high velocity flows.
11.6.3 Superstructure Types

The following are the allowed superstructure types in order of preference based on span length:
1. Standard double -box beams per ES 6001 (20- to 35-foot span lengths)
2. Standard slab beams per ES 6002 (9- to 22-foot spans)
3. Steel beam spans (30- to 69-foot spans) (see Appendix C-1 for typical details)

o SCRRA has adopted the superstructure style and details of UP standards “W36 and
W40 Beam Span, 31’ to 69’ Lengths.” The intent is to use these standard beam span
configurations on SCRRA rail lines.
o Modifications to the ballast retainer support and handrail bracket can be made to
accommodate non-standard bridge widths.
o W44 beams can be added to accommodate multi-track bridges.
o The design engineer will provide checked design calculations that show that the bridge
design meets SCRRA design criteria requirements.
o All details required for the bridge construction shall be included in drawings.
o SCRRA Standard Specifications will be used for the fabrication and erection of the
beams. These Standard Specifications can be modified by project Special Provisions,
if needed, on a project-by-project basis.
o The bearing details were not designed for seismic events. The bearings will need to
be designed and detailed as required per SCRRA seismic design criteria.
o The deck drainage will need to be modified to accommodate the waterproofing and
longitudinal drainage system.
4. Non-standard precast prestressed double cell box beams, 42” deep (35- to 50-foot
span lengths)
5. Non-standard precast prestressed single cell box girders, up to 80” deep (50- to
80-foot span lengths) with transversely post-tensioned tie rods
6. DPG spans with steel deck (up to 180-foot spans)
7. Through-Plate Girder (TPG) spans with steel deck (up to 180-foot spans)
Span erection offline should be considered when constructing under rail traffic. Offline erection
may require rolling in the new span and/or rolling out the old span or picking and placing a
complete span. Grade separation projects being constructed for a third party shall not be
constructed under rail traffic.
A bridge does not have to use all the same span types. The bridge can consist of different span
types. While the main span may need to be a DPG span, the approaches could be standard
double box beams.
Section 8.4, Structure Selection Criteria of Chapter 12.0, Grade Separation Criteria, of this DCM
provides further direction on structure type selection for underpass grade separation structures.
11.7 CONCRETE STRUCTURES
11.7.1 Materials
Material requirements shall be in accordance with the AREMA Manual for Railway Engineering,
Chapter 8, Part 1, and SCRRA Standard Specifications. The Standard Specifications may be
amended by Special Provision on a project-by-project basis for material that is not specifically
included in the Standard Specifications.

Concrete, when subjected to wetting by or submersion in brackish or salt water, shall be made of
the mix designated for that use in the SCRRA Standard Specifications. The reinforcing steel in
this concrete shall be epoxy coated, stainless steel, or fiberglass (if approved by SCRRA). No un-
protected ferrous metal shall be embedded in concrete that is subject to wetting by, or submersion
in, brackish or salt water.
Self-consolidating concrete (SCC) will be allowed for fabrication of plant-cast, precast and/or
prestressed members.
11.7.2 Concrete Substructure Requirements

The minimum compressive strength (f’c) shall be 4,000 psi at 28 days.
Minimum wall thickness for high abutments, at the base, shall be 0.2 times the height of the
abutment (footing or pile cap to seat).
Permanent casing shall be provided for CIDH piles within the limits of live load surcharge influence
from adjacent active tracks during construction. Chapter 15.0, Excavation Support Criteria, of this
DCM provides limits of live load surcharge.
Positive drainage shall be provided behind abutments. The drainage system shall remove free
water as close to the bottom of the abutment as practical.
The drainage system shall collect the water from behind the abutment using a drainage blanket
and perforated pipe not less than 8 inches in diameter. The drainage blanket can be made from
granular material. The drainage system shall be piped to daylight, tied into a curb and gutter
system, or tied into a storm sewer system.
Weep holes not less than 6 inches in diameter can be used if the drain water will not have any
detrimental impacts on what is in front of the abutment. Weep holes shall have a positive
connection to adjacent weep holes and shall be spaced not greater than 10 feet on center.
For older bridges where pile/column foundations are shallow, replace them with deep foundations
that extend into non-scourable bedrock. For bridges vulnerable to overtopping, consideration will
be given to pier modifications to reduce flood water surface elevation immediately under a bridge
crossing. For bridges where abutments/approaches are within the flood plain, add riprap
revetments, concrete erosion protection, or other armoring to protect abutments from scour.
11.7.3 Concrete Superstructure Requirements

Concrete superstructures shall be in accordance with ES 6001 and ES 6002.
11.8 STEEL STRUCTURES
11.8.1 Materials
Material requirements shall be in accordance with SCRRA Standard Specifications. The Standard
Specifications may be amended by Special Provision on a project-by-project basis for material
that is not specifically included in the Standard Specifications.
Steel member material shall be as follows:
Rolled Beams ASTM A709 Gr. 50W T1 Fy=50,000 psi

Girder Web, Bottom Flange, End Floor Beam ASTM A709 Gr. 50W F1 Fy=50,000 psi
Girder Top Flange, Bearing Stiffeners ASTM A709 Gr. 50W T1 Fy=50,000 psi
Intermediate Floor Beams ASTM A709 Gr. 50W T1 Fy=50,000 psi
Deck Plates (Galvanized) ASTM A709 Gr. 36 T1 Fy=36,000 psi
Cover Plates (Galvanized) ASTM A36 Fy=36,000 psi
Walkway Checkered Plates ASTM A786 Gr. 36, Galv. Fy=36,000 psi
Handrail ASTM A847 Fy=50,000 psi
Drain Pipe Downspouts ASTM A53 Gr. B Fy=35,000 psi
Bearings
Pins ASTM A576 Gr. 1018 Fy=36,000 psi
All other Material ASTM A588 Fy=50,000 psi
Anchor Rods ASTM F1554 Gr. 36 Fy=36,000 psi
H-Piling ASTM A572 Gr. 50 Fy=50,000 psi
ASTM A588 Fy=50,000 psi
Pipe Piling ASTM A53 Gr. B Fy=35,000 psi
ASTM A252 Gr. 2 Fy=35,000 psi
ASTM A252 Gr. 3 Fy=45,000 psi
ASTM A500 Gr. B Fy=42,000 psi
ASTM A500 Gr. C Fy=46,000 psi
Steel Sheet Piling ASTM A328 Fy=39,000 psi
ASTM A690 Fy=50,000 psi
All other Structural Steel ASTM A588 Fy=50,000 psi
11.8.2 Design and Detailing Requirements

Deck composite action shall not be used for strength requirements but may be used for deflection
requirements.
All steel structures within 1 mile of the coast, or low-level water crossings as specifically directed
by SCRRA, shall have corrosion resistant material and protective coatings designed for marine
environments. Cathodic protection can be used when authorized by SCRRA.
If the structure will be painted or galvanized, non-weathering steel shall be substituted for the
material being painted or galvanized.
All new bridges at locations where deck elevation is constrained, consider through girder or truss
designs over deck/box girder designs.
Superstructure connection bolts shall be ASTM A325 minimum 7/8 inches in diameter, slip critical,
and the bolt type shall be consistent with the material being connected. Contact surfaces of bolted
parts shall be designated as Class A in accordance with the AREMA Manual, unless otherwise
required by design.
All other steel-to-steel connection bolts shall be ASTM A325 minimum 3/4 inches in diameter.
All other bolts shall be ASTM A307.
Coping of members carrying railroad live load shall not be allowed. Stripping of flanges without
modifying the web may be allowed.
Fatigue prone details shall be avoided. Fracture critical members (FCMs) shall use bolted
connections to the extent practical. FCMs shall be identified on the design plans and meet
minimum notch toughness requirements per the AREMA Manual.

All intermediate stiffeners shall have a bolted connection to the web.

All intermediate stiffeners acting as floor beam or transverse diaphragm connections shall be
bolted to the bottom flange on only one side of the web.
Intermediate stiffeners on plate girders located within a distance equal to the depth of the girder
from the bearing need to be bolted to the bottom flange.
All end floor beams shall be designed to allow jacking of the span for bearing maintenance. The
jacking load used for design shall be at least one half of the maximum dead load of the span,
including superstructure, ballast, walkways, and track.
11.9 TIMBER STRUCTURES

Timber shall not be used for any bridge or culverts. Existing timber bridges and structures shall
be replaced as soon as feasible.
11.10 BRIDGE BEARINGS

Bridge bearings shall be designed in accordance with the AREMA Manual for Railway
Engineering, Chapter 15, Part 5.
Material requirements shall be in accordance with the AREMA Manual for Railway Engineering,
Chapter 15, Part 5, and SCRRA Standard Specifications. The Standard Specifications may be
amended by Special Provision on a project-by-project basis for material that is not specifically
included in the Standard Specifications.
Bridge bearing selections shall be based on the AREMA Manual for Railway Engineering, Section
5.1.5, Bearing Selection Criteria.
Fiber-reinforced elastomeric bearing pads can be selected in the same manner as plain or
reinforced elastomeric pads. The requirements for sizing a fiber-reinforced elastomeric bearing
pad are provided below.
Random oriented fiber (ROF) reinforced elastomeric bearing pads may be used as bridge
bearings without steel reinforcing layers up to 2 inches in thickness. Design of ROF pads shall be
in accordance with the AREMA Manual for Railway Engineering, Chapter 15, Steel Structures,
Part 55, Bearing Design, for “plain” elastomeric bearings with the following exceptions:
1. Modifying factor: k = 1.0
2. Allowable compressive stress in psi fa ≤ 1000 + 100(S) ≤ 1500 psi
3. Allowable compressive deflection, dc ≤ 0.15 (T) ≤ 0.2”
4. Allowable rotation, L (aL) + W (aW) ≤ 0.30 (T)
See the AREMA Manual for Railway Engineering, Chapter 15, Section 55.6.3.3, Notations, for
variable definitions.
Bridge bearings may be supplemented by additional shear resisting devices mainly to help
transfer seismic lateral forces provided that the movement required to engage the shear resisting
devices does not cause failure of a bearing device itself under the Level 1 seismic event.

11.11 WATERPROOFING
The HMA will act as the main waterproofing for concrete bridge decks. When the joints between
spans need to be waterproofed, such as over a roadway, a detail similar to the Bridge Deck Joint
Details provided in Appendix C-2, shall be used.
A waterproofing membrane in accordance with SCRRA Standard Specifications shall be required
on all steel bridge decks. A detail similar to the Bridge Deck Joint Details provided in Appendix C-
2 shall be used at all steel bridge deck joints.
11.12 CULVERTS
11.12.1 Materials
Material for culverts shall be in accordance with the AREMA Manual for Railway Engineering,
Chapter 1, Part 4; Chapter 8, Part 1; and SCRRA Standard Specifications. The Standard
Specifications may be amended by Special design consideration on a project-by-project basis for
material that is not specifically included in the Standard Specifications.
Reinforced concrete pipe culverts shall not be used, unless approved by SCRRA, when crossing
below tracks and within the typical track section with 2:1 side slopes.
11.12.2 Design and Detailing Requirements

Culverts shall be sized in accordance with Chapter 9.0, Drainage and Grading, of this DCM.
Pipe culverts shall be in accordance with ES 6004.
Guidance on jacking and boring limitations for culvert installation is provided in
Chapter 10.0, Utilities, of this DCM.
Precast concrete box culverts shall be in accordance with ES 6003. Precast concrete box culverts
outside the limits of these standards shall be designed in accordance with the AREMA Manual
for Railway Engineering, Chapter 8, Part 16.
Cast-in-place concrete box culverts shall be designed in accordance with the AREMA Manual for
Railway Engineering, Chapter 8, Part 16.
All culverts shall have a headwall at the upstream end. If right-of-way limits permit, a headwall at
the downstream end of the culvert may be omitted. The headwalls shall generally have 45 degree
flared wingwalls in accordance with ES 6003 or 30 degree flared wingwalls in accordance with
ES 6004. However, square precast concrete headwalls and/or cutoff walls may be allowed in
situations where drainage ditching or right-of-way precludes flared headwalls.
Energy dissipaters shall be in accordance with Chapter 9.0, Drainage and Grading, of this DCM
and the Hydraulic Recommendation report developed for the culvert.
11.13 PERMANENT RETAINING WALLS

Retaining walls with tracks above shall not be placed closer than 12 feet from the front of wall to
the centerline of the nearest track. This clearance may need to increase to allow for construction
adjacent to a live track. Additional information is provided in Chapter 15.0, Excavation Support
Criteria, of this DCM.

The retaining wall design shall account for the presence of multiple tracks and associated lateral
loading onto the wall. The retaining wall deflection under live loading shall be limited to 1 inch per
10 feet of wall height.
Retaining walls adjacent to tracks shall provide a minimum clearance of 12 feet from the front
face of the wall to the centerline of the nearest track. This clearance may need to increase to
allow for construction adjacent to a live track. Additional information is provided in
Chapter 15.0, Excavation Support Criteria, of this DCM.
Utilities shall not be attached to retaining walls.
Geotechnical subsurface requirements are discussed in Section 11.3.4.
Temporary shoring requirements are provided in the Chapter 15.0, Excavation Support Criteria.
11.13.1 Wall Type Selection

Each site for a retaining wall poses a unique set of circumstances for retaining wall type selection.
The wall type selection should take into account the following:
• Subsurface conditions
• Constructability
• Loading conditions
• Aesthetics
• Maintenance
• Project cost
• Adjacent watercourses
Concrete wall types are preferred due to their corrosion resistance and minimum maintenance
requirements.
Mechanically Stabilized Earth (MSE) wall types are not allowed for use in supporting railroad
loading. However, MSE wall types may be allowed to support non-railroad loading, on a case by
case basis. Special detailing, specifications, and construction requirements will be necessary to
extend the design life of an MSE retaining wall.
Special precast concrete T-type retaining walls are allowed to support railroad loading.
Retaining walls comprised of lightweight cellular concrete fill with precast concrete facing panels
are allowed to support railroad loading, particularly where relatively tall and narrow railroad
embankments are required.
11.13.2 Retaining Wall Details
Tie Backs
Tie backs, when required to run below the track structure, shall be a minimum of 5 feet 0 inches
below top of rail and shall be below top of subgrade.

Tie backs shall be protected from corrosion. Acceptable methods are fully grouting the tie backs
and wrapping the tie backs in a bituminous coating system.
Drainage
Positive drainage shall be provided behind retaining walls. The drainage system shall remove free
water as close to the bottom of the retaining wall as practical.
The drainage system shall collect the water from behind the retaining wall using a drainage
blanket and perforated pipe not less than 8 inches in diameter. The drainage blanket can be made
from granular material. The drainage system shall be piped to daylight, tied into a curb and gutter
system, or tied into a storm sewer system.
Weep holes not less than 6 inches in diameter can be used if the drain water will not have any
detrimental impacts on what is in front of the retaining wall. Weep holes shall have a positive
connection to adjacent weep holes and shall be spaced not greater than 10 feet on center.
11.13.3 Mechanically Stabilized Earth Retaining Walls

MSE walls shall be designed in accordance with AREMA and AASHTO guidelines.
MSE walls shall not be used as a barrier adjacent to water flow path due to susceptibility to scour
and erosion.
The maximum wall height shall be 30 feet.
The design life shall be 100 years.
Limiting differential settlements for wall facings are provided in Table 11-1.
TABLE 11-1. LIMITING DIFFERENTIAL SETTLEMENTS FOR MSE WALLS

Limiting Differential
Facing Type Joint Width Settlement (in/ft of wall)
Precast concrete panel, 5 feet by 5 feet 0.75 inch 1/100
Full height concrete panel 0.50 inch 1/500
Segmental block — 1/200
Wire mesh face — 1/50
Geosynthetic wrap face — 1/50
Differential settlements greater than the values shown in Table 11-1 and total settlements greater
than 6 inches shall require ground improvements to reduce the differential settlements and total
settlements to the required minimums.
Steel reinforcement shall be designed to have corrosion resistance/durability for the 100-year
design life of the wall. Galvanized steel, in accordance with AASHTO specifications, shall be used
for reinforcement. PVC coatings, epoxy coatings, and resin bonded epoxy coatings shall not be

used on reinforcement. The sacrificial thickness of steel reinforcement shall be in accordance with
AASHTO guidelines using the electro-chemical criteria for backfill soils in the AASHTO guidelines.
Geosynthetic reinforcement shall be designed using the appropriate reduction factors for a
100--year design life. The chemical and biological degradation factor (RFD) shall be obtained from
the product--specific data. The other reduction factors shall be in accordance with AASHTO
guidelines. The creep reduction factor (RFID) and the chemical and biological degradation factor
(RFD) shall not be less than 1.1. The backfill shall be in accordance with AASHTO guidelines for
electro-chemical criteria for backfills and geosynthetic reinforcements.
Backfill for MSE walls shall be free draining and shall meet the gradation requirements provided
in Table 11-2.
TABLE 11-2. MSE WALL BACKFILL GRADATION

Percentage Passing for Steel Percentage Passing for
U.S. Sieve Size Reinforcements Geosynthetic Reinforcements
4 inches 100 100
¾ inch — 100
No. 40 0-60 0-60
No. 200 0-3 0-3
A subdrainage system shall be provided to collect and drain water from behind the MSE walls.
The system shall be piped to daylight or tied into a storm water system.
11.14 SLOPE STABILIZATION

Deploy slope stabilization strategies to areas near track burned by wildfire. Implement slope
stabilization (vegetation or engineered) where bridge foundations or supports are located within
landslide exposure areas. Address active landslides near at the source with retaining walls,
shortcrete, etc. Perform landslide debris removal after material has stopped moving to ensure
that removing debris does not inadvertently exacerbate slope failure. Complimentary site work
such as soil retention systems, internal/surface drainage, and erosion control BMPs are required
as applicable.
11.15 MAXIMUM LOAD RATING

Maximum load ratings shall be performed for all new bridge structures. The ratings shall be
calculated in accordance with Chapter 13.0, Load Rating of this DCM. The ratings shall be
calculated for the bridge as designed and not for the as -built condition. A maximum rating shall
be performed for no speed restriction and for a reduced speed of 10 mph. The Maximum Load
Rating for each case shall be reported on the front sheet of the bridge drawings.
SCRRA has adopted the FRA definition of a bridge structure, which is defined as any structure
with a deck, regardless of length, that supports one or more railroad tracks, and any other
underground structure with an individual span length of 10 feet or more located at such a depth
that it is affected by live loads.

12.0 GRADE SEPARATION CRITERIA

12.1 SCOPE
A “grade separation” is a means of separating vehicle or pedestrian traffic from railroad tracks.
This may be accomplished with an underpass or overpass. Other than crossing closure, this is
the most effective means of eliminating hazards at grade crossings.
The purpose of the grade separation design criteria is to inform and provide current criteria for
the design and construction of, or modifications to, grade separation structures that affect SCRRA
track and right-of-way. The term Project Sponsor, as used within this chapter, refers to the agency,
such as a roadway authority such as a city, county, or state agency that is taking the lead role in
progressing the design and construction of a grade separation project.
The design of a structure owned or maintained by a Project Sponsor other than the SCRRA and
not supporting SCRRA tracks or trains shall be constructed and maintained in accordance with
the standards used by that Project Sponsor, and shall be consistent with SCRRA operating and
maintenance requirements. Structures not supporting SCRRA tracks or trains that are owned or
maintained by Caltrans, or by any jurisdiction adopting the standards of that Project Sponsor,
shall be designed in accordance with Caltrans criteria and SCRRA operating and maintenance
requirements.

SCRRA’s Board (Board) Resolution 91-3 and Resolution 98-21 (See Appendix I) pertain to the
establishment of a new highway-rail grade crossing on SCRRA’s system. SCRRA’s policy, as well
as State and National policies, strongly discourage the construction of new highway-rail grade
crossings and seek to reduce the number of active highway-rail grade crossings by promoting
grade separation or closure of existing highway-rail grade crossings. These policies shall be
adhered to during the design of highway-rail and pedestrian-rail grade crossings and grade
separations.
12.2.1 Jurisdiction
California Public Utilities Commission (CPUC) Code Sections 1201-1220 have rules and
regulations regarding railroad crossings. Section 1201 requires that no public road, highway, or
street shall be constructed across the track of any railroad corporation at-grade without having
first secured the permission of the Commission. Section 1202 says that the CPUC has the
exclusive power (a) to determine and prescribe the manner, including the particular point of
crossing, and terms of installation, operation, maintenance, use, and protection of each Grade
Crossing, (b) to alter, relocate, or abolish by physical closing any such crossing, and (c) to require,
where in its judgment it would be practical, a separation of grades at any crossing and prescribe
the terms upon which such separation shall be made and the proportions in which the expenses
shall be divided.

CPUC jurisdiction is limited to public crossings. Any grade separation for a private roadway
typically would not be subject to the Rules and Procedures of the CPUC.
12.2.2 Approval
CPUC application for authority to construct a new public highway-rail grade crossing, major
alteration to an existing crossing, or a grade separation is necessary per CPUC Code Sections
1201-1205. However, CPUC General Order (GO) No. 88-B and/or a Form G provide for an
informal process for modifying grade separations or converting existing at-grade crossings to
grade separations that close one or more highway-rail grade crossings.
Evidence of agreement is required to be submitted with a GO 88-B by all stakeholders. If
agreement is not obtained, the applicant would be required to submit a formal application to the
CPUC.
12.2.3 Funding
The Project Sponsor interested in developing a Grade Separation is responsible for securing all
funding for the project.
Federal and State Section 190 funding (partial) is available for Grade Separation projects that
eliminate one or more Highway-Rail Grade Crossings. CPUC is responsible for establishing
priority lists of projects that are in need of funding for separation. These lists are determined on
the basis of criteria established by the CPUC. California Streets and Highways (S&H) Code
Section 2450-2461 has rules and regulations regarding funding for Grade Separations. Refer to
S&H website www.leginfo.legislature.ca.gov/ for further information on codes.
For a State-funded project, and per CPUC Section 1202.5 requirements, the railroad shall pay
ten (10) percent of the cost of the Grade Separation project where it will directly result in the
elimination of one or more existing Highway-Rail Grade Crossings, located at or within a
reasonable distance from the Grade Separation. For a Federally funded project, and as per U.S.
Department of Transportation, Federal Highway Administration, Code of Federal Regulations,
Title 23, Part 646, Section 646.210, the railroad shall pay five (5) percent of the cost of the Grade
Separation project. The railroad’s share of the cost shall be based on the costs for preliminary
engineering; Right-of-Way and construction within the limits where a Grade Crossing is eliminated
by a Grade Separation; and the structure and approaches required to transition to a theoretical
highway profile, which would have been constructed if there were no railroad present; and for the
number of lanes on the existing highway in accordance with current design standards of the State
highway agency (Caltrans).

12.3 GRADE SEPARATION EVALUATION CRITERIA
12.3.1 Evaluation Criteria

The large number of SCRRA highway-rail grade crossings, combined with high and increasing
levels of train traffic, motorized vehicles, additional modes, crossing lengths, and
pedestrian/bicycle traffic, has driven the need for SCRRA to develop a grade separation
evaluation criteria. When considering changes and modifications to existing grade crossings, a
new grade crossing, new SCRRA service, or a new mode, the Project Sponsor shall follow
SCRRA’s grade separation evaluation criteria shown in this chapter.
As the population of Southern California continues to grow, demand for alternate public
transportation modes, such as Light Rail Transit (LRT), Diesel Multiple Units (DMU), Electric
Multiple Units (EMU) or Zero Emission Multiple Units (ZEMU), LRT Trams, High-Speed Rail
(HSR) systems, and other modes have increased to help relieve the congestion on freeways.
With much of the land in Southern California developed, these alternate transportation modes are
constrained to using existing railroad corridors to provide an efficient and practicable route.
Currently, SCRRA’s System includes a limited LRT system on the SCRRA Pasadena Subdivision
that does not share tracks with Metrolink trains, but with the demand for alternate public
transportation modes increasing, there is consideration being given for an LRT, DMU,
EMU/ZEMU, LRT Trams, HSR system, or other mode to utilize any of SCRRA’s other subdivisions
along with SCRRA/Freight/Amtrak trains. All planned and future shared corridors with alternate
train modes will be subject to all of the standards and criteria of this Design Criteria Manual and
SCRRA standards.
Due to the safety concerns of intermixing different modes of rail, the FRA and FTA issued a joint
policy statement on how agencies will coordinate their safety authority. This joint policy can be
found on the Federal Register, Vol. 65, No. 132, Monday, July 10, 2000, pp. 42526-42528.
LRT, DMU, EMU/ZEMU, LRT Trams, HSR systems, and other modes operate very differently
from commuter, long distance and freight rail systems. The close proximity of these LRT, DMU,
EMU/ZEMU, LRT Trams, HSR systems, and other modes to SCRRA’s system warrants special
attention at highway-rail grade crossings due to various factors that affect the safety and operation
through the crossing for both rail vehicles, highway vehicles and pedestrians.
The technical decision to proceed with a grade separation will be made through three key steps.
These three steps include: Step 1 - Initial Factors Form, Step 2 – Detailed Analysis Report, and
Step 3 - Risk, Indemnification, and Liability.
SCRRA Grade Separation decision process flow chart is shown in Figure 12-1. The Project
Sponsor will follow this process for all public at-grade crossings proposed in the project limits. The
process and the steps are described in the details below.

SCRRA concurs with the key conclusions of the FRA Guidance on Pedestrian Crossing Safety At
or Near Passenger Stations, dated April 2012, which can be downloaded at
http://www.trb.org/Main/Blurbs/167049.aspx. In particular, SCRRA concurs with this statement
found within this document stating, “FRA recommends that railroads with busy passenger stations
located on multi-track rail lines (particularly those with three or more main tracks) with frequent
freight service should investigate the application of a high-capacity grade separation structure to
carry large volumes of pedestrians to and from their busy passenger platforms, separated from
the potential hazards of crossing a multi-track railroad at-grade.”
Before implementing, modifying, improving, or expanding an at-grade crossing, consider a

crossing closure or full/partial grade separation of the new rail mode’s tracks and/or pedestrians.
12.3.2 Step 1 - Initial Factors Form

All SCRRA and third party projects shall complete the Step 1 Form when implementing, modifying,
improving, or expanding an at-grade crossing. The results of Step 1 will be valid for a period of
two years after completed for 5% design to be complete as defined by the SCRRA Design
Procedures Manual. If a project experiences significant delays and after the 5% design level or
major changes in the Step 1 assumptions, the Project Sponsor shall obtain current information
and resubmit the Step 1 Form for SCRRA approval and signature. The Project Sponsor shall
resubmit the Step 1 Form if any assumptions change and cause a new category to be “Yes”
instead of “No” in the Step 1 Form.
Factors that affect the selection of the crossing alternatives are summarized in Table 12-1. This
table will be completed as a part of Step 1 and will be submitted to SCRRA.
This Form is broken into two parts, Part A and Part B. Part A considers proximity of adjacent
grade crossing(s), overall crossing length, distance between proposed tracks, overlap with any
other future projects/adjacent crossing projects, train volume, new modes, formal applications,
accident history, and vehicle ADT. Part B considers pedestrian traffic, gate down time, and any
other issues of importance.

FIGURE 12-1. SCRRA GRADE SEPARATION EVALUATION FLOWCHART

TABLE 12-1. INITIAL FACTORS FORM

Project Name:
Crossing Street: City/County: DOT#:
Subdivision: Mile Post:
Category No. Description Yes No

PART A
Proximity of Adjacent Grade Crossing(s), Overall Crossing Length, and/or Distance
between Proposed Tracks
Is there an adjacent crossing with tracks within 200 feet of the proposed crossing
track(s) based on inside track centers? Distance: ft
(If yes, then Categories 1 through 6 need to account for all data combined at BOTH
crossings. If no, then utilize only the crossing data at the crossing under evaluation)
Does this project overlap with any other future projects/adjacent crossing projects at
this location by any related entity including, but not limited to: SCRRA SCORE, HSR,
cities, transportation agencies, etc.?
If yes, please list the project(s).
________________________________________________________________
Category 1 a. Are there more than 75 trains/day projected for the design year
Projected (or 20 years from now)? Trains/day
Number of
b. Are there more than 10 trains/peak hour projected for the design
Trains
year (or 20 years from now)? ___ Trains/peak hour
NOTE: Part a and b should factor in projects like SCORE, alternate modes, regional rail
projects, etc. This category should also consider major planning documents such as the
SCRRA 10-Year Strategic Plan and any SCRRA member agency planning for other
train modes.
Category 2 Are new train modes being introduced to this crossing? If yes, which
modes are proposed?___________________________________
NOTE: This should factor in projects like SCORE, additional future modes, etc. This
category should also consider major planning documents such as the SCRRA 10-Year
Strategic Plan and any SCRRA member agency planning for other train modes.
Category 3 Is overall crossing length more than 66 feet for the Minimum Track
Clearance Distance (MTCD)? __________ft
NOTE: The MTCD is defined to be the distance (in feet) from the railroad warning
device limit line or gate to a point 6 feet past the far rail.
Category 4 Does this project require a CPUC formal application for at-grade
Formal implementation (such as a new crossing, adds more than 1 mainline
Application tracks, etc.)?
If yes, how many mainline vs. siding tracks are proposed at-grade?
____ Mainline and ____ Siding
Category 5 a. Have there been 2 or more FRA-reportable accidents in the last
Accident 5 years? ______ Accidents in the last 5 Years
History
b. Have there been 2 or more highway authority reported accidents
in the last 5 years within 200 feet of the crossing including at any
nearby adjacent intersections?
______ Number of accidents in the last 5 years within 200 feet


Project Name:
Category No. Description Yes No

Category 6 a. Is the Future ADT above 20,000 as projected 20 years from
Future now? _____ _ Future vehicles/day
Vehicle
b. Is the Future Peak Hour volume on the crossing street above
ADT
3,000 as projected 20 years from now? ______ Future
vehicles/peak hour
NOTE: If the vehicle ADT is below 3000, consider a crossing closure instead.
PART B
Only fill out Part B, Categories 7-8 if there are 2 Yes answers from 2 separate categories (#1-6) on Part
A. If Part A was not met, then proceed to signature line at the bottom to submit to SCRRA.
Category 7 a. Does the peak hour pedestrian volume at the crossing exceed
Pedestrian 50?
& Bicycle pedestrians/peak hour bicycles/peak hour
Counts
b. Does the daily pedestrian volume at the crossing exceed 300?
pedestrians/day bicycles/day
(NOTE: Include in a and b the bicycle volume if there are no separate bicycle facilities
such Class I, II, or III bike paths. If Class I, II, or III bike path exists, only analyze further
in Step 2 – Detailed Analysis Report)
Category 8 a. Does the gate down time in the peak hour exceed 15 minutes?
Gate Down _____ minutes/peak hour
Time
b. Does the gate down time for the daily total exceed 2 hours?
_____ minutes/day
NOTE: For rough order of magnitude, user can assume 1 minute per passenger
train and 2 minutes per freight train. If a station is impacting the dwell time,
assume 3 minutes per train in the direction after the station and consider the
dwell time and distance from the station. This is an estimate for basic analysis
purposes.
Category 9 Any other key/unique factors that need to be considered for this
location? (SCRRA fills out)
If any Part B thresholds are crossed including subparts, recommend to “consider” a rail and/or
pedestrian grade separation or crossing closure. If multiple Part B thresholds are crossed, then
recommend to heavily consider a vehicle and/or pedestrian grade separation or crossing closure.
However, if an at-grade crossing is still pursued, then proceed to Step 2 Detailed Analysis. If no
Part B threshold is crossed, then proceed with at-grade design with SCRRA approval of design
in conformance with CPUC GO-88B and Formal Application processes.


Project Name:
Step 1 Reference Notes:

• Proximity of adjacent crossings/crossing length: 200 feet was selected based upon
engineering judgment of a WB-65 having the possibility to be trapped between 2 crossings
or potential to create 1 large crossing with 2 crossings in close proximity.
• Category 1 values were selected based upon FHWA 2019 Highway-Grade Crossing
Handbook and modified to best reflect intent herein.
• Category 2, 4, 6, 7, 8 values were selected based upon engineering judgment.
• Category 3 value was selected based upon engineering judgment and in connection with
a 4-track crossing at 15-foot track centers with the gate offset at 15 feet plus 6 feet past
the far rail = 66 feet at 90 degrees.
• Category 5 value was selected based upon engineering judgment and in connection with
the MUTCD’s definition of 200 feet defining an adjacent intersection for pre-signals.
Step 1 Form Signatures:

Step 1 Form Completed By:
Project Sponsor Signature: Date:
Name: Organization/Title:
SCRRA Approval of Step 1 Form:
SCRRA Signature: Date:
Name: SCRRA Title:

12.3.3 Step 2 – Detailed Analysis Report

If the thresholds from Step 1 are met, detailed analysis shall be performed to ensure that the
safety is maintained for all crossing users and there are minimal delays to operations and travel
times.
The latest FHWA Railroad-Highway Grade Crossing Handbook should be used as a reference
while going through the detailed analysis report process.
The results of Step 2 will consider a full or partial grade separation of vehicles and/or pedestrians
or if the crossing should be closed.
Full grade separations of all rail modes from all highway and pedestrian crossings is always the
recommended alternative as it provides the highest level of crossing safety. If the analysis of an
at-grade crossing shows indications that the at-grade crossing cannot be operated safely,
effectively, and efficiently and a full grade separation is not implemented, then at a minimum, a
partial grade separation of new mode tracks or pedestrians/bicyclists shall be considered. An
example of a partial grade separation can be found on the SCRRA Pasadena Subdivision,
SCRRA San Gabriel Subdivision, Bay Area Rapid Transit (BART) system between Oakland and
Fremont, where the new passenger tracks are grade-separated over a highway crossing and the
freight tracks remain at-grade.
If there are large pedestrian volumes over 50 per peak hour or 300 per day, consider a partial
grade separation of the pedestrians if the vehicles are not grade-separated.
If a partial grade separation of additional train mode track(s) are implemented, the design of the
partial grade separation shall consider a possible future full grade separation of all tracks and of
all rail modes with the location of the abutments placed far enough from the roadway to allow a
future full grade separation. A future full grade separation shall be evaluated through a preliminary
design to ensure that a future full grade separation will not be extremely cost prohibitive due to
the partial grade separation taking into account constructability issues, such as the need to
construct shoo-flies for the existing rail service.
At-Grade Evaluation Criteria

Evaluation criterion, approved by SCRRA and the highway authority, shall be established to
evaluate the safety and operation of each at-grade crossing. The evaluation criteria shall include
all of the scope in the following pages, but not be limited to these factors. The evaluation criteria
shall include fair and reasonable thresholds, as approved by SCRRA, to determine:
• If a full or partial grade separation is warranted of vehicles and/or pedestrians;
• If the crossing should be closed;
• If the crossing can safely remain at-grade with acceptable impacts to ALL diagnostic
stakeholders and SCRRA on the operation of all rail, vehicular, and pedestrian modes
utilizing the crossing.
The trade-offs between the cost and benefit of at-grade and grade-separated options should be
reviewed and a Final Technical Recommendation for at-grade or grade separation operation
should be made.

One report per grade crossing shall be developed evaluating all criteria included in the scope
herein. If there are multiple crossings on a project that pass the Step 1, Part B thresholds, then a
cumulative summary report shall also be prepared analyzing the cumulative impacts of these
outcomes at-grade, grade-separated, or closed. The cumulative summary report will also include
calculating and ranking adjacent crossings within project limits using the following methods:
• CPUC Section 190 Grade Separation Program formula – input the same cost values for
all crossings such that these can be compared based on the other factors within this
formula
• USDOT hazard index formula
If a crossing is not closed, a conceptual five (5) percent design alternative of both an at-grade
crossing configuration and a grade-separated crossing will be included for each grade crossing
that goes through the Detailed Analysis Report process. The five (5) percent design shall be per
the SCRRA Design Procedures Manual requirements.
The final Detailed Analysis Report shall be signed and stamped by a licensed Professional
Engineer.
Scope of Grade Crossing Analysis

The following scope should be used when evaluating the highway-rail grade crossing.
1. FHWA Closure Thresholds

Highway-rail crossings should be considered for closure and physically removed from the railroad
right-of-way whenever one or more of the following apply:
1.1. An engineering study determines a nearby crossing otherwise required to be improved
or grade-separated already provides acceptable alternate vehicular and pedestrian
access
1.2. If an engineering study determines any of the following apply:
• Average Annual Daily Traffic (AADT) less than 3,000
• Acceptable alternate access across the rail line exists within one (1) mile measured
along the track
• The median trip length normally made over the subject crossing would not increase
by more than 2.5 miles
1.3. If railroad operations will occupy or block the crossing for extended periods of time on
a routine basis and it is determined that it is not physically or economically feasible to
either construct a grade separation or shift the train operation to another location, and
an engineering study determines that such a crossing should be closed to vehicular
and pedestrian traffic. Such locations would typically include the following:
• In or adjacent to rail yards and locations near industrial spur tracks where trains
pick up or set out blocks of cars or switch local industries

• Passing tracks primarily used for holding trains while waiting to meet or be passed
by other trains
• Locations where train crews are routinely required to stop for crew changes or for
cross traffic on intersecting rail lines
• In the proximity of stations where trains dwell for extended periods of time and
block the crossing
It may be advisable to investigate whether to construct alternative roadway access in conjunction

with closing the crossing when the subject crossing is currently the only access to a community.
2. FHWA Grade Separation Thresholds

Highway-rail grade crossings should be considered for grade separation or otherwise eliminated
across the railroad right-of-way whenever one or more of the following conditions exist:
2.1. The posted highway speed equals or exceeds 55 mph
2.2. AADT exceeds 30,000 in urban areas or 20,000 in rural areas
2.3. Maximum authorized train speed exceeds 79 mph
2.4. An average of 30 or more trains per day
2.5. An average of 75 or more passenger trains per day in urban areas or 30 or more
passenger trains per day in rural areas
2.6. An average of 150 or more transit trains per day in urban areas or 60 or more
passenger trains per day in rural areas
2.7. Freight Train Crossing Exposure (the product of the number of trains per day and
AADT) exceeds 900,000 in urban areas or 600,000 in rural areas
2.8. Passenger Train Crossing Exposure (the product of the number of passenger trains
per day and AADT) exceeds 2,250,000 in urban areas or 600,000 in rural areas
2.9. Transit Train Crossing Exposure (the product of the number of transit trains per day
and AADT) exceeds 4,500,000 in urban areas or 1,200,000 in rural areas
2.10. The expected accident frequency for active devices with gates, as calculated by the
USDOT Accident Prediction Formula including five-year accident history, exceeds 0.5
(per year). If the highway is a part of the designated National Highway System, the
expected accident frequency for active devices with gates, as calculated by the
USDOT Accident Prediction Formula including five-year accident history, exceeds 0.2
(per year).
2.11. Vehicle delay exceeds 30 vehicle hours per day with consideration for cost
effectiveness
2.12. Whenever a new grade separation is constructed, whether or not it replaces an
existing highway-rail crossing, consideration should be given to the possibility of
closing one or more adjacent crossings. In addition, the railroad should be consulted

prior to starting design to determine the railroad's future clear span requirements for
the tracks crossed.
2.13. Utilize Table 12-3 for LRT separations.
TABLE 12-3. LRT GRADE SEPARATION THRESHOLD

Trains per Hour Peak-Hour Volume (Vehicles Per Lane)
60 200
40 400
20 600

3. Vehicle Movements
3.1. Existing and Future ADT Volumes
3.1.1. Future Volumes Need to Consider Traffic a Minimum of 10 Years After
Project Completion
3.1.2. Recent or Future Planned Developments Near the Crossings that will
Affect Future Traffic Volumes at the Crossings
3.1.3. Immediate and Near Future (Post-Construction) Impacts and Changes to
Traffic Patterns at and Near the Crossings
3.2. Existing and Future Peak-Hour Volumes
3.2.1. Future Volumes Need to Consider Traffic a Minimum of 10 Years After
Project Completion
3.3. Vehicle Delay Times/Gate Crossing Down Time
3.3.1. Effects of Warning Devices from Trains Dwelling at a Station
3.3.2. A gate down analysis will be required for both peak hour and daily total
time. Analysis shall factor in crossing operations for multiple trains on
approach and if the gates will remain down between trains. If gates will
only ascend for a few seconds before descending again, then assume the
worst-case and include the gate down time between train approaches
3.4. Future Delay Times (peak hour and per day)
3.5. Distances Between Existing and Current Traffic Signal Locations/Storage Lengths for
Design Vehicles
3.6. Traffic Queues, Queue length, and Impacts of Upstream and Downstream
Intersections, including traffic simulation and modeling
3.7. Available storage length
3.8. Effects on Level of Service
3.8.1. Effects Due to Gate Down Time: A longer gate down time would degrade
an adjacent intersection vehicle level of service at some locations and
should be included in this analysis. This will also affect a pedestrian’s
ability to continue along their route without being delayed.
3.9. Special Route Through Crossing:
3.9.1. School Route
3.9.2. Transit and School Bus Routes
3.9.3. Truck Route
3.9.4. Hazardous Material Truck Route
3.9.5. Emergency Services Route

3.10. Geometric Configuration of Approaches

3.10.1. Number of vehicular lanes
3.10.2. Vehicular crossing length
3.10.3. Vehicle Circulation Through Crossing
3.10.4. Proximity of Lane Additions/Reduction to Crossing
3.10.5. Right-Turn Only Lanes Through Crossing
3.11. Vehicle Circulation Through Crossing
3.11.1. Evaluation of Sight Distances: Stopping Sight Distance, Clearing Sight
Distance, Corner Sight Distance
3.12. Deploy video to observe crossing for seven (7) days and analyze violations, behavior,
near misses, etc.
4. Pedestrian Movements and Associated Walking Times

4.1. Existing and Future Pedestrian and Bicyclist Volumes and consideration of station
proximity on volumes
4.1.1. Future Volumes need to Consider Pedestrian and Bicyclist Volumes a
Minimum of 10 Years after Project Completion
4.1.2. Pedestrian and Bicyclist Volumes from Adjacent or Nearby Transit
Stations/Bus Stops
4.2. Pedestrian Circulation Through Crossing
4.2.1. Evaluation of Crossing Times to Cross All Tracks or Reach a Refuge Area
4.2.2. Walking speed shall be calculated using 3.5 feet/second unless slower
moving pedestrians are anticipated at the crossing which warrants a
slower walking speed of 2.8 feet/second.
4.2.3. Walking Speed for crossings shall be evaluated independently for each
individual crossing and shall consider facilities in proximity of the crossing
that generate pedestrians with slower walking speeds.
4.2.4. Length of Crossing Between Pedestrian Gates
4.2.5. Need for Refuge Areas Between Tracks

5. Train Operations – all train modes

5.1. Number of Tracks
5.1.1. Evaluate the complexity of designing a safe crossing as each additional
track is added and the ability to operate it safely, efficiently, and effectively.
5.2. Number of Trains
5.3. All of Train Modes (LRT, LRT Trams, HSR, Commuter, Freight, DMU, EMU/ZEMU,
Long Distance Passenger Trains (Amtrak), etc.)
5.4. Frequency of Trains and string line diagrams/train operations modeling
5.4.1. Including lowest planned design headways for all train modes
5.5. Speed of All Train Modes (Min, Max, Average)
5.5.1. Including future express service potential and lowest planned design
headways for all train modes
5.6. Distances Between Tracks
5.7. Train Stopping Characteristics Between Each Rail Mode
5.8. Consider proximity of adjacent stations, yards, and switching moves to the crossing
and additional crossing activations as well as longer gate down time. Include in the
analysis how this impacts a driver’s crossing perception and impatience.
5.8.1. The nature of new mode operations places stations in closer proximity to
each other than commuter rail operations. As such, a new mode train may
be stopped at a station while commuter operations continue to pass by.
The lead Engineer shall analyze crossings near and adjacent to stations,
where new modes and SCRRA operations are closely related yet mutually
exclusive, for safety, efficiency, and effectiveness of remaining at-grade.
5.9. Evaluation of the gate down time for the longest, worst-case train arrival sequence
based upon current schedules and anticipated future schedules.
5.10. Additional safety devices shall be considered when multiple trains are passing
simultaneously, including, but not limited to: additional signage such as a “second train
coming” activated blankout sign, use of channelization with gates, preemption of traffic
signals, extended advance warning times, pedestrian gates, extra channelization for
pedestrians, etc.
6. Positive Train Control (PTC), Rail Signal and Communications

6.1. Ability to Safely and Effectively Operate PTC or the equivalent for LRT, DMU, EMU,
and/or HSR
6.2. Grade Crossing Near-side Signal Stop
6.3. Simultaneous Approach of 2 or More Trains at the Crossing
6.4. Sequential Approach of 2 or More Trains at the Crossing
6.5. Differences in Approach Warning Detection for Prediction (Fixed Distance vs.
Constant Warning Time)

7. Safety Factors
7.1. Accident History including an Analysis of all FRA reportable Accident History
7.2. Trespassing History
7.3. ROW Security
7.4. Performance and Reliability of Active Warning Devices with Increased Volume of
Crossing Activations (75 activations/day).
7.5. Illumination Levels
7.6. Possible Confusion/Impatience of Motorists/Pedestrians of Long Gate Down Times
Due to Multiple Train meets at Crossing once you exceed 15 minutes in the peak hour
and 20 minutes in non-peak hours.
7.7. Sight Distances for Motorist, Pedestrians, and Cyclists to all Warning Devices, Traffic
Signals and Approaching Trains
7.8. Pedestrian and Vehicular Warning times
8. Community Factors
8.1. Right-of-Way Impacts
8.2. Existing Infrastructure that Generate Pedestrian Movement Near the Crossing:
Schools, Hospitals, Medical Clinics, Senior Facilities, Shopping Centers, Recreation
Centers, Parks, and Stations/Bus Stops
8.3. Quality of Life with Increased Train Traffic and Horns/Bells at the Crossing
8.4. Cost analysis showing the full costs to grade-separate all tracks, costs of grade
separating only the new LRT or HSR tracks, and the cost-benefit analysis to maintain
an at-grade crossing for the next 50+ years compared to the grade separation costs.
This cost analysis should include a conceptual plan and profile of all tracks and a plan
and profile of the roadway to accompany the cost analysis.
9. Economic Benefit-Cost Analysis

Perform an economic benefit-cost analysis in accordance with the FHWA Highway-Rail Crossing
Handbook (2019 or latest). Benefit-cost analysis requirements are contained in 23 CFR 924. The
benefit-cost analysis should be performed using a Life-Cycle (25+ years from today) Basis, which
considers both the initial cost to construct the at-grade or grade-separated crossing as well as its
ongoing operating and maintenance costs.
23 CFR 924: (https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0924.htm)
An economic analysis may be performed to determine possible alternative improvements that
could be made at a highway-rail crossing. The FHWA Highway Safety Benefit Cost Analysis
Guide and companion Highway Safety Cost Analysis Tool and support material available at the
FHWA Highway Safety Improvement Program (HSIP) website can add guidance while preparing
the benefit-cost analysis portion of the Detailed Analysis Report.

FHWA Highway Safety Benefit Cost Analysis Guide:

(https://safety.fhwa.dot.gov/hsip/docs/fhwasa18001.pdf)
Highway Safety Cost Analysis Tool:
(https://safety.fhwa.dot.gov/hsip/docs/bcatool030118_finalv2.0.xlsm)
FHWA Highway Safety Improvement Program (HSIP) website:
(https://safety.fhwa.dot.gov/hsip/planning.cfm)
Practitioners need to assemble information on the following elements, using the best available
facts and estimates:
• Collision costs
• Service life
• Initial improvement costs
• Maintenance costs
• Salvage value
• Traffic growth rates
Other considerations include the effectiveness of the improvement in reducing collisions and the
effects on travel, such as reducing delays.
The selection of collision cost values is of major importance in economic analyses. Considerable
care should be used in establishing values for these costs. The following are the two most
common sources of collision costs:
• National Safety Council (NSC)
• National Highway Traffic Safety Administration (NHTSA)
The NSC costs include wage losses, medical expenses, insurance administrative costs, and
property damage. The NHTSA includes the calculable costs associated with each fatality and
injury plus the cost to society, such as consumption losses of individuals and society at large
caused by losses in production and the inability to produce. Many states have developed their
own state-specific values. Whichever is selected, the values should be consistent with those used
for other safety improvement programs. An appropriate method of discounting should be used to
account for inflation and opportunity cost. The selected discount rate should be informed by
current practices and should be documented as part of the analysis.
The service life of an improvement should be equal to the time that the improvement can affect
collision rates. Both costs and benefits should be calculated for this time. Hence, the service life
is not necessarily the physical life of the improvement. For highway-rail crossings, however, it is
a reasonable assumption that the improvement would be equally effective over its entire physical
life. Thus, selecting the service life equal to the physical life would be appropriate.
The selected service life can have a profound effect on the economic evaluation of improvement
alternatives; therefore, it should be selected using the best available information.

Project costs should include initial capital and maintenance costs and should be considered life-
cycle costs; in other words, all costs are distributed over the service life of the improvement. The
installation cost elements include the following:
• Preliminary engineering
• Labor
• Material
• Lease or rental of equipment
• Miscellaneous costs
The maintenance costs are all costs associated with keeping the system and components in
operating condition.
The salvage value may be an issue when a highway is upgraded or relocated, or a railroad line
is abandoned. Salvage value is defined as the dollar value of a project at the end of its service
life and, therefore, is dependent on the service life of the project. For crossing signal improvement
projects, salvage values are generally very small. Due to the characteristics of crossing signals
and control equipment as well as the liability concerns that arise from deploying signal equipment
that has already been used, it is assumed that there is zero salvage value after ten (10) years.
10. Federal Railroad Administration GradeDec Software
Perform an analysis with the FRA GradeDec Software per FHWA Highway-Rail Crossing
Handbook (2019 or latest) Chapter 3: Treatment Selection Guidance – FRA GradeDec Software.
FRA developed the GradeDec.NET (GradeDec) highway-rail grade crossing investment analysis
tool to provide grade crossing investment decision support. The GradeDec provides a full set of
standard cost-benefit metrics for a rail corridor, a region, or an individual grade crossing. Model
output allows a comparative analysis of grade crossing alternatives designed to mitigate highway-
rail grade crossing collision risk and other components of user costs, including highway delay and
queuing, air quality, and vehicle operating costs. The online application can be accessed via
FRA’s Website at https://gradedec.fra.dot.gov/. More information can be found in the FHWA
Highway-Rail Crossing Handbook (2019).
Step 2 Report Resolution

Based on the results of Steps 1 and 2, if a crossing has “yes” answers for 2 of the categories
below, the Project Sponsor should consider a grade separation. If it has “yes” answers in all 3 of
the categories below, the Project Sponsor should strongly consider a grade separation.
• Category A – Does it meet any of the FHWA criteria for grade separation in the 2019
FHWA Highway-Rail Grade Crossing Handbook, Chapter 3, Treatment Selection
Guidance - Technical Working Group Guidance (which were evaluated during the Step 2
Detailed Analysis Report scope)?
• Category B – Will this crossing have additional passenger train modes beyond SCRRA
and Amtrak? Freight traffic already exists on all SCRRA subdivisions.

• Category C – Are there 4 “yes” answers from 4 separate categories in Step 1 - Initial
Factors Form (cumulative total from both Part A and Part B)?
The City(ies), Project Sponsor, SCRRA, Member Agency, Key Project Stakeholders, etc. must:
• Review and participate in collaborative project team comment resolution sessions
together.
• Sign off: Comment review meetings shall be required on the draft analysis performed and
all diagnostic team stakeholders (SCRRA, Highway Authority(ies), CPUC, other operating
railroads, FRA, etc.) must be present. All diagnostic team stakeholders are required to
formally sign off on the outcome of the report, whether the crossing will be at-grade or
grade-separated via signature page(s).
• CPUC must be provided a copy of the report and diagnostic team Step 2 signature
page(s).
• If agreement of the involved parties cannot be obtained, then a formal Application must
be filed with the Commission’s Docket Office to gain Commission approval for the
proposed modifications.
• All of this must occur prior to proceeding with the final design on the project.
The final decision on the crossings will be based upon all of the technical input into the process
including the Final Technical Recommendation; however, SCRRA recognizes that the ultimate
decision will involve institutional consideration of the proposed crossing treatments and will
require third party approvals, primarily consisting of approval of the crossings by the CPUC under
the provisions of all CPUC General Orders.
12.3.4 Step 3 – Risk, Indemnification, and Liability

Agreements including those to obtain necessary right-of-way, and for identifying any sharing of
construction and/or maintenance costs will need to be addressed as part of this analysis.
Upon a decision for the crossing, should the crossing remain at-grade, the key parties (SCRRA,
the highway authority and/or member agency) need to address the risk, indemnification, and
liability within the C&M agreement for this crossing.
The location of adjacent track(s) owned and operated by another railroad company creates
conditions that need to be evaluated during the design of warning devices for vehicles and
pedestrians. The responsibility of installing and maintaining warning devices at the crossing will
fall on the railroad that owns and operates the part of the crossing on which the warning devices
are required. In such cases, there may be two separate crossing warning systems, one from
SCRRA and one from the new rail mode, at the crossing that must be interconnected to work in
conjunction with each other. Coordination with the new rail mode must be done throughout the
design stages to ensure that adequate warning devices are installed at the highway-rail grade
crossing and will work in conjunction with one another.

12.4 GRADE SEPARATION DESIGN CRITERIA
12.4.1 General Design Criteria

The design of Grade Separation projects shall be performed by the Project Sponsor. SCRRA
Signal and Communications Engineering Section prepares, at Project Sponsor’s cost, the design
for the active railroad control system including the train detection circuits. The railroad signal and
communications design may be done by SCRRA approved consultants if requested by the Project
Sponsor and approved by SCRRA.
The policy of the SCRRA is that the construction and removal of a Grade Separation shall not
temporarily or permanently reduce the utility of the Operating System. Aspects of utility to be
preserved include: future track expansion of at least one additional track; opportunity to build
additional track(s) identified in future plans including but not limited to SCRRA’s Strategic Plan;
clearances, and sight lines for signals and road crossings; maintenance access to track and/or
signals; drainage of the track; speed of train operations; reliability of train operations; and
economy and reliability of operation and maintenance of the Operating System. SCRRA’s reviews
of Grade Separation submittals for design and work plans shall be guided by this policy of not
diminishing the utility of the Operating System. The Project Sponsor’s design documents and
design and construction submittals shall demonstrate that the utility of the Operating System is
not diminished.
Grade Separation projects are undertaken based on schedule and funding that may change in
the course of implementation. It is possible that the design will be completed ahead of the funding,
and the actual construction will start at a later date with considerable (24 months) gap between
the design and the construction. If this happens to any project, the design shall be revised to meet
current standards, requirements, and Criteria of SCRRA and other agencies.
Design of Grade Separation Structures shall be reviewed by SCRRA and/or SCRRA’s outside
consultant at the expense of the Project Sponsor. Prior to any review, a DSA shall be executed
by the Project Sponsor agreeing to pay all review costs for the design and construction phases of
the project. Review expenses shall include all costs for in-house personnel and/or consultants
retained by SCRRA. The original estimated costs would not be the upper limit of the costs but
provide a guideline for budgeting purposes. Regardless, all costs incurred by SCRRA during plan
review process and construction-monitoring phase of the work shall be fully recoverable from the
Project Sponsor.
Engineer in Responsible Charge shall prepare design calculations for Underpass bridge
structures. These calculations shall be checked by another independent person who was not
involved in the original design. SCRRA may engage the services of an outside consultant at the
expense of the Project Sponsor for the independent check of the calculations.
For Overhead Structures, a demolition plan indicating the method of track protection, the
sequence of demolition, and a description of the procedure and equipment to be used during
demolition shall be submitted to SCRRA for review and acceptance.
All Overhead Structures shall provide horizontal and vertical clearances for: anticipated future
track(s); changes in track alignments; raising track(s) for maintenance purposes; location of
access roads; location and size of drainage facilities; and location of existing or relocated utilities.
SCRRA shall be contacted prior to finalizing the clearances. All requests for information regarding

future track requirements shall be formally submitted to the SCRRA. At all times, minimum CPUC
and SCRRA clearances shall be maintained. If the facility is on another railroad, the clearances
specified by the specific railroad at that location shall be followed, if greater. At clearance locations
where super elevation is present, vertical clearances shall be measured from the high rail.
Construction activities that impact SCRRA trains must be coordinated with SCRRA. The proposed
staging and phasing must be reviewed and accepted by SCRRA at the concept stage and
re-reviewed during development of detailed plans. See the Construction Section 12.4.4 of these
Criteria for construction track window discussion requirements. A proposed construction
sequence for all aspects of the work for Grade Separations affecting SCRRA operations, including
agreed upon construction track windows, shall be incorporated into the construction documents
and annotated on the Contract drawings. Special Provisions shall include SCRRA coordination
requirements in order to make the Contractor aware prior to letting of the proposed Grade
Separation. During construction, the Contractor shall submit a final Site Specific Work Plan
(SSWP) incorporating the construction sequences, phasing, including track windows accepted
during the design phase.
Grade separation projects required coordination with different stakeholders and their design,
construction, safety, material, acceptance, accounting, submittal, reporting, funding, and
scheduling procedures. During the design and prior to construction, the Consultant will outline all
applicable requirements and then select the most applicable one in concurrence with all
stakeholders. During construction, the design and construction team will carry out advance
planning and constant communications among the stakeholders to prevent surprises and delays.
Dimensions and Units

All dimensions and calculations of interest to SCRRA shall be in English units. Dual dimensions
with English units in parenthesis are acceptable for projects that require the use of Metric units
as per State or Federal requirements. SCRRA shall reject any and all drawings and reports if dual
dimensions are not shown or not shown properly.
If required, Dual dimensions shall be shown as a minimum for the following:
• Horizontal and Vertical clearances.
• Underground and Surface utilities.
• Drainage patterns and Drainage facilities.
• Track spacing, SCRRA and other Railroad Right-of-Way, and track stationing.
• Span length, width, and depth of Superstructure elements.
• Size and limits for barrier rails or splashboards and fences.
• Location and elevation of underground or aerial utilities and their relocation adjustments if
required.
• Size, elevation, and location of pier or abutment footings for spans adjacent to track(s).
• Size of structure supports.
• Size and elevations of pier protection wall.

• Shoring and Falsework locations and their limits, if required.

• Top-of-Rail elevation under structure and grade profile.
• Size and location of drainage structures and ditches.
• Temporary construction vertical or horizontal clearances.
Operational Requirements
The proposed construction be performed without interference to railroad operations. The most
effective method for reducing interference to SCRRA operations for construction of grade
separation projects is to use an Overhead structure and avoid an Underpass structure.
Access Road
The design shall include adequate access to existing railroad facilities along and/or within the
Right-of-Way. Access road, access road bridge, or access road turnaround with a minimum of 50
feet radius is to be provided. Access road requirements and location shall be verified at the
concept stage of the proposed grade separation project. Minimum access road width shall be 12
feet and the centerline of the access road shall be located a minimum of 20 feet from the centerline
of the nearest existing or future track.
Excavation Support
All temporary excavation required for construction or demolition of a Grade Separation and other
facilities shall comply with SCRRA Excavation Support Criteria, Chapter 15.0. The design of
permanent retaining walls and other systems of permanent earth retention adjacent to SCRRA
track(s) is addressed in the SCRRA Design Criteria Manual and applicable reference materials.
Shored excavations within 15 feet of a track (including both a shoofly or permanent track) will
typically require the track structure include a hot mix asphalt (HMA) sub-ballast, eight (8) inches
thick for temporary track and 12 inches thick for permanent track, 12 feet wide (centered about
the track centerline) and extending 20 feet past the shored excavation. Refer to Section 8.15 for
permanent track and structure HMA requirements.
Exception and Waiver Requests

All standards and manuals shall be adhered to throughout this project unless waived in writing
(see Request for Special Design Consideration DPM-13 in Section 3.2.2) by SCRRA.
12.4.2 Overhead
The design and construction of Overhead Structures shall be in compliance with the criteria shown
on standard drawings, ES 2101 and ES 2104.
The structure, at a minimum, shall meet the specifications and design standards of AASHTO and
Caltrans, and shall comply with all applicable Federal, State, and Local laws.
Expansion or hinge joints for the Overhead Structures shall not be located over any track(s) or
within the SCRRA Right-of-Way.

Loading
Overhead Structures shall be designed to carry dead, live, impact or dynamic, wind, seismic, and
other loads and forces. All new and replacement highway bridges shall be designed to carry not
less than AASHTO HL-93 live load.
Clearances
Horizontal
Design for the Overhead Structure shall have all piers and abutments located outside of the
SCRRA Right-of-Way. If this is not feasible and an exception is granted by SCRRA, then all piers
and abutments shall be located a minimum of 25 feet from the face of pier to the centerline of the
nearest track or identified future track.
Horizontal clearances are for tangent track(s) and correspond to the perpendicular distance from
the centerline of the track to the face of support or pier protection wall. The horizontal clearances
shall be increased per AREMA and CPUC requirements when any part of the Overhead is located
within 80 feet of curved track.
Vertical
A permanent minimum vertical clearance of 24 feet 6 inches shall be provided for all Overhead
Structures, measured from the top of the high rail to the lowest point of the structure, in
accordance with ES 2101.
Additional vertical clearances may be required for features beyond those shown in the
Engineering Standards, such as: correction of sag in the track(s); track raise; construction
requirements; and future track raises [within the next five years]. The elevation of the existing top
of rail shall be verified prior to beginning construction. All discrepancies shall be brought to the
attention of SCRRA prior to construction.
Temporary
A temporary minimum horizontal clearance of 12 feet from the centerline of track(s) (including
temporary falsework) shall be provided for all Overhead Structures.
A temporary minimum vertical clearance of 22 feet 6 inches above the top of the rail shall be
provided for all Overhead Structures in accordance with ES 2101.
Safety Barriers
Safety barriers for Overhead Structures shall be provided to retain and redirect errant vehicles.
Concrete barrier (Type 842) as per Caltrans Standard Plan RSP B11-82 with a height of 42 inches
shall be provided on both sides of all Overhead Structures. Other barriers that provide equivalent
strength and protection may be considered and will require approval by SCRRA through a
Request for Special Design Consideration (see Section 3.2.2).
Safety Fences
Overhead Structures shall provide means of protecting SCRRA facilities and the safety of their
employees below from objects being thrown from above by pedestrians or passing motorists.

Chain link railing (fencing) (Type 7) per Caltrans Standard Plan B11-52 or Type 3 per Caltrans
Bridge Standard xs16-160 shall be provided on both sides of all Overhead Structures. The Type
7 railing shall be installed when there are no sidewalks or pedestrian pathways present and the
Type 3 railing shall be installed when there is a sidewalk or pedestrian pathway present (see
Sheet GSG-07 in Appendix C-5). The Type 3 railing shall be modified to be installed on top of the
safety barrier (without the pipe handrailing) at a minimum height of 8 feet from the flowline of the
curb to the top of the railing. The limits of protective fence shall extend to the full length of the
SCRRA Right-of-Way or a minimum of 25 feet beyond the centerline of the outermost track,
identified future track or access road; whichever is greater. Ornamental fencing with a maximum
gap of four inches may be considered and will require approval by SCRRA through a Request for
Special Design Consideration (see Section 3.2.2).
Parallel structures, which are up to two feet apart, shall not require safety fence at their interface,
but the gap shall be covered with a 3/16 of an inch minimum thickness galvanized steel plate.
Overhead Structures, which are more than two feet apart, shall be treated as individual structures
and the required safety protective fence shall be provided.
Abutment Slopes
To prevent embankment material from sloughing and drainage waters from undermining track
subgrade, end slopes of abutments adjacent to tracks shall be protected with paved slopes.
Paved slopes should extend two feet past the outside face of abutment wall and terminate with
either a curb or gutter to divert runoff. Paving shall consist of a prepared sub-base and filter fabric
with a minimum of four inches thick reinforced concrete or grouted rip-rap placed on prepared
sub-base and filter fabric. Toe of slopes should terminate at the bottom of drainage ditches and
shall have a cut-off wall as required to protect slope from drainage erosion. The toe of slope shall
be below the finished track or roadway subgrade and provide a ditch for positive drainage.
If the layout of the abutment interferes with the existing drainage ditches, suitable means of
handling the longitudinal drainage shall be provided with drainage modification plans and
supporting calculations to SCRRA.
Piers
Piers and abutments shall be located outside of the SCRRA Right-of-Way. All piers or columns
shall be located so that they do not interfere with the drainage ditches or the natural drainage
features of the area. If the layout of piers or columns interferes with the drainage ditches, suitable
means of handling the longitudinal drainage shall be provided along with drainage modification
plans and supporting calculations to SCRRA.
Tops of pier footings within 25 feet of track centerlines shall be a minimum of six feet below the
base of rail. Pier footings shall not restrict SCRRA from modifying the longitudinal drainage
system in the future or from providing unobstructed area for placing signal, fiber optic lines, or
other buried utilities.
Pier Protection
All new, replacement, or modified Overhead Structures will comply with the AREMA manual
recommended practices for pier protection.

To limit damage by the redirection and deflection of railroad equipment, piers supporting
Overhead Structures over SCRRA track(s) and with a clear distance of less than 25 feet from
track centerlines shall be of heavy construction or shall be protected with a reinforced concrete
crash wall. Crash walls for piers from 12 to 25 feet clear from the centerline of track shall have a
minimum height of six feet above the top of rail. Piers less than 12 feet clear from the centerline
of track shall have a minimum crash wall height of 12 feet above the top of rail. Piers shall be
considered of heavy construction if they have a cross-sectional area equal to or greater than that
required for the crash wall and the larger of its dimensions is parallel to the track.
The necessity of a pier protection wall for piers greater than 25 feet from the track centerline shall
be discussed with SCRRA prior to design and construction. Factors such as horizontal and
vertical alignment of the track, embankment height, and an assessment of the consequences of
serious damage in the case of collision will be considered.
Design of pier protection shall comply with the recommended practices outlined in AREMA
Chapter 8, Part 2, and Section 2.1.5.1. Examples of protection walls are shown in the AREMA
Manual Figure C-8-2-1. In locations where pier columns and protection walls interfere with
drainage, openings must be provided in the wall for drainage to ditches, or drainage facilities must
be provided to collect and dispose water to the drainage system. Opening in the pier protection
wall must be lower than the track subgrade elevation and must drain away from the track(s).
A pier protected with a crash wall shall either be (1) anchored to the overhead bridge footing and
columns, with the overhead bridge designed accordingly with the added mass or (2) installed
separate from the overhead structure and accommodated for seismic displacements by providing
an adequate gap between the two structures.
The crash wall shall be at least two foot six inch thick and at least 12 feet long. When two or more
columns compose a pier, the crash wall shall connect the columns and extend at least one foot
beyond the outermost columns parallel to the track. The crash wall shall extend to at least four
feet below the lowest surrounding grade.
The crash wall shall be designed to accommodate future track(s). For example, if there is one
existing track, the location, height, width, and other design features of the crash wall shall be
designed to accommodate future track.
Foundation
Drilled piles and piers/shafts within the influence line shown on the SCRRA Excavation Support
Criteria, Chapter 15.0, shall be designed with temporary casing to protect track against cave-in,
subsidence, and/or displacement of surrounding ground. Casing shall be designed for live load
due to the railroad surcharge in addition to all other loads. Drilled shafts or piling shall be designed
to allow the drilling or pile driving to proceed without impacting the SCRRA Operating System.
Drilling of piles, piers/shafts, or shoring construction for footings within influence of railroad
surcharge shall not proceed without acceptance from SCRRA. For limits of the Railroad Zone of
Influence, refer to the SCRRA Excavation Support Criteria, Chapter 15.0.

Drainage
Drainage plans and hydrology report prepared as per local city, county, and SCRRA criteria
(Design Criteria Manual, Chapter 8), shall be submitted for SCRRA review and acceptance.
Drainage from the structure shall be diverted away from the SCRRA Right-of-Way at all times.
Scuppers from structure deck shall not be permitted to discharge water onto the track or roadway
areas at any time. If drainage of deck uses downspouts in the columns, then they shall be
connected to the storm drain system or allowed to drain into drainage ditches away from SCRRA
Right-of-Way. Concrete splash block or aggregate ditch lining shall be provided at the discharge
area of downspouts. Downspouts shall be behind the face of the piers.
Lateral clearances shall provide sufficient space for construction of the required standard ditches
parallel to the standard roadbed section. When the proposed construction shall change the
quantity and/or characteristic of flow in the existing ditches, the ditches shall be modified as
required to handle the increased runoff. The size of the ditches should vary depending upon the
flow and terrain and should be designed accordingly.
Lights
All Overhead Structures exceeding 80 feet of Superstructure width shall be provided with a
lighting system. Lighting shall also be provided for structures of less than 80 feet width in areas
where switching is performed, where high vandalism or trespassing has been experienced, or as
directed by SCRRA.
An average of one (1) foot-candle of power shall be provided under the structure. Fixtures shall
be installed on column walls or caps of the Overhead Structure without reducing the minimum
clearances. The maintenance of lights shall be the responsibility of the Project Sponsor.
Falsework
For Overhead Structures, those carrying traffic over SCRRA track, the falsework design and
construction shall meet the rules and requirements of Caltrans Falsework Manual and Caltrans
Standard Specifications Section 51-1.06. Falsework installation and removal methods and
procedures shall be submitted for SCRRA review and acceptance. Temporary collision posts set
in six (6) feet of concrete and extending not less than 16 feet above the top of the rail shall be
installed on both sides of the falsework bents and located 10 feet clear of the centerline of the
nearest track and approximately 100 feet in advance of the falsework. Collision posts shall
preferably be steel I-girders with web parallel to the track. Falsework shall be sheathed solid on
the side adjacent to track between three and 17 feet above the top of the rail. Sheathing shall
consist of plywood not less than 5/8 inch thick or lumber not less than one inch thick. Collision
posts and sheathing shall not be required if horizontal clearances to falsework are 25 feet or
greater.
Falsework design and construction shall not obstruct the clear view of SCRRA’s wayside train
signals that may be located on either side of the falsework. If it is necessary to temporarily or
permanently relocate the wayside signals, the cost of the relocation shall be the responsibility of
the Project Sponsor requesting the falsework installation.

Where falsework is within 2,000 feet of an existing railroad signal, the falsework shall be placed
in a manner that provides the locomotive engineer an unrestricted view of the railroad signals.
The lowest point of the falsework shall provide a minimum clearance of two feet from the
locomotive engineer’s line of sight. The two feet distance shall be calculated based on the actual
height of the highest lens of the railroad signal(s) from the top of the rail, at a distance of 2,000 feet
from the railroad signal(s), and with the locomotive engineer’s eye-line at 11 feet 6 inches from
the top of the rail. See Figure 12-2, Falsework Signal Clearance.
FIGURE 12-2. FALSEWORK SIGNAL CLEARANCE
Maintenance
The Project Sponsor is responsible to maintain, repair, and renew the entire Overhead Structure,
including piers and abutments, retaining walls, lighting, drainage system, roadway pavement,
roadway facilities, curb and gutter, striping, signage, and appurtenances. The Project Sponsor is
responsible for removal of graffiti from the Superstructure, piers, abutments, and retaining walls
on a regular basis or as requested by SCRRA.
12.4.3 Underpass
The Project Sponsor responsible for funding and designing the Underpass Structure, structure
carrying SCRRA track and other facilities over the road or feature being crossed shall comply with
SCRRA Design Criteria, including Chapter 11.0 (Structures), Standard Specifications, and other
reference standards listed in these Criteria.
For other project elements that are not integral components of the Underpass Structure or other
SCRRA facilities, and not specifically referenced in these Criteria, their design shall comply with
the applicable codes approved by the Project Sponsor.
Loading
The primary design criteria to be used in the design of SCRRA Underpass Structures shall be the
American Railway Engineering and Maintenance-of-Way Association (AREMA) – Manual of
Railway Engineering (latest edition) and SCRRA Design Criteria Manual. Final determination of
the appropriate use and application of the AREMA Manual, SCRRA Design Criteria Manual, or
other applicable codes and standards shall be discussed with and accepted by SCRRA.

For multiple track structures, live load, as described by the AREMA Manual, shall be calculated
based on the assumption that the track(s) can be located anywhere on the bridge and at a
minimum spacing of 13 feet.
Live load distribution for concrete span elements shall be in accordance with Chapter 8, Part
2, Reinforced Concrete Design, and Article 2.2.3.c of AREMA. Live load distribution for steel span
elements shall be in accordance with Chapter 15, Part 1, (Steel) Design and Article 1.3.4 of
AREMA. This means that it shall not be assumed that the live load is necessarily equally
distributed to the concrete or steel span elements supporting the track(s).
Underpass Structures shall be designed for all applicable loads and loading conditions specified
in Chapters 8, 9, or 15 of the AREMA Manual and shall comply with the requirements of Chapter
11.0, Structures, of this Design Criteria Manual.
Materials
Materials used in the construction of Underpass Structures shall comply with AREMA, SCRRA
Reference Standards, Standard Specifications, and Chapter 11.0 of this Design Criteria Manual.
Concrete Requirements
Minimum Compressive Strength – 4000 psi at 28 days (suggested for substructure).
Concrete shall be proportioned such that the water-cementitious material ratio (by weight) does
not exceed the values in AREMA Table 8-1-9. Precast concrete shall contain a minimum of
610 pounds of cementitious material per cubic yard of concrete. Cast-in-place concrete shall
contain a minimum of 565 pounds of cementitious material per cubic yard. If fly ash is used with
cement it shall be limited to 15 percent of the cementitious material.
Cement shall be Type I, II, or III Portland Cement per ASTM C150.
All concrete shall have an air entrainment additive and contain 5 percent to 7 percent entrained
air by volume.
Course Aggregate shall be size No. 67.
Fine Aggregate shall be fine sand.
Admixtures shall not be used without SCRRA acceptance.
Membrane curing compound shall conform to ASTM C309 Type 2.
Apply an approved epoxy adhesive before placing new concrete against hardened concrete
surfaces.
For precast elements, the fabricator shall stencil the fabricator’s name, date of fabrication, the
bridge number, lifting weight, and piece mark on each component.
The production facility shall be pre-certified. Production procedures for the manufacture of precast
members shall be in accordance with AREMA and the current edition of the Precast Concrete
Institute’s Manual MNL 116 for Quality Control.
Dimensional tolerances governing the manufacture of precast members shall conform to Division
VI, Section 6.4.6 of the Precast Concrete Institute’s Manual MNL 116 for Quality Control.

Tolerance for location of lifting devices shall be plus or minus half an inch.
All concrete components shall be made available, at SCRRA’s discretion, for inspection by the
Engineer in Responsible Charge and SCRRA at the fabricator’s plant prior to shipment.
Reinforcing Steel Requirements

Reinforcing steel shall be deformed, new billet bars per current ASTM A615 Specifications and
meet Grade 60 requirements.
Reinforcing steel requiring field welding, or in substructure elements that could be subject to
ductility from seismic event, or bending shall conform to ASTM A706 Specifications, Grade
60 requirements.
Fabrication of reinforcing steel shall be per Chapter 7 of the CRSI Manual of Standard Practice.
Dimensions of bending details shall be out to out of bars.
Reinforcing steel is to be blocked to proper location and securely wired against displacement.
Tack welding of reinforcing is prohibited. Minimum concrete cover not otherwise noted shall meet
current AREMA criteria.
Prestressing Strand Requirements:

Prestressing strand shall be seven-wire, uncoated and low relaxation which is in accordance with
the requirements specified in ASTM A416, ACI 318 and AREMA Chapter 8.
The strand shall have an ultimate tensile strength of 270 ksi.
Structural Steel Requirements

All major elements subjected to track live loads shall conform to the following minimum
specifications, except as otherwise noted:
Painted structures: ASTM A709 Grade 50 T1
Unpainted structures: ASTM A709 Grade 50W T1
All bolted connections shall be made with high strength bolts using turn of the nut tightening
methods
Track Geometry
In the design of Underpass Structures, the top of rail elevation and alignment are generally
preferred to remain at the existing location. An existing top of rail survey covering a distance that
includes an additional 1,000 feet at 100 foot stations from each end of the proposed Underpass
shall be provided to the SCRRA for review and direction for establishing final track grade. All
existing Overheads and Highway-Rail Grade Crossings within ½ mile of the proposed Underpass
structure shall be shown on the survey, with Overhead’s low chord and Highway-Rail Grade
Crossing top of roadway elevations clearly noted.
Where it is proposed for other reasons that the track grade or alignment be changed due to the
circumstances of design, SCRRA shall be consulted and the following considerations be given:

• The change in track grade for both temporary and permanent alignment shall minimize
the impact on train operations, adjacent station platforms, parking lots, and SCRRA
maintenance access.
• The change in track grade shall minimize any undulating effect on the track profile relative
to existing Underpass Structures, future Underpass Structures, or nearby Grade
Crossings.
• The effects of a track grade change that will require any adjustments or relocations to the
fiber optic line along the corridor shall be identified and solutions investigated.
Structure Selection Criteria

Refer to Drawing numbers GSG-02 to GSG-06, Appendix C-5, for different types of bridge
structures acceptable to SCRRA. Refer to SCRRA Engineering Standards 6001 and 6002 for
details of precast/prestressed concrete beam bridges. Cast-in-place bridge Superstructure for
Underpasses is not approved for construction on the SCRRA Operating System. Materials used
in the design of SCRRA facilities shall conform to SCRRA standard specifications and the AREMA
Manual unless otherwise specified in this section.
• Bridge Structures shall be of simple span construction. Monolithic, continuous span bridge
structures are not permitted.
• Superstructure shall have a ballasted deck; open deck type Superstructures are not
permitted.
• Structures are to be designed to be redundant and to remain serviceable after damage by
accidents and earthquakes.
• All concrete bridge structures shall be protected by collision impact devices or crash
(fascia) beams with an embedded steel angle over the traveled lanes of traffic.
• Structures adjacent to an existing or new separate structure shall be designed to protect
against collision impact.
• Retaining walls are similarly based on simple designs.
• Structures shall be designed for a service life of at least 100 years.
The Underpass Engineer in Responsible Charge shall address construction sequencing during
the early phases of the design and structure selection process. The Engineer in Responsible
Charge shall incorporate sequencing of construction in their design that will minimize SCRRA
signal changes for the existing track(s) and Shoofly. The preferred sequence is to close the
highway, or relocate traffic to another location rather than providing a temporary highway crossing
at the site.
The SCRRA preferred construction method for Underpass Structures incorporates “top-down”
construction. This method minimizes the amount of excavation and shoring, and allows for the
majority of excavation for the highway after the structure is constructed and the track back in
service.

The track on an Underpass Structure may require the addition of inner guard rail ties and inner
guard rails to extend across the bridge and to include 50 feet from each end of the bridge. If
existing rail and ties are used for this work, all welds shall be tested ultrasonically. Refer to SCRRA
Engineering Standards for inner guard rail details and to determine if the proposed bridge will
require inner guard ties and inner guard rails.
Table 12-4 is a list in order of preference of bridge structure types acceptable to SCRRA:
TABLE 12-4. UNDERPASS BRIDGE TYPES
Min. No. of
Beams/Girders Range of Span Lengths
Bridge Structure Type per Track (feet)
Standard Precast (pre-stressed) Concrete 2 20 - 35
Double Cell Box Beam
Standard Precast (pre-stressed) Concrete 2 9 – 22

Slab Beam
Steel Beam 5 30 – 69
Non-standard precast (pre-stressed) 2 35 – 50

Double Cell Box Beam, 42 inches deep
Non-standard precast (prestressed) Single 4 50 – 80
Cell Box Girder, up to 80 inches deep with
transversely post-tensioned tie rods
Steel Deck Plate Girder 4 up to 180
Steel Through Plate Girder 2 up to 180
SCRRA acceptance shall be obtained prior to final selection of the type of Superstructure for the
Underpass.
Future Expansion
The Underpass Structure(s) shall account for future track expansion of at least one additional
track. For example, if there are currently two existing tracks at the project location, the bridge and
other facilities shall be provided for three (3) tracks. When allowing for future track, consideration
shall be given to limitations due to track alignment and location on the existing Right-of-Way,
Right-of-Way availability, adjacent Overhead Structures, and drainage provisions.
Future expansion can be accommodated by providing a single bridge wide enough for all tracks
or multiple bridges with one or more tracks per bridge as long as provision is provided for one
additional track and additional facilities.
The Designer shall take into consideration the manner in which the bridge could be widened when
adding future additional track(s). The substructure shall accommodate future superstructure
widening without requiring significant modifications to the seats, backwalls, and wing walls. The
superstructure shall accommodate future expansion taking into account minimizing modifications

to the superstructure and disruption of SCRRA operations. The locations of the abutments for
underpass structure shall be designed to accommodate future tracks without substantial redesign
and without track realignment.
Coordinate with the SCRRA to determine which side of existing track to provide provision for
expansion and for required track spacing. SCRRA may require the Project Sponsor to prepare a
short report showing the feasibility of a future expansion on both sides of the Grade Separation.
Skew of Bridge
The preferred angle of roadway crossing and bridge structure relative to the centerline of track is
90°. Prior acceptance from SCRRA is required in cases where a 90° crossing cannot be obtained.
In cases where a 90° crossing cannot be obtained, the maximum skew of bridge structure from
90° degrees shall not exceed the following for various types of structures:
Type of Structure Skew in Degrees
Steel span 30° Max.
Pre-stressed concrete beams 15° Max.
Roadway, bridge piers, and abutments shall be aligned as required to comply with the above
maximum skew limitations.
Where conditions preclude any other solution, the skew proposal shall require special
consideration and proof of adequacy.
Square-end abutment shall be provided at the end of the skewed bridge. If this is not possible
and if SCRRA prior approval is obtained, at the end of skewed bridge, approach slabs, skewed
end supported on the abutment and square end extending under the track, shall be provided for
each track. The length of approach slab shall be of sufficient length to square off the track(s)
approach to a minimum 12-foot width symmetrical to centerline of track.
Access to Underpass Structure

An access roadway with access from adjacent public roads to each end of the bridge, or an access
roadway with bridge maintenance structure on one side of the track(s) with access to adjacent
public roads, shall be provided for SCRRA off-track maintenance equipment.
Access roadway with turnaround pads shall be designed and constructed in conjunction with the
Grade Separation project when a bridge maintenance structure is not provided. Turnaround pad
shall start no further than 30 feet from the end of the bridge structure and with embankment
shoulder 60 feet minimum from the centerline of the track. Roadway grade should not exceed 10
percent and should terminate at the sub-ballast elevation. Roadway shall have sufficient width to
provide for one 12 feet wide road, drainage ditch, and shoulder. Roadway and turnaround pad
shall be constructed on compacted material and have a 12 inch thick minimum base and 6-inch
thick hot mixed asphalt (HMA) pavement. Turnaround pad and roadway shall be sloped to drain
away from the track sub-grade and dispose water to drainage system. All down slopes of
turnaround pad and roadway shall be protected with asphalt concrete curbs to prevent
embankment erosion.

The bridge maintenance structure may be part of the track supporting structure or a completely
separate structure. If bridge maintenance structure is part of the main track structure, the structure
shall be designed for railroad E-80 loading to accommodate any future track needs and
modifications. If the bridge maintenance structure is a totally separate structure, it shall be
designed for HL-93 live load. The separate bridge maintenance structure width shall
accommodate one (1) 12-foot paved lane with curbs and railing. The deck of bridge structure shall
be Portland cement concrete deck pavement or steel plate deck with six inch thick HMA
pavement. Bridge deck shall include curbs, railing, and drainage and joint seals as required. HMA
pavement shall extend 12 feet past the end of the structure and be placed over a 12 inch thick
minimum base. The access roadway with a bridge maintenance structure shall meet the same
criteria as an access roadway with turnarounds.
Clearances
The Underpass clearances shall comply with the applicable requirements shown on Drawing
GSG-08 - Underpass Structure Clearances, found in Appendix C-5.
Vertical
A minimum vertical clearance of 16 foot 6 inches shall be provided for all Underpass Structures,
measured from the lowest point of the Superstructure to the highest point of the roadway
pavement. A minimum vertical clearance less than 16 foot 6 inches may be provided if prior
approvals were obtained on Special Design Consideration form from SCRRA and if sacrificial
beams not carrying any track loads are provided over the traveled roadway. The vertical clearance
must not be violated due to the deflection of the superstructure. Higher vertical clearances may
be required by CALTRANS standards based on the roadway classification of the proposed road
crossing under SCRRA.
Exceptions for minimum vertical clearance shall only be granted if it is uneconomical to provide
the stated minimum vertical clearance over the roadway or geometry won’t allow minimum vertical
clearance to be achieved. A thorough and complete analysis must be provided with the exception
request that documents why the minimum vertical clearance cannot be provided. The exception
request along with any supporting documentation shall be submitted on the SCRRA Request for
Special Design Consideration form. Special design consideration and waiver requests shall be
submitted at the Concept and Design Criteria (5 percent Design) or Preliminary Design
(30 percent Design) review levels for consideration by SCRRA. Concept and Design Criteria
(5 percent Design) exception and waiver requests are preferred. Design should not be advanced
to the Interim Design (60 percent Design) level prior to receiving a decision on an exception or
waiver request.
The Project Sponsor shall assume the repair costs and costs of operational impacts to SCRRA
trains for damage to the bridge by highway traffic. In the event of damage to the bridge or the
girders by highway traffic, the extent and method of repair shall be agreed upon by the Project
Sponsor and SCRRA. If the Project Sponsor fails, refuses or neglects to perform the repair to the
structure, SCRRA shall perform any work necessary to place the highway and appurtenances in
such condition as shall not endanger or interfere with SCRRA facilities or operations, or jeopardize
SCRRA employees. The Project Sponsor shall reimburse SCRRA for all the expenses including
expenses incurred for delaying SCRRA trains and passengers.

If resurfacing or any other activity is to be performed below the Underpass structure, the Project
Sponsor of the roadway shall submit a written request five (5) working days in advance of the
activity for acceptance from SCRRA. This request must provide the existing measured and posted
clearances of the structure and the proposed configuration after work is completed. The Project
Sponsor shall be responsible for posting and maintaining signed structure clearances and any
advance street notifications in accordance with CALTRANS and the AASHTO MUTCD, as
required.
Superstructure
The minimum depth of ballast for the design of the structure under the ties at the lowest rail shall
be eight (8) inches. In addition, a four (4) inch layer of Hot Mixed Asphalt (HMA) underlayment
shall be provided for all structure types and eight (8) inch on the approaches for 50 feet past the
bridge abutments. A steel cover plate and membrane waterproofing shall be provided at the
underpass deck joints and membrane waterproofing applied over the entire bridge deck. All
structures shall be designed for an additional seven (7) inches of ballast to accommodate a future
track raise. Direct fixation of rail to Superstructure is not acceptable.
Minimum longitudinal structure grade of 0.2 percent shall be provided for drainage purposes.
Drainage towards one end of the structure may be provided. When the structure is excessively
long, adequate deck grades to drain the structure to both ends of bridge, or to pier locations, shall
be provided. If the top of rail grade remains constant over the length of structure, the depth of
ballast may be increased from the minimum depth but should be taken into account in the design.
Parallel structures shall have a minimum separation of five (5) feet to provide room for
maintenance work and inspection. Raised walkways may be closer than five (5) feet if there is
adequate room under the walkway to inspect the superstructure elements.
Bird screens may be provided below the Superstructure; however, the screens shall be designed
to allow periodic inspections and maintenance by SCRRA. If attached to the Superstructure, the
attachments need to provide stability when exposed to frequent vibratory loads and span
deflection under live load.
Steel and Precast/Prestressed Concrete Beams and Girders

All steel and precast members shall be constructed from approved shop drawings and only after
acceptance of the shop drawings is received from SCRRA. No materials should be ordered until
SCRRA acceptance of the shop drawings is received. Structural members shall be constructed
in accordance with the current AREMA Manual and methods accepted by SCRRA and as shown
on the SCRRA accepted shop drawings. Structural members, drawings, and submittals that do
not meet the project specifications shall be rejected. The Contractor at no additional expense to
SCRRA shall replace rejected structural members. Members that have been delivered and are
then rejected must be removed from the Right-of-Way with no additional cost to SCRRA.
Deck Width
For a single-track bridge structure, the width of the deck shall be as shown on the SCRRA
standard drawings GSG-02 to GSG-06, ES 6001, and ES 6002, and shall not be less than 13 feet
inside face to inside face of curb at top of the hot mix asphalt overlay.

Curb Height
The top of ballast curb shall be 24 inches above the bridge deck to allow for future track raises.
Walkway
The clear distance from centerline of track to inside face of the ballast retainer for bridges with
walkway shall be 6 foot 6 inch minimum. To prevent cracking under live loads, provide ¼ inch
wide joints at 10 feet maximum spacing on concrete curbs, walkways, and ballast retainers.
Walkways and handrails shall be provided on both sides of the deck. Walkways shall not be less
than 2 foot wide with the top of walkway 24 inches above the bridge deck. That portion of the
bridge walkway that spans over the highway and/or pedestrian walkway shall be constructed of
solid material and a curb or toe board shall be provided.
When walkway structures are used, provide a detail showing the walkway transition from bridge
to roadbed at bridge ends. Where there is a vertical distance from the roadbed walking surface to
the bridge walkway, adjust the roadbed walkway profile to eliminate the vertical separation or
provide other means to provide a safe transition.
Handrail
Handrails or chain link railing (fencing) shall be provided on both sides of the structure and shall
meet FRA, AREMA, and OSHA requirements. The design of handrail or the chain link railing shall
be project specific design and will provide architecturally pleasant appearance since it will be
visible from the roadway. The design will be approved by SCRRA and by the local jurisdiction.
Consideration shall be made to prevent ballast from falling onto traffic below via toe-board and/or
chain link railing.
Deck Drainage
The HMA overlay on top of the deck for steel beam/girders and concrete box or slab beams shall
be sloped transversely not less than 1 percent to the longitudinal drainage collection system.
A longitudinal drainage collection system shall be provided to dispose of drainage without
permitting it to enter the ballast section and backfill beyond the limits of the bridge structure.
Longitudinal drains shall be connected to the storm drain system or properly discharged at the
toe of embankment slopes or at the bottom of piers into new or existing drainage ditches.
If an approach grade descends toward the bridge, drainage from the approach shall be
intercepted by appropriate means so that it shall not drain onto the bridge.
Hot Mixed Asphalt (HMA) Overlay

HMA overlay shall comply with Caltrans Standard Specification, Section 39 “Hot Mixed Asphalt”.
The HMA shall be four inches in thickness at the crown on top of the bridge deck. A 12 inch layer
of HMA, 15 feet in width and symmetrical to the track, shall be placed for the bridge approach on
top of the embankment and extend 50 feet from each end of the bridge. When there is more than
one track the HMA layer shall extend between tracks and seven feet six inches outward on field
side of each track. HMA layer shall be crowned at centerline of single track or at the centerline

between two tracks and slope away from tracks at a 1percent slope toward the field side of each
track.
Fire Protection
SCRRA structures and facilities shall be designed to provide a minimum fire rating as specified in
the applicable local code, in accordance with the “UL List”.
Substructures
The Substructure elements shall be designed in accordance with Chapter 8 of the current AREMA
Manual and SCRRA Design Criteria Manual.
Gamma-gamma logging (GGL) testing shall be required by SCRRA to evaluate the integrity of
drilled shafts/caissons if used for foundation support. The Plans and Specifications shall include
provisions for this testing.
Drilled shafts within the influence of track live load surcharge shall be designed with temporary
casing for protection against cave-in, subsidence, and/or displacement of surrounding ground.
Casing shall be designed for live load due to the track surcharge in addition to all other loads.
Design of casing as shoring shall be in accordance with SCRRA’s Excavation Support Criteria,
Chapter 15.0. Drilled shafts and piling shall be designed to allow the drilling or pile driving
operation to proceed without stopping trains.
Soil and Geotechnical Data

Soil properties shall be established by subsurface investigations and laboratory testing. A
Geologic Hazard Assessment shall be provided.
Soils and geologic data shall be prepared in accordance with the appropriate AREMA practices.
These data should consist of boring location plans, boring logs, and test results and geologic
sections and profiles.
Earth Retaining Structures

Earth retaining structures shall be designed in accordance with Chapter 8, Part 5 of AREMA
Manual. Refer to Section 11.12, Permanent Retaining Walls of SCRRA’s Design Criteria Manual
for more information on design and construction of retaining walls.
Abutments
The abutments shall be designed in accordance with the recommendations of Chapter 8, Part
5 of the AREMA Manual and SCRRA Design Criteria Manual (non spill-through type abutments
shall be at least 0.2H in thickness at the base). The abutments shall be wide enough to satisfy
SCRRA standard roadbed shown on Engineering Standards ES 2001 and ES 2002.
For multiple track bridges, the abutments shall be sufficient to provide standard shoulders, plus
20 feet for each existing or future track. Wing walls shall be designed to support 2:1 embankment
slopes. Handrails shall be returned on the backwall and/or wing walls.

Abutment seats shall be sloped to drain away from bearing locations. When weathering steel is
used for the Superstructure, details on top of abutment seat shall indicate method of collecting
and disposing of water without staining the vertical concrete surfaces.
At certain locations, where the face of an abutment or retaining wall stem is exposed to public
view, it may be desirable to treat the face architecturally. Such treatment may include the use of
textured form liner, sandblasting, or bush-hammering. Such architectural treatment will not reduce
the minimum clearances for reinforcing steel shown in Chapter 8 of the AREMA Manual nor shall
it be allowed to reduce the effective wall section.
Sloping embankments in front of abutments shall be landscaped and/or paved as per SCRRA
input and acceptance. Landscaping shall be as per SCRRA Landscaping Criteria and/or SCRRA
Specifications Section 32 90 00 - Landscaping.
Piers
Single column piers will not be accepted for Underpass Structures. For single-track structures,
solid wall piers or two columns shall be provided. For multiple-track structures, solid wall piers or
a minimum of two columns shall be provided per track, with each intermediate column allowed to
share the load between tracks (i.e. a two-track bridge will require a minimum of three columns).
Bridge piers adjacent to roadways shall be protected from vehicular traffic by use of concrete
barrier. The type, design, and detailing of the concrete barrier that is used shall comply with
AASHTO and Caltrans standards.
Bearings
Refer to the SCRRA Design Criteria Manual for guidance on selection and design of acceptable
end bearing provisions for steel and concrete spans for Underpass Structures.
Provide a minimum of six (6) inches from edge of masonry plate or bearing to edge of concrete.
Painting
All steel bridge Underpass Structures shall be fabricated with weathering steel for exposed
members unless located within one (1) mile from the ocean in which case the structure shall be
painted. Painting shall conform to the requirements of current AASHTO specifications and
recommendations of Steel Structures painting Council Manual (SSPC). Paint shall be applied in
accordance with manufacturer’s recommendations and in compliance with SSPC
recommendations. Paint shall be submitted by the painting agency for review and acceptance by
SCRRA prior to application of any of the coatings.
All accessible concrete, masonry, and porous surfaces from finish grade or floor to 10 feet above
finish grade or floor shall be painted with clear graffiti-resistant coating. Refer to SCRRA
specifications 34 80 61 – Painting and Protective Coating for Bridges for material and construction
requirements.
Signal and Communications Conduits

Provisions shall be made for all Underpass Structures to carry SCRRA signal and
communications conduits and cables for either active and future expansions or additions to

communications systems, if required. Attachment points of SCRRA signal and communications

conduits to cut-and-cover structures shall be positively located to avoid all reinforcement. This
may be accomplished by casting inserts directly into the concrete, or by casting block-outs into
which attachments can be secured.
No public or private utility attachments are allowed on Underpass Structures. Lighting conduit and
lights are allowed to be attached to Substructure units, but shall not be attached to Superstructure
components. Existing or future public and private fiber optic lines should be placed underground
and away from the structure. Relocation of existing utilities interfering with construction of the
project shall be the responsibility of the Project Sponsor.
Drainage
Drainage plans and hydrology report shall be prepared per the SCRRA Design Criteria Manual,
Chapter 8, and shall be submitted for SCRRA review and acceptance.
Maintenance
The C&M Agreement assigns SCRRA responsibility for the inspection and maintenance of the
Superstructure of the Underpass Structure above the bridge seats, including bearing assemblies,
spans, roadbed, tracks, railroad drainage, and all other related SCRRA facilities.
The C&M Agreement assigns the Project Sponsor responsibility to maintain the structure and
appurtenances below the bridge seats, including: piers and abutments; retaining walls; roadway
illumination and electrical appurtenances; drainage system; roadway pavement; roadway
facilities; curb and gutter; striping; signage; and aesthetic or cosmetic design elements or painting
added to the Superstructure soffits or facades and appurtenances. The Project Sponsor is
responsible for removal of graffiti from the entire project, including retaining walls, Substructure
and Superstructure (above and below the bridge seats) of the Grade Separation structure.
The Project Sponsor shall be responsible for maintaining facades and fascia girders including
removing fascia girders or facades prior to SCRRA scheduled maintenance or repair to the
structure. SCRRA can remove the fascia girders or facades during emergencies and then be
reimbursed by the Agency.
The Project Sponsor shall be responsible for all roadway work and closures that occur during
structure inspection, maintenance, or repair. The Project Sponsor shall also be responsible to
obtain written acceptance in advance of performing any work that could affect the structural
integrity of the structure or interfere with SCRRA operations.
12.4.4 Pedestrian Grade Separations

Pedestrian grade separations shall comply with all applicable Federal, State, and Local laws, and
shall provide an accessible facility under the Americans with Disabilities Act of 1990 (ADA) and
the Rehabilitation Act of 1973 (Section 504). The FHWA is responsible for ensuring access for
persons with disabilities and it is recommended the designer refers to the best practices design
guidelines publications on the FHWA website.
New pedestrian crossings shall be grade separated as a minimum standard.

The design of Pedestrian grade separations shall consider and balance initial project capital costs
and life-cycle costs including maintenance. Underpass structure usually requires higher initial
capital cost while overhead structure requires higher life-cycle costs. Most of the overhead
structures at the stations are maintained by the local agency where the station is located and they
are responsible for the maintenance cost. Maintenance of the elevators for overhead structures
is the most reported problem at the station. Based on this, selection of an overhead for pedestrian
grade separation is the SCRRA preferred alternative.
Pedestrian Overhead
The Pedestrian Overhead Structure, as a minimum, shall meet the specifications and design
standards of AASHTO and Caltrans. The structure shall also meet all general requirements for
Overhead Structures outlined in Section 12.4.2 of these Criteria.
The Pedestrian Overhead Structure shall be designed to span the entire width of SCRRA
Right-of-Way and if practical at 90 degrees to the track(s).
The Pedestrian Overhead Structure shall be of sufficient length to allow for future track(s) and
access road(s) as directed by SCRRA. Refer to Section 12.4.3 of these Criteria for future
expansion requirements.
Protection of SCRRA Operations

The Pedestrian Overhead Structure shall provide protection for the entire width of the SCRRA
Right-of-Way to prevent the throwing of objects from the structure onto the Right-of-Way. The
structure shall be totally enclosed or provided with a fence on both sides that extends a minimum
of 8 feet above the deck as depicted on Drawing GSG-07, Overhead Structure Clearances, in
Appendix C-5.
The Pedestrian Overhead Structure and approaches shall be adequately lighted, however;
lighting must be designed and installed in a manner that will not interfere with the train crew’s
ability to clearly observe track signals.
The Pedestrian Overhead Structure shall not interfere with train crew’s unobstructed line of sight
to the wayside or at-grade crossing signal systems.
Minimum Width
The minimum traveled width for Pedestrian Overhead Structures shall be 10 feet.
Clearances
The Pedestrian Overhead Structure final minimum clearances shall comply with the applicable
requirements shown on Drawing GSG-07, Overhead Structure Clearances, refer to Appendix C-
5. The vertical clearance from the top of the high rail to the lowest point of the structure shall be
24 feet 6 inches. Standard and minimum clearances shall be as per ES 2101 and ES 2102.
A temporary minimum horizontal clearance of 12 feet from the centerline of track(s) (including
temporary falsework) shall be provided during erection of the Pedestrian Overhead Structure.
A temporary minimum vertical clearance of 22 feet 6 inches above top of the rail shall be provided
during erection of the Pedestrian Overhead Structure.

Access
The Pedestrian Overhead Structure shall be designed and constructed with stairways, approach
ramps, and elevators as necessary to comply with sponsoring Project Sponsor codes and
requirements and the ADA.
SCRRA Right-of-Way shall be protected against unauthorized access by pedestrians by providing
railings or fences. The height of the railings or fences shall be as shown in ES 5103, ES 5104,
and ES 5105 depending on the material and constructed to discourage climbing over the railing
or fence to gain access to the SCRRA Right-of-Way.
Construction
The Pedestrian Overhead Structure design shall include consideration of construction and
erection methods in order to minimize disruption to SCRRA operations. Construction track
windows where train traffic can be stopped to allow uninterrupted construction are generally
limited to 8 to 12 hours during the week with maximum weekend windows of 48 hours.
Checklists
A design and construction criteria compliance checklist shall be provided with each Pedestrian
Overhead Structure review submittal for design and construction, see Appendix E-2 and E-3 for
the standard checklist.
Maintenance
The Pedestrian Overhead Structure shall be maintained by and at the expense of the sponsoring
Project Sponsor.
Pedestrian Underpass
The Design of precast and cast-in-place concrete box sections used for Pedestrian Underpass
Structures shall comply with the current edition of the AREMA Manual, Chapter 8, Part
16 – Design and Construction of Reinforced Concrete Box Culverts, and the SCRRA Design
Criteria Manual. When other structure types are proposed the design shall comply with
appropriate Chapters and Parts of AREMA and SCRRA Design Criteria Manual. The structure
shall be designed to cross the Right-of-Way at 90 degrees to the track(s) if practical.
Concrete box structures are preferred for Pedestrian Underpass Structures. Where concrete box
structures are used, precast box sections shall be utilized to minimize construction track windows.
The length of precast box sections shall be at least of sufficient overall length that any
cast-in-place section(s) can be installed after the track(s) is put back in service and shoring
installed per Excavation Support Criteria, Chapter 15.0.
Precast box sections shall be positively connected to provide closure of the joints, engage the
gasket seals, and prevent possibility of future separation of the box sections. The connections
shall be provided on the top (two minimum), and on each side (one minimum) of the box sections.
The connections may be bolted, welded, or a combination of both. Any open holes left after
erection shall be grouted closed.

The Pedestrian Underpass Structure shall be of sufficient length to allow for future track(s) as
directed by SCRRA.
Width and Height

The minimum inside clear dimensions of the Pedestrian Underpass Structure shall not be less
than 9 feet wide by 9 feet high prior to installing the floor. The maximum inside clear dimensions
of the structure shall not be more than 16 feet wide by 11.5 feet high. The width and height of the
structure shall be determined based on individual analysis to provide adequate visibility through
the structure.
The Pedestrian Underpass Structure shall be designed to minimize the “tunnel” perception. The
structure architecture should consider an arc shaped inside roof line that is six to twelve inches
lower at the walls.
Hot Mix Asphalt (HMA) Overlay

HMA shall be applied directly over the Pedestrian Underpass Structure’s waterproofing system.
The HMA width shall provide for existing and future track(s). The HMA shall be continuous
between existing and proposed track(s) and extend out a minimum of 7 feet 6 inches on the field
side of track(s). The HMA shall extend 30 feet along the approaches measured from the outside
faces of the structure’s walls.
The HMA shall have a minimum layer depth of 8 inches over the crown at the centerline of the
Pedestrian Underpass Structure and slope to 6 inches at the ends of the 30 foot approaches. The
HMA layer shall slope away from the track(s) to the field side at 1 percent slope. Refer to Appendix
C-5, Drawing GSG-09.
Waterproofing
The Pedestrian Underpass Structure shall be waterproofed such that it remains watertight.
A waterproofing system shall be provided to protect the Pedestrian Underpass Structure in
addition to the HMA overlay. The waterproofing system used shall be of a quality that will prevent
any leakage into the structure over its useful lifespan. A warranty shall be provided to SCRRA by
the Contractor that will cover repairs for material and labor for 20 years after construction is
complete if the structure develops leaks. The waterproofing system shall be protected from
damage during installation of the HMA overlay.
Precast box section joints shall be of watertight construction incorporating a rubberized gasket
installed between the tongue and groove sections of the sections.
Cast-in-place box sections shall incorporate water stops at all construction joints.
Other type structures used for Pedestrian Underpass Structures shall be suitably designed to
provide watertight construction.
The waterproofing system details for the structural type of Pedestrian Underpass Structure to be
used shall be submitted to SCRRA for acceptance prior to fabrication and construction.

Drainage
The Pedestrian Underpass Structure shall include an inside drainage collection system to allow
for water removal due to maintenance cleaning and any storm runoff from adjacent approach
ramps and stairways. It is preferred that a drainage collection system be installed on each side of
the floor along the full length of the structure and then routed to an existing storm drainage system.
A sump with pump and lift station should only be considered if connecting to an existing storm
drain by gravity flow is not practical. The inside structure’s floor shall be sloped as required to
facilitate draining to the drainage collection system.
Pedestrian Underpass Structures shall also have a sub-drainage system installed along the
external walls below floor level in conjunction with pervious backfill material and/or geo-composite
drainage board to collect water from groundwater fluctuations and surface infiltration. When the
structure is also located in an area with a high ground water table a permanent dewatering system
should be considered in addition to the sub-drainage system.
The drainage system details shall be submitted to SCRRA for acceptance prior to construction.
Access
The Pedestrian Underpass Structure shall provide access that includes stairways and approach
ramps that provide adequate site distances to the pedestrian. The structure shall provide access
that is ADA compliant.
SCRRA Right–of-Way shall be adequately protected against unauthorized access by providing
railings or fences. Railings or fences shall be a minimum 6 feet in height and of a construction
type that will discourage climbing over the railing or fence to gain access to the SCRRA
Right-of-Way. Right-of-Way fencing shall be provided on both sides of the right-of-way and shall
extend a minimum of 250-ft. from the Pedestrian Underpass Structure perpendicular to the
structure.
Lighting
The Pedestrian Underpass Structure, stairways, and approach ramps shall be lighted for security
of the pedestrian. Lighting in underpasses requires addressing pedestrians’ personal safety.
Lighting on the approaches and within the underpass should appear bright while avoiding glare
and shadows. This can be accomplished by carefully selecting surface textures and colors.
When the ratio of the Pedestrian Underpass Structure length to height exceeds 10:1, lighting
should operate continuously.
During the day, the Pedestrian Underpass lighting should be bright enough to allow pedestrians
to see into the underpass. At night, pedestrians in the underpass should be able to see the areas
surrounding the exits. This can be accomplished by reducing the lighting intensity at each
entrance to the underpass.
Avoid using recessed lamps that could create pools of light. Since Pedestrian Underpass lamps
are generally located at a relatively low level, they should be made of polycarbonate or of some
other type that is resistant to vandalism.
An emergency lighting system shall be installed to provide illumination if the main power supply
fails.

Construction
The Pedestrian Underpass Structure design shall include consideration of construction and
erection methods previously successfully used on SCRRA projects of similar type in order to
minimize disruption to SCRRA operations. Construction track windows where train traffic can be
stopped to allow uninterrupted construction are generally limited to 8 to 12 hours during the week
with maximum weekend windows of 48 hours. Include one and one half hour to remove each
track and the same timeframe to replace each track in the allowable track window timeframes.
Checklist
A design and construction criteria compliance checklist shall be provided with each Pedestrian
Underpass Structure review submittal for design and construction, see Appendix E-2 and E-3 for
the standard checklist.
Maintenance
The Pedestrian Underpass Structure shall be designed considering ease of maintenance. Lighting
fixtures, signage, aesthetic treatments, and other materials proposed for use in the structure shall
be included in the design considerations to reduce maintenance frequency and requirements.
For example, lighting fixtures should be recessed with unbreakable lenses or provided with lens
protection. Signage should be adequately fastened to supports and out of reach to the extent
possible. Aesthetic treatments should be inlaid or anchored and protected by other means from
vandalism damage. Concrete should have graffiti protection if warranted, and handrails and
exposed metals should be protected from corrosion (galvanized steel is preferred).
The Pedestrian Underpass Structure shall be maintained by and at the expense of the sponsoring
Project Sponsor.
Shoofly Track
The most effective method of maintaining traffic is to temporarily reroute railroad traffic around
the construction site using Shoofly Tracks. The Shoofly shall be designed to comply with current
rail operations and existing conditions. The Shoofly design shall be submitted for review in the
early stages of project design. The Shoofly for construction of the permanent structure shall be
designed for construction staging to minimize the traffic interference with the Operating System.
SCRRA requires that the track remain fully operational at all times, except for “track outage
window”, during which a track is shut down to train traffic for certain periods of time. It shall be the
Project Sponsor’s or the Contractor’s responsibility to secure permission for any such track outage
window from SCRRA. The Project Sponsor or the Contractor shall make a request for such track
outage window to SCRRA at least sixty (60) working days in advance. The Project Sponsor’s or
the Contractor’s request shall be subject to SCRRA approval for each outage. The Project
Sponsor or the Contractor shall not regard track outage window as routine events.
If the Shoofly track centerline will be located within 15 feet of the face of a shored excavation,
then the Shoofly track must be constructed with a hot mix asphalt (HMA) sub-ballast, 8 inches
thick, 12 feet wide (centered about the track centerline), and extending 20 feet in both directions
past the shored excavation.

The Shoofly Track design shall conform to all applicable Federal, State, Local, and SCRRA
Design Criteria Manual standards and regulations. The Shoofly shall be designed for maximum
authorized speed for passenger and freight trains shown in SCRRA Timetable and Track Charts.
SCRRA approval shall be obtained if the Shoofly is to be designed for lower speeds to meet
existing site conditions. The track curve speed, super-elevation and spiral length shall meet the
requirements shown in SCRRA Engineering Standards ES 2202 and ES 2203.
If existing track is removed temporarily during Shoofly construction, the existing rail shall be put
up on blocks and not on the ground, ties shall be stacked with space dunnage boards so that the
ties are not resting on the shoulders of the lower ties, and clips are put in containers protected
from weather.
The Shoofly Track crossings shall meet the requirements of Chapter 8.
When Shoofly construction is performed by the Agency Contractor, SCRRA shall perform a field
review and accept the track(s) prior to cut-over. Contractor shall coordinate cut-over with SCRRA
forces. Signal, communications, and PTC changes and required as a result of the shoofly track
will be included as a part of the design and construction.
12.4.5 Construction
The construction shall meet requirements stated in SCRRA’s Standard Specifications, SCRRA
Reference Standards and Criteria, Form 37: Rules and Requirements for Construction on Railway
Property, and shall also comply with the AREMA Manual unless the SCRRA requirements are
more restrictive.
During construction of Underpass Structures, the Project Sponsor shall provide an independent
qualified Resident Engineer to be onsite during all construction activities. The Resident Engineer
will be the coordinator of project correspondence and construction questions between the Agency
and SCRRA.
SCRRA or designated Engineering Consultant shall have the option to conduct site observations
of the work anytime during construction of the project. Site observations will be required for those
activities outlined in the Agreements for SCRRA to provide acceptance or approvals of the work
performed.
All work on, over, or adjacent to the tracks must be coordinated with SCRRA, and the work is
subject to SCRRA operating rules for work on all tracks. Project Specific Work Windows shall be
obtained from SCRRA. The Project Specific Work Window hours and days will be included in the
specifications by the Project Sponsor. If work windows are not included in the project
specifications, they will be provided based on SCRRA safety requirements and SCRRA operating
rules.
Any damage to rails, ties, structures, embankment, third party property, signal and
communications equipment, or any other facilities shall be repaired, at Project Sponsor or
Contractor expense, to a condition equal or better to the condition prior to entry and as accepted
by SCRRA. The Project Sponsor or the Contractor agrees to reimburse SCRRA and/or any
operating railroads for any and all cost and expense incurred as a result of Contractor’s work
which may result in: (i) unscheduled delay to the trains or interference in any manner with the
operation of trains; (ii) unscheduled disruption to normal train operation; (iii) unreasonable

inconvenience to the public or private user of the system; (iv) loss of revenue; and (v) alternative
method of transportation for passengers.
The Site Specific Work Plan (SSWP) submittal and electronic “.PDF” drawings showing details of
construction affecting tracks and property, specifications, and plans and procedures for
excavation, demolition, falsework, sheeting and shoring, drainage, and any other proposed work
that may infringe on SCRRA Right-of Way or affect operations shall be submitted to SCRRA for
review and acceptance prior to procurement, manufacture, fabrication, and construction.
During operations adjacent to live track, all work within 25 feet of the live track or within 50 feet of
any main track(s) switch shall be stopped when trains are approaching, and equipment and
employees moved to a safe distance from the tracks.
The Project Sponsor and its Contractors shall comply with the rules and regulations contained in
the current editions of the following SCRRA documents during the construction of the project:
• Temporary Right-of-Entry Agreement (SCRRA Form No. 6)
• Rules and Requirements for Construction on Railroad Property (SCRRA Form No. 37)
• General Safety Regulations for Third Party Construction and Utility Workers on SCRRA
Property
• Applicable SCRRA Engineering Standards.
The Project Sponsor shall notify SCRRA thirty (30) working days prior to beginning work on the
Right-of-Way and secure any protection SCRRA deems necessary.
Excavation and Backfill

The excavation and backfill shall meet all the requirements shown in Chapter 15.
Erosion Control
The general plans for the Grade Separation shall indicate the proposed methods of erosion
control and must specifically address means to prevent silt accumulation in the ditches and
culverts and to prevent fouling the track ballast, sub-ballast, and existing drainage system.
Existing track ditches shall be maintained at all times throughout the construction period. All
erosion control shall meet current California and County requirements for SWPPP and shall have
Agency approval prior to construction. After the construction has been completed, all erosion
control devices shall be removed, all deposits of silt removed, and the ditches restored.
Acceptance of the erosion control plan does not relieve the submitting agency, consultant, and/or
Contractor of the ultimate responsibility and liability for a satisfactory erosion control plan.
Temporary Traffic Control

The construction of a new Grade Separation, or the modification of an existing Grade Separation,
may require temporary traffic control. Chapter 36, Temporary Traffic Control, shall be referenced
for further information on definitions, referenced standards, traffic control plans, submittals, traffic
control elements, and responsibility/authority for temporary traffic control at Highway-Rail Grade
Crossings. Chapter 36 provides acceptable alternatives and procedures to prescribe the
appropriate temporary traffic control measures at Highway-Rail Grade Crossings.

Utility Adjustments
The existing utilities shall be located prior to commencing any excavations in conformance with
criteria set forth in Chapter 10.


13.0 LOAD RATING

In accordance with SCRRA requirements, a detailed load rating that is representative of a
structure’s current condition shall be completed for each structure that carries railroad traffic.
SCRRA’s load rating methodology, assumptions, analysis methods, and reporting requirements,
provided below, shall be followed unless otherwise directed by the SCRRA Director of Structures.
13.1 RATING METHODOLOGY

SCRRA’s load rating guidelines, presented herein, supplement the general bridge load rating
requirements outlined in the AREMA Manual for Railway Engineering. The following sections of
the AREMA manual provide direction on how to rate a railroad structure based on the material it
is composed of:
• Chapter 7, Section 3, Rating Existing Wood Bridges and Trestles
• Chapter 8, Section 19, Rating of Existing Concrete Bridges
• Chapter 15, Section 7.3, Rating [of Existing Steel Bridges]
SCRRA’s load rating guidelines serve to provide clarification of AREMA load rating requirements
and give direction where the AREMA Manual for Railway Engineering is silent. These guidelines
shall supersede AREMA requirements where conflicts exist.
Typically, ratings are performed on superstructure elements. Substructures, due to unknown

foundation support or design information, are typically inspected and not rated, as substructure
defects are either repairable or steps can be taken to protect movement of trains. Refer to further
details in this chapter.
13.2 PRE-RATING BRIDGE INSPECTION

Prior to load rating any structure, as-built plans shall be located and a pre-rating bridge inspection
or condition inspection shall be completed by SCRRA or the rating engineer to verify the following
information, and any other conditions, that could affect the load rating of the bridge in accordance
with SCRRA’s current Bridge and Tunnel Safety Management Policy:
• Actual sections and details conform to the as-built drawings. The inspection should verify
that repairs, strengthening, additional section loss or other modifications have not
occurred; if they have, dimensions should be recorded to determine accurate section
properties and dead loads.
• An estimate of any additional dead load that has been added to the structure.
• Position of the track relative to the centerline of the structure.
• Superelevation of the track across the bridge.
• Degree of curvature of the track across the bridge.
• Horizontal and vertical alignment of the track over the bridge.

• Operating speed of the track, in order to accurately determine the impact factor applied to
the bridge.
• Uneven settlement of piers.
• Span bearing types and simple vs. continuous span supports.
• Structural condition of all members of the bridge, noting any deficiencies, defects, or
deterioration that may exist that affect the load rating of the member or cause the rating
of other members to be required. At a minimum, the following structural conditions should
be noted:
o Timber member rot or decay
o Concrete condition (spalls, cracking, lost concrete, rust-colored efflorescence)
o Reduction in steel reinforcement area
o Steel member corrosion or section loss
o Loose rivets, bolts, or connections in any type of member
o Crooked or damaged members
o Cracked welds or live load carrying steel members
The intent of the inspection is to verify that the load rating engineer has accurate information of
the condition of the structure and that all factors are appropriately considered during the load
rating process. The load rating engineer needs to exercise engineering judgment to determine
what defects, if any, found during the inspection are necessary to include in the rating.
The current SCRRA Bridge, Tunnel and Culvert Safety Management Policy and the AREMA
Bridge Inspection Handbook, latest edition, provides further direction on how to conduct a
thorough bridge inspection of a railroad structure. Each inspection should be coordinated with the
SCRRA Director of Structures and shall conform to all SCRRA safety and procedural
requirements.
13.3 RATING LEVELS

Depending on the material type of the member, the component being rated may have up to three
different ratings determined – Normal, Fatigue (if considered) and Maximum – which are
described below:
• The Normal Rating of a structure (or component) is the load level that the structure can
support on a repetitive basis for its expected service life. The Normal Rating of a structure
(or component) is based on the full loading (Dead, Live, Impact, etc.) characteristics of the
structure compared to design-level allowable member stresses or capacities.
• The Fatigue Rating of a structure (or component) can be calculated to aid in the evaluation
of the structure for probability of fatigue crack growth and used to provide an estimation
of remaining fatigue service life. It applies only to steel spans or mild reinforcing in concrete
that is in tension and considers the type of fabrication and assembly, as well as the cyclic
characteristics of the Live Load. If necessary, the structure’s Load History and projected
future Live Loading can be used to predict the remaining fatigue life of the structure.

• The Maximum Rating of a structure (or component) is the maximum load level that the
structure can support at infrequent intervals. It is based on the full loading (Dead, Live,
Impact, etc.) characteristics of the structure compared to maximum overload-level
member stresses or capacities.
The AREMA Manual for Railway Engineering includes the Fatigue Rating as part of the Normal
Rating process, the results of which can sometimes mask the Strength capacity of a member.
The Strength Rating of the bridge is a measure of its structural load capacity and indicates if the
bridge is structurally deficient, whereas the Fatigue Rating is based on a reduced allowable live
load stress range that varies based on the type of member and fabrication details. The risk
associated with fatigue-sensitive bridge details can be mitigated through enhanced inspection
intervals and techniques and are less severe on inherently redundant structures. For this reason,
the Fatigue Rating of a bridge or component shall be listed separately from the Strength Rating
and both shall be included under the Normal Rating heading. The Normal Rating of a structure is
based on the strength rating
The fatigue rating results and requirements may be waived if so decided by the Bridge Engineer.
The decision should be made and documented in the bridge record on the basis of the individual
railroad’s current and historic traffic loading patterns, bridge management criteria, fatigue details,
existing structure condition and defects, inspection procedures, and failure history.
A detailed calculation of a structure’s remaining life based on its load history and predicted Live
Load shall only be done at the direction of the SCRRA Director of Structures.
13.3.1 Timber Bridges

Timber bridges or components are only rated for Normal (Strength) and Maximum levels per the
AREMA Manual for Railway Engineering, Chapter 7, Section 3.1.14. The Normal (Strength) rating
is to be completed using allowable stresses for “Regularly Assigned Equipment or Locomotives,”
and the Maximum rating is to be completed using allowable stresses for “Equipment or
Locomotives Not Regularly Assigned.”
Timber bridges shall be rated using service level methods (i.e., working stress design, allowable
stress design).
13.3.2 Concrete Bridges

All concrete bridges or components are to be rated for Normal and Maximum levels per the
AREMA Manual for Railway Engineering, Chapter 8, Sections 19.2.2 and 19.2.3. The Fatigue, if
considered, Rating of mild steel reinforcement in concrete in tension shall be determined per
Chapter 8, Section 2.26.2b.
Concrete bridges or components may be rated using service or strength level methods for either
Normal or Maximum rating levels. The service level rating method must be used to determine the
Fatigue rating of steel reinforcement in tension.
The AREMA Manual for Railway Engineering, Chapter 8, Sections 2.25 through 2.29, describe
how to determine a concrete member’s capacity using service level rating methods; Sections 2.30
through 2.39 describe how to determine a concrete member’s capacity using strength design
methods. If the original design method is known, the load rating should reflect that method.

13.3.3 Steel Bridges

All steel bridges or components are to be rated for Normal, Fatigue (when considered) and
Maximum levels per the AREMA Manual for Railway Engineering, Chapter 15, Sections 7.3.1.1
and 7.3.1.2.
Most steel members of a bridge will require a Fatigue rating to be performed, unless the member
does not experience tension due to live load effects or the bridge/component carries less than 5
million gross tons per year of mixed traffic (AREMA Manual for Railway Engineering, Chapter 15,
Section 7.3.4.2b).
Steel bridges or components shall be rated using service level methods for Normal, Fatigue (if
considered) and Maximum Rating levels.
13.4 LOADS TO CONSIDER FOR RATING

Generally, the loads to be considered when determining a structure’s rating are the same types
that are considered during design. However, the loads applied to the structure are to represent
the current conditions on the structure, and the live load effects shall be proportioned to equivalent
levels that maximize a component’s loading.
13.4.1 Dead Load

The dead load applied to a structure shall be based on the conditions observed during the
inspection. Actual depth of ballast measured in the field shall be used. Appropriate weight shall
be included for items that have been added to the structure since it was originally built (utilities,
walkways, span protection devices, etc.).
Assumed material unit weights shall be as directed by the AREMA Manual for Railway
Engineering, Chapter 7, Section 2.5.2; Chapter 8, Section 2.2.3b; or Chapter 15, Section 1.3.2.
Actual weights of steel members shall be calculated in accordance with the as-built plans or the
field inspection. Estimates of member weight that increase the primary member’s weight by a
percentage to account for bracing, bolts, etc., will be allowed, but shall be refined if any member
does not meet the required rating levels determined in Section 13.10, Equipment Demands on
Structures.
13.4.2 Live Load

The results of a rating analysis shall indicate the maximum Cooper’s Equivalent load that the
structure can handle for the Normal and Maximum rating levels. As a result, the live load that shall
be applied to the structure to determine the rating shall be the Cooper E80 live load as detailed
in the AREMA Manual for Railway Engineering, Chapter 8, Section 2.2.3c, or Chapter 15, Section
1.3.3, or an equivalent that uses the same axle spacing but has a proportional reduction or
increase in the axle and uniform load (that is, the heaviest axle in an E-1 load shall be 1 kip). The
Cooper E80 live load is shown in Section 13.10 for reference.

13.4.3 Impact
For timber structures, increases in the live load effect due to impact have not been well
established, but are expected to be less than the increase in allowable stresses that result from
load duration multipliers that are used to determine allowable stress levels. As a result, impact
does not need to be applied to timber structures or components.
For concrete or steel bridges, the impact factor applied to the live load on the bridge or member
shall be as follows:
• Concrete – per the AREMA Manual for Railway Engineering, Chapter 8, Section 2.2.3d,
reduced for operating speed per Chapter 8, Section 19.3.4b
• Steel members – per AREMA Manual Chapter 15, Section 1.3.5, reduced for operating
speed per Chapter 15, Section 7.3.3.3
Considerations shall be made for length of bridge, ballast deck spans, rocking effect of cars, and
type of locomotive, as appropriate.
The impact load for the Fatigue Rating for steel members shall be reduced per the AREMA
Manual for Railway Engineering, Chapter 15, Section 1.3.13.
13.4.4 Centrifugal Force

If the track across the bridge is not tangent and has either a spiral or a circular curve, the live load
effects shall be amplified for centrifugal force effects. Centrifugal force effects shall be calculated
using the standard AREMA equation from either Chapter 7, Section 2.3.4; Chapter 8, Section
2.2.3.e; or Chapter 15, Section 1.3.6, except the center of gravity of the live load application shall
be assumed to be 8 feet above the top of rail in all cases.
The maximum degree of curvature of the track across the bridge (measured in the field during the
inspection) and the timetable operating speed shall be used in the centrifugal force equation.
Track position relative to the centerline of the structure shall also be used to amplify/reduce live
load force effects as appropriate.
13.4.5 Longitudinal Force

Longitudinal force effects due to train braking and traction forces manifest themselves in the
superstructure by increasing or decreasing train car truck vertical reactions due to the center of
force (drawbar elevation or center of gravity) acting above the top of rail elevation. As a result,
axial forces, shear forces, and bending moments in the superstructure may increase.
Longitudinal force shall be determined per the AREMA Manual for Railway Engineering,
Chapter 8, Section 2.2.3.j, or Chapter 15, Section 1.3.12; Chapter 7, Section 2.5.5.4.a, need not
apply for timber structures, and instead, the provisions of the concrete or steel sections shall be
used. For the purposes of determining force coupling effects, an idealized consist of cars with
trucks 30 feet apart on the same car and 10 feet apart on adjacent cars shall be assumed to
determine the force effects on the superstructure. Further explanation of how the longitudinal
force shall be applied is provided in Appendix H of this DCM.

13.4.6 Earth Pressure

For arch structures filled with soil, the earth pressures that shall be applied to the masonry or
concrete arches and their spandrel walls shall be calculated and applied in accordance with the
AREMA Manual for Railway Engineering, Chapter 8, Part 5.
If as-built information regarding the soil used to fill the arch is not available, the soil shall be
assumed to be a dense sand with a friction angle of 45 degrees.
13.4.7 Other Loads

Other lateral loads will not be required to be considered unless the bridge appears inadequate for
buoyancy, wind effects, stream flow, ice pressure, or other forces.
13.5 BRIDGE MATERIAL ALLOWABLE CAPACITIES

Allowable member capacities, either working stress or ultimate strength, shall be based on the
material used during construction and will vary significantly depending on the year the structure
was built. Preferably, as-built plans will exist for the structure that will specify the material grade,
type, or species used during construction.
13.5.1 As Built Plans and Historical Data

If as-built plans are not available, the load rating engineer shall use the age of the structure along
with historical data of typical material strengths that were predominant in the era of the bridge to
determine the material properties of the structure.
Material testing of the actual bridge materials shall not be done without approval from the SCRRA
Director of Structures.
13.5.2 Timber
The species of the timber of an existing bridge shall be determined from as-built plans or from the
standard plans used by the railroad that originally constructed the bridge. If as-built or standard
plans are not available, the species of the wood shall be assumed based on what was
predominantly used in the area at the time.
Allowable stresses to be used to determine the Normal Rating of the structure or component shall
be per the AREMA Manual for Railway Engineering, Chapter 7, Section 3.1.14.
13.5.3 Concrete
The compressive strength of the concrete, yield strength of the mild reinforcement, or ultimate
strength of the prestressing strands shall be assumed to match the design requirements listed on
the as-built plans, unless field observations or construction documentation suggests that reduced
values should be used. If as-built plans are unavailable and the material strengths are unknown,
the load rating engineer shall use the age of the structure along with historical data of typical
material strengths that were predominant in the area of the bridge to determine the material
properties of the structure. If information specific to the area cannot be found, the AREMA Manual
for Railway Engineering, Chapter 8, Sections 19.4.1.1 and 19.4.2.2.2, provide suggested values
to use for concrete and reinforcement capacity.

Service Level Methods

For Normal and Maximum Rating levels, conventionally reinforced concrete’s permissible stress
shall be per the AREMA Manual for Railway Engineering, Chapter 8, Section 19.4.1.2a, and
modified as appropriate using strength modification factors in the load rating equations in
Chapter 8, Section 19.5.3.1.
For the Normal Rating level, mild reinforcement steel’s permissible stress shall be 1.2 times the
allowable levels provided in the AREMA Manual for Railway Engineering, Chapter 8, Section
2.26.2a. For the Fatigue Rating level, the permissible live load stress in mild reinforcement shall
be limited to 1.2 times the allowable level per Chapter 8, Section 2.26.2b, and should only be
checked using Equation 19-1. For the Maximum Rating level, mild reinforcement steel’s
permissible stress shall be per Chapter 8, Section 19.4.2.1, divided by 1.2.
For Normal and Maximum rating levels, prestressed concrete’s permissible stress shall be per
the AREMA Manual for Railway Engineering, Chapter 8, Section 17.16.2.2, and modified per
Chapter 5, Section 19.4.1.2a.
Load Factor Methods

The nominal strength capacity of a concrete member is calculated in the same manner for Normal
and Maximum Rating levels and is described in the AREMA Manual for Railway Engineering,
Chapter 8, Sections 2.30 through 2.39. The differences between a Normal and Maximum Rating
result from the different load factors used in equations 19-7, 19-8, 19-10, and 19-11.
13.5.4 Steel
The yield and/or ultimate strength of the steel used in a steel bridge or component shall be
determined from as-built plans or from the standard plans used by the railroad that originally
constructed the bridge. If as-built plans are unavailable and the material strength is unknown, the
load rating engineer shall use the age of the structure along with historical data of typical material
strengths that were predominant in the area of the bridge to determine the material properties of
the structure. The AREMA Manual for Railway Engineering, Chapter 15. Section 7.3.4.3a,
provides suggested values to use for various types of steel.
Allowable stresses to be used for the Normal Rating shall be per Chapter 15, Table 15-1-11.
Allowable stresses to be used for the Fatigue Rating, when considered, shall be per Chapter 15,
Section 7.3.4.2.
Allowable stresses to be used for the Maximum Rating shall be per Chapter 15, Table 15-7-1, as
described in Chapter 15, Section 7.3.4.3.b.
13.6 BRIDGE MEMBER SECTION PROPERTIES

Section properties of bridge components for both dead load calculations and geometric properties
shall be based on the as-built plans supplemented with field observations. Calculated geometric
properties shall accurately account for loss of section due to corrosion, decay, spalling, damage,
or wear.
For steel members, gross or net section properties shall be calculated as appropriate and shall
account for the actual, in-situ condition or bolt/rivet pattern. Gross properties for dead load

calculations may be overestimated by factoring up the primary member’s gross area by a

percentage to account for bracing, bolts, etc., but shall be refined if any member does not meet
the required rating levels determined in Section 13.9, Equipment Demands on Structures.
13.7 REQUIRED RATING CHECKS AND ANALYSIS METHODS PER BRIDGE

COMPONENT
13.7.1 FRA Bridge Rating

Any rail supporting structure with a span length over 10 feet constitutes a bridge per the FRA
definition and shall be rated unless otherwise directed by the SCRRA Director of Structures. This
definition is extended for SCRRA purposes to require any component on a rail structure that is
directly supporting track load to be rated, unless otherwise excluded in the following sections.
13.7.2 Analysis Methods

Axial forces, shear forces, and bending moments shall be determined from an analysis that is
consistent with the member support and connection conditions. Simple span support assumptions
shall be used where the assumption matches the existing condition of the member, or where it
would be conservative to assume a simple span condition. The following sections have
suggestions for analysis methods; alternative rational analysis methods that provide the
appropriate level of accuracy and detail may be used at the engineer’s discretion.
Span deflections need not be checked unless the span is over a roadway.
Diaphragms, horizontal cross-bracing, lateral cross-bracing, and other secondary members
themselves need not be checked unless the inspection reveals that such members are being
overstressed. In all cases, the condition of secondary members used to laterally brace primary
components shall be accounted for in the rating of primary members.
Components subject to combined loading effects (axial and bending effects) shall use the
appropriate interaction equation that combines such effects.
13.7.3 Open-Deck Timber Ties

Timber ties that rest directly on the top flanges of the steel beams that comprise the superstructure
are structural members and need to be evaluated and rated if their sizes do not meet current
SCRRA design criteria, as shown in Table 13-1, or if their current condition justifies an analysis.
Open-deck ties shall be rated for bending moment, shear, and bearing (between the bottom of
the tie and the supporting top flange). Timber ties supported by chorded timber stringers do not
need to be rated if the stringer chords are located directly beneath each rail.

TABLE 13-1. OPEN DECK TIMBER TIES REQUIREMENTS

Beam Spacing (#/track) Minimum Tie Depth
5'-0"* (4/track) 7 1/8"
3'-9" (3/track) 8 1/8"
4'-0" (3/track) 9 1/2"
5'-0" (3/track) 11"
6'-0" (2/track) 6 1/8"
6'-6" (2/track) 7 1/2"
7'-0" (2/track) 9 1/4"
7'-6" (2/track) 10 1/2"
8'-0" (2/track) 12"
8'-6" (2/track) 15 1/2"
9'-0" (2/track) 16 1/2"
10'-0" (2/track) 18 3/8"
Notes:
* 2 beams/chord with 5’-0” between chord centerlines.
Ties shall extend a minimum of 1'-0" from CL of exterior beam or shall be 10'-0" minimum.
All ties shall be hardwood ties of Oak-Hickory group (Red Oak, White Oak, and Hickories)
Open-deck ties shall be analyzed as continuous beams, as appropriate, and modeled with one of
the following possible support conditions provided by the supporting beams:
1. Point supports at each beam centerline
2. Point supports at each edge of the top flange (two supports per beam)
3. Uniform bearing pressure across the whole top flange
Longitudinal distribution of an axle load shall be per the AREMA Manual for Railway Engineering,
Chapter 15, Section 1.3.4.1.
13.7.4 Timber Deck Planks

Timber deck planks that serve as the ballast pan of ballast deck bridges that rest on the top
flanges of the beams that comprise the superstructure are structural members and need to be
evaluated and rated if their sizes do not meet current BNSF or UP criteria (whichever is more
stringent) or if their current condition justifies an analysis. Timber deck planks shall be rated for
bending moment, shear, and bearing (between the bottom of the plank and the supporting top
flange).
Timber deck planks shall be analyzed as continuous beams, as appropriate, and modeled with
one of the possible support conditions listed in Section 13.7.3, Open-Deck Timber Ties.
Distribution of an axle load shall be per the AREMA Manual for Railway Engineering, Chapter 15,
Section 1.3.4.2.2.

13.7.5 Timber Stringers

Timber stringers shall be rated for bending moment, horizontal shear, and compression
perpendicular to grain.
Analysis of the stringers shall account for the continuity that may exist across bent caps due to
the arrangement and layout of stringers within each chord that is typical of timber trestle
construction, as discussed in the AREMA Manual for Railway Engineering, Chapter 7, Section
3.1.5c.
13.7.6 Timber Pile Caps and Piles

Per the SCRRA Director of Structures, primary timber trestle substructure components shall be
rated.
A standard bent with driven timber piling and a timber pile cap shall be modeled as a continuous
beam (pile cap) on elastic springs (piles). The springs shall be calculated based on the piles’ axial
stiffness with an assumed depth to fixity of 10 feet, or as appropriate to the bridge site conditions.
Pile caps shall be rated for bending moment, horizontal shear, and compression perpendicular to
grain. Piles shall be rated for axial capacity only. If design information does not exist, the allowable
axial capacity shall be assumed to be 20 tons.
13.7.7 Masonry Arches

Masonry arch structures with a span length from spring line to spring line that is greater than 10
feet shall be rated. Masonry arch structures may be rated using any reasonable method that
accounts for the passive resistance of the contained soil, the load path of the train effects onto
the arch and spandrels, and the lack of tensile capacity of a masonry structure (unless it is
somehow reinforced).
The arch component shall be rated based on its compressive capacity. A spandrel wall shall be
rated for overturning and sliding; bearing pressure need not be checked.
Several different methods of analysis have been developed by engineers in the railroad industry
in recent years. Further direction is provided in the 2001 and 2009 AREMA Conference
Proceedings.
13.7.8 Reinforced Concrete Box Culverts

Reinforced concrete box culverts with a span(s) over 10 feet shall be rated for positive/negative
bending moment and shear on all slabs adjacent to soil and for axial compression on interior walls
supporting the top slab.
Analysis of a reinforced concrete box culvert may be done in accordance with the AREMA Manual
for Railway Engineering, Chapter 8, Section 16.4.2e. Alternatively, the box culvert may be
modeled using assumed non-linear soil spring restraints at 1-foot intervals around the perimeter
of the box with the appropriate loads applied perpendicular to each face of the box; in this analysis,
the model shall not be rigidly supported at any node.

13.7.9 Concrete Decks

Concrete decks (composite/non-composite, conventional/prestressed) shall be rated for
positive/negative bending moment and shear in the transverse direction. In the transverse
direction, the deck shall be modeled as a continuous beam with point supports at each beam
centerline. Reinforcing steel fatigue checks need not be made for concrete decks in multi-beam
applications.
In the longitudinal direction, rating of a composite concrete deck shall be included during the
longitudinal beam rating of the structure and shall include a horizontal shear rating at the interface
between the bottom of the deck and the top of the beam.
13.7.10 Conventionally Reinforced Concrete Beams

Reinforced concrete beams with mild reinforcing shall be rated for positive bending moment and
shear; beams shall be rated for negative bending moment if appropriate. At a minimum, ratings
shall be completed at the section with maximum positive bending moment and at a distance “d”
from the face of the support for shear; additional sections shall be rated if longitudinal reinforcing
is not continuous or where transverse shear reinforcing changes spacing or size.
Composite action between a concrete deck and the beams may be used if an adequate shear
transfer mechanism exists between the deck and the beams.
13.7.11 Prestressed/Post-Tensioned Concrete Beams

Concrete beams with high-strength prestressing or post-tensioned strands shall be rated at
service level and at strength level. Service level rating checks shall consist of a concrete
compression stress rating, a concrete tension stress rating, and a prestressing/post-tensioning
strand stress rating. Strength level checks shall consist of shear and positive moment ratings. At
a minimum, ratings shall be completed at the section with maximum positive bending moment
and at a distance “d” from the face of the support for shear; additional sections shall be rated if
prestressing strands are harped or where transverse shear reinforcing changes spacing or size.
Composite action between a concrete deck and the beams may be used if an adequate shear
transfer mechanism exists between the deck and the beams.
13.7.12 Steel Ballast Pan

Steel plates that serve as the ballast pan of ballast deck bridges that rest on the top flanges of
the beams that comprise the superstructure are structural members and need to be evaluated
and rated. Steel ballast pans shall be rated for bending moment.
Steel ballast pans shall be analyzed as continuous beams, as appropriate, and modeled with one
of the possible support conditions listed in Section 11.7.1, Open-Deck Timber Ties, above.
Distribution of an axle load shall be per the AREMA Manual for Railway Engineering, Chapter 15,
Section 1.3.4.2.2.

13.7.13 Steel Rolled Beam Spans

Steel rolled beam spans shall be rated for bending moment and shear at the locations of maximum
demand. If the beams are spliced, the splices shall be rated for the checks listed in Section
11.7.17, Splices in Steel Members, below.
Loads shall be appropriately distributed to each beam line according to the deck conditions, the
bracing and diaphragm spacing, and the location of each beam relative to the group and centerline
track. Further guidance on open-deck and ballast-deck spans and direct fixation is provided in the
AREMA Manual for Railway Engineering, Chapter 15, Section 1.3.4.
13.7.14 Steel Deck Plate Girders

Steel riveted/bolted/welded deck plate girder spans shall be rated for bending moment and shear
at the locations of maximum demand and at all locations where the beam changes section
properties. If the girders are spliced, the splices shall be rated for the checks listed in Section
13.7.19, Splices in Steel Members.
Loads shall be appropriately distributed to each girder line according to the deck conditions, the
bracing and diaphragm spacing, and the location of each girder relative to the group and
centerline track. Further guidance is provided in the AREMA Manual for Railway Engineering,
Chapter 15, Section 1.3.4.
13.7.15 Steel Through-Plate Girders

Steel TPG spans are built in a variety of ways, but generally are comprised of a flooring system
that supports the track which transfers load to the TPGs on the outside of the track(s). The
following sections detail the required rating checks that are to be made for TPG spans, as
appropriate.
Stringers
Stringers that span between floorbeams may be made up of either rolled beams or built-up
members. In accordance with the AREMA Manual for Railway Engineering, Chapter 15, Section
1.2.7, stringers shall be assumed to be a simple span from centerline to centerline of the
floorbeams.
Stringers shall be rated in accordance with Section 13.7.13, Steel Rolled Beam Spans, or Section
13.7.14, Steel Deck Plate Girders, depending on if they are rolled shapes or built-up members,
respectively.
Floorbeams
Floorbeams that span between TPGs may be made up of either rolled beams or built-up
1.2.7, floorbeams shall be assumed to be a simple span from centerline to centerline of TPGs.
Floorbeams shall be rated in accordance with Section 13.7.13, Steel Rolled Beam Spans, or
Section 13.7.14, Steel Deck Plate Girders, depending on if they are rolled shapes or built-up
members, respectively.

TPGs
TPGs are usually steel riveted, bolted, or welded built-up members that are designed as a simple
span member between bent or pier supports. Track loads shall be appropriately distributed to
each TPG line considering track superelevation and position.
TPGs shall be rated in accordance with Section 13.7.14, Steel Deck Plate Girders, including the
splice requirements discussed in Section 13.7.19, Splices in Steel Members.
13.7.16 Steel Trusses

Steel truss spans usually consist of a flooring system that supports the track which transfers the
load to each truss line, either below or adjacent to the track. The following sections detail the
required rating checks that are to be made for truss spans, as appropriate.
Stringers
Stringers that span between floorbeams may be made up of either rolled beams or built-up
1.2.7, stringers shall be assumed to be a simple span from centerline to centerline of floorbeams.
Stringers shall be rated in accordance with Section 13.7.13, Steel Rolled Beam Spans, or
Floorbeams
Floorbeams that span between truss lines may be made up of either rolled beams or built-up
1.2.7, floorbeams shall be assumed to be a simple span from centerline to centerline of trusses.
Floorbeams shall be rated in accordance with Section 13.7.13, Steel Rolled Beam Spans, or
Trusses
Each individual member in a truss line shall be rated for axial tension or compression (or both),
as applicable, using the maximum forces that develop in the truss configuration based on the
track configuration and location. The following ratings shall be made per truss member type:
• Tension Members – Rate for yield on the gross section (with special consideration for
eyebars) and fracture on the net section.
• Compression Members – Rate for gross axial compression.
• Dual Members – Rate for all tension member and compression member limit states.
Pins
Pins used to connect individual truss members together (except at bearings) shall be rated for
flexure and shear. The actual position of the members attached to the pin shall be determined
during the inspection to ensure that forces are accurately applied to the pin during the rating.

13.7.17 Bearings
Bearings shall generally not be required to be rated unless the SCRRA Director of Structures or
the inspection results indicate a need for a bearing to be analyzed. If necessary, pins shall be
rated as described above, and all other bearings shall be rated for compression (or bearing) on
the materials (typically concrete, steel, or elastomer) that are in contact. Load transfer may
generally be assumed to follow a 1:1 slope from the top contact plane through a material to the
bottom contact plane, unless limited by the dimensions of the layer.
13.7.18 Connections
The capacity of connections between primary members (stringer to floorbeam, floorbeam to TPG,
etc.) shall be rated for a minimum of bolt/rivet shear and bearing or weld/base metal shear
capacity.
Connections between secondary and primary members need not be rated unless otherwise
directed by the SCRRA Director of Structures; however, the bracing capacity of secondary
members shall be accurately accommodated during the rating of the primary member.
13.7.19 Splices in Steel Members

A primary superstructure member that is spliced shall have additional rating analyses performed
on the splice itself. Typically, steel beams, DPGs, or TPGs are only spliced as a result of shipping
or weight limitations that may have existed during fabrication; truss members are generally spliced
at changes in section or to facilitate field erection. If other types of members are spliced, special
consideration shall be required and shall be coordinated with the SCRRA Director of Structures.
The following checks need to be made for steel I-shaped members and steel truss chords that
are spliced:
• Top Flange/Compression Chord Splice – Verify that the splice plate area is greater than
the flange being spliced, rate axial stress in the splice plate, and rate the connection
material (weld, bolt, rivet) stress for shear flow and load transfer effects.
• Web (Shear) Splice – Verify that the splice plate area and net moment of inertia are greater
than the web being spliced, rate the flexural capacity of the splice plates, and rate the rivet
or bolt capacity. Rating calculations shall include bending and eccentric load effects on
the plates and bolts/rivets.
• Bottom Flange/Tension Chord Splice – Verify that the splice plate area is greater than the
flange being spliced, rate axial stress in splice plate for yield on the gross and fracture on
the net, and rate the connection material (weld, bolt, rivet) stress for shear flow and load
transfer effects.
13.8 RATING OF RAILROAD BRIDGES WITHOUT DESIGN DOCUMENTATION

When little or no documentation is available regarding material properties and design details of a
bridge, the difficulty encountered in determining a load rating increases significantly. As a result,
refer to the technical paper entitled “CTO34 – Rating of Railroad Bridges without Design
Documentation” developed for SCRRA dated March 29, 2013, offering possible solutions to the
challenge of rating railroad bridges without design documentation. A brief discussion is provided

for bridges with steel components for reference. Available methods and testing technology for
bridges with concrete components are also presented in greater detail due to the inability to
visually determine the properties necessary for rating these structures.
13.9 SUBSTRUCTURE RATING

A rating (Normal, Maximum) for a substructure component is generally not required unless the
field inspection indicates signs of settlement, cracking, deflection, scour, etc., that suggest the
capacity of the substructure member is deficient.
If a substructure rating is determined to be necessary, adequate as-built information is required
of the foundation type, materials, extents, etc., for an accurate rating to be completed. If adequate
information does not exist to rate the substructure component, a permanent repair (or temporary
repair until a permanent one can be completed) may be required in lieu of a load rating calculation.
Substructure rating shall be authorized by the SCRRA Director of Structures.
13.10 EQUIPMENT DEMANDS ON STRUCTURES

Once the controlling Normal and Maximum Load Rating levels of all required elements have been
determined, the demand required by typical train consists on SCRRA tracks shall be calculated
and contrasted to a member’s capacity in order to determine which structures or components do
not have the requisite strength necessary to carry the load.
The Normal Rating comparison shall be used to determine structural repair or replacement
recommendations and the immediacy with which they should be completed. The Fatigue Rating
comparison, where necessary, shall be used to estimate the structure’s or component’s remaining
life. The Maximum Rating shall be kept on file and used where infrequent heavy load clearance
authorization is required.
Figure 13-1 through Figure 13-7 have units of kips and feet. In all cases except the Cooper E80
consist, the number of trailing passenger or freight cars shall be extended to maximize the load
on a long span, if necessary. The SCRRA Director of Structures shall indicate if any of the consists
shown in Figure 13-2 through Figure 13-7 do not apply to the structure.
13.10.1 Cooper E80 Consist

For reference, the Cooper E80 consist is shown in Figure 13-1 and shall be used as the basis for
the load rating capacity calculations and the typical train consist demand requirements of a bridge
component. All capacities and consist demands shall be listed as a Cooper’s Equivalent.
FIGURE 13-1. COOPER E-80 CONSIST

13.10.2 286-kip Gross Weight Car Unit Train Consist

A typical 286-kip gross weight car unit train consist is shown in Figure 13-2. It assumes two
SD70AC locomotives are pulling a consist of 286-kip coal cars.
FIGURE 13-2. 286-KIP GROSS WEIGHT UNIT TRAIN CONSIST
13.10.3 315-kip Gross Weight Car Unit Train Consist

A typical 315-kip gross weight car unit train consist is shown in Figure 13-3. It assumes two
SD70AC locomotives are pulling a consist of 315-kip coal cars.
FIGURE 13-3. 315-KIP GROSS WEIGHT UNIT TRAIN CONSIST
13.10.4 125-ton Intermodal Double Stack Unit Train Consist

A typical intermodal unit train consist is shown in Figure 13-4. It assumes two SD70AC
locomotives are pulling a consist of 125-ton five-unit articulated intermodal well cars.
FIGURE 13-4. 125-TON INTERMODAL DOUBLE STACK UNIT TRAIN CONSIST

13.10.5 Amtrak Passenger Train Consist

A typical Amtrak passenger train is shown in Figure 13-5. It assumes a single GE Genesis Series
1 locomotive pulling several Superliner coach cars.
FIGURE 13-5. AMTRAK PASSENGER TRAIN CONSIST
13.10.6 SCRRA Passenger Train Consist A

A typical SCRRA passenger train is shown in Figure 13-6. It assumes a single F40PHM
locomotive pulling several Bombardier coach cars.
FIGURE 13-6. SCRRA PASSENGER TRAIN CONSIST A
13.10.7 SCRRA Passenger Train Consist B

Another typical SCRRA passenger train is shown in Figure 13-7. It assumes a single F125
locomotive pulling several Bombardier coach cars.
FIGURE 13-7. SCRRA PASSENGER TRAIN CONSIST B

13.11 RATING RESULTS FORMAT

The Normal and Maximum Ratings for each member and for each required check shall be listed
in tabular format and compared to the typical consist demands that occur over that bridge. A
sample table for a steel rolled beam stringer that is not spliced with bolted connections is provided
in Table 13-2.
The load rating report shall indicate any members whose ratings are below the actual train
demands on the structure and shall suggest and recommend ways for SCRRA to safely carry
train traffic. Load rating results that show that a member is significantly overstressed shall
immediately be brought to the attention of the SCRRA Director of Structures.
TABLE 13-2. RATING RESULTS SAMPLE TABLE

286-kip Amtrak SCRRA
Unit Passenger Passenger
Rating Check Normal Fatigue Maximum Train Train Train A
Stringer Flexure E-72.1 E-140.0 E-114.6 E-70.2 E-60.1 E-58.8
Rating
Shear E-90.5 N/A E-150.2 E-65.5 E-58.1 E-56.8
As-Built /
Existing Bolt Shear E-95.4 N/A E-160.2 E-65.5 E-58.1 E-56.8
Conditions
Bolt Bearing E-105.7 N/A E-175.6 E-65.5 E-58.1 E-56.8
Only the 286-kip unit train, Amtrak passenger train, and SCRRA passenger train A demands are
shown in Table 13-2, as the example assumes that 315-kip unit trains, SCRRA passenger train
B and intermodal unit trains do not run across this bridge.

14.0 SEISMIC DESIGN

14.1 SCOPE
The preferred and in some cases minimum seismic design provisions included in this chapter
shall apply to structures proposed for support of SCRRA railroad tracks, including bridges,
earth-retaining structures, and earthen embankments that directly support railroad live loads or
may be influenced by railroad live load surcharge. The concurrence of railroad live load and the
design seismic event need not be considered, as is consistent with AREMA guidelines. Separate
provisions are presented for seismic design of bridges, retaining walls, and soil slopes. Design of
culverts need not consider seismically induced deformations or forces unless determined
necessary by the design engineer. Bridges and earth-retaining structures that do not support
railroad tracks shall be designed in accordance with current Caltrans requirements. For building
facilities and other structures, seismic design shall conform to the applicable building codes.

In general, the seismic design considerations included in this chapter have been developed to be
consistent with AREMA guidelines and current railroad industry design practices. In some cases,
practices or recommendations for seismic design of structures in other codes and standards
commonly applied in southern California and other seismically active areas have been included
to provide specific guidance on applying and satisfying the provisions of AREMA.
The AREMA Manual for Railway Engineering, Chapter 9, Seismic Design for Railway Structures,
is the primary design reference. All provisions of the AREMA Manual for Railway Engineering,
Chapter 9 shall apply unless specifically excluded by the provisions of this chapter.
In addition to the AREMA Manual for Railway Engineering, the following documents were
consulted in the development of this chapter:
• AASHTO “Guide Specifications for LRFD Seismic Bridge Design, 2nd Edition” (2011)
• AASHTO “LRFD Road Tunnel Design and Construction Guide Specifications, 1st Edition”
(2017)
• Caltrans “Seismic Design Criteria,” Current Version
• M.J.N. Priestly, F. Seible, and G.M. Calvi, Seismic Design and Retrofit of Bridges (1996)
• Zolan Prucz and Abbas Pourbohloul, “Bridge Configurations and Details that Improve
Seismic Performance” (1999)
• Howard C. Swanson, “Structural Importance Classification of Railroad Structures for
Seismic Design” (June 1, 1999)
• METRO “Rail Design Criteria, section 1.3.2 and 2.3.3 in Appendix, Chapter 3 Part B

14.3 SEISMIC HAZARDS

Several potential hazards associated with seismic activity, including ground surface rupture,
strong ground motion, liquefaction, lateral spreading of unconfined layers, and seismically
induced settlement, must be considered during the design process and are discussed below.
14.3.1 Ground Surface Rupture

Each site shall be evaluated for hazard of ground surface rupture based on mapped active faults
and geologic reconnaissance, which may include site visits, reference reports, geologic maps,
and stereoscopic aerial photographs. Evidence of known active fault splays (faults that have
exhibited evidence of ground displacement within the last 11,000 years) should be considered.
The potential for ground rupture due to faulting at the site shall be determined, and if necessary,
specific design considerations to prevent collapse in such an event shall be included. Lurching or
cracking of the ground surface as a result of nearby events should also be taken into consideration
during design.
14.3.2 Ground Motion

To evaluate anticipated ground accelerations at each site, a site-specific probabilistic seismic
hazard analysis for each site shall be performed. A probabilistic analysis incorporates
uncertainties in time, recurrence intervals, size, and location (along faults) of hypothetical
earthquakes. This method thus accounts for the likelihood, rather than certainty, of occurrence
and provides levels of ground acceleration that might be more reasonably hypothesized for a finite
exposure period.
In addition to the AREMA three-level ground motion hazards, the Caltrans Maximum Credible
Earthquake (MCE) shall be provided. The estimated PGA values for each ground motion level,
as well as the site-specific acceleration response spectra (ARS) curves for each ground motion
level, shall be provided in graphic and tabular format for the site.
14.3.3 Liquefaction, Lateral Spreading, and Seismically Induced Settlement

Liquefaction is the phenomenon in which loosely deposited granular soils with a clay content
(particles less than 0.005 mm) of less than 15 percent, a liquid limit less than 35 percent, and a
natural moisture content greater than 90 percent of the liquid limit, and that are located below the
water table, undergo rapid loss of shear strength when subjected to strong earthquake-induced
ground shaking. Ground shaking of sufficient duration results in the loss of grain-to-grain contact
due to a rapid rise in pore water pressure, causing the soil to behave as a fluid for a short period
of time. Liquefaction is known generally to occur in saturated or near-saturated cohesionless soils
at depths shallower than 50 feet below the existing ground surface. Factors known to influence
liquefaction potential include composition and thickness of soil layers, grain size, relative density,
groundwater level, degree of saturation, and both intensity and duration of ground shaking.
Liquefaction of subsurface layers can cause lateral spreading of unconfined layers above,
lurching, cracking, and significant settlement.
The potential for liquefaction, lateral spreading, and seismically induced settlement should be
evaluated at each site through site-specific subsurface and laboratory analyses during the design
phase of the project. Structural analysis and design for structures shall include reduced lateral

stiffness and/or stability of the foundations due to liquefiable soils. Liquefaction may occur at any
level of seismic event, and recommendations shall be provided specifically for each design level
under consideration.
14.4.1 Design Approach

SCRRA structures shall be designed in accordance with the AREMA Manual for Railway
Engineering, Chapter 9, as modified or augmented in this chapter based on pertinent sections of
the following standards or codes:
• Caltrans “Seismic Design Criteria” (SDC), Current Version “Capacities of Structural
Components,” Section 7 “Design,” and Section 8 “Seismic Detailing.”
• AASHTO “Guide Specifications for LRFD Seismic Bridge Design, 2nd Edition”, Section 7
“Structural Steel Components”
• AASHTO “LRFD Road Tunnel Design and Construction Guide Specs 1st Edition” (2017)
The seismic design guidelines included in the AREMA Manual for Railway Engineering, Chapter
9, are based on a three-level ground motion and performance criteria approach that is consistent
with the railroad post-seismic-event response procedures.
Caltrans SDC and AASHTO provisions are applied with AREMA Level 2 and Level 3 events to
provide design methodology and ductility requirements on which AREMA is silent. In general,
railroad-bridge-specific research and testing regarding seismic detailing and performance is
limited. Therefore, recommendations for highway bridge design have been substituted through
the use of Caltrans SDC and AASHTO. In some cases, meeting those provisions for AREMA
events can result in more conservative designs than would be otherwise necessary.
Design process for all seismic measures/retrofits shall include a climate vulnerability review to
identify opportunities to simultaneously address climate hazard vulnerability based on projected
future conditions within the anticipated lifetime of the asset. If undertaking climate adaption
measures/retrofits, combine with seismic retrofits where needed to ensure assets are resilient to
earthquakes and climate vulnerability to minimize service disruptions.
14.4.2 Structure Importance Classification

Structure importance classification (SIC) is used to determine the appropriate return period for
each of the three ground motion levels per AREMA Manual for Railway Engineering, Chapter 9.
The SIC is determined by three measures, which are weighted according to the limit state to
determine the overall SIC:
• Immediate Safety – Factor based on occupancy, hazardous material, and community
lifelines.
• Immediate Value – Factor based on railroad utilization and the detour availability.
• Replacement Value – Factor based on span length, bridge length, and bridge height.

14.4.3 Risk Factors

The factors provided in Table 14-1 may be assumed in calculating a set of Preliminary Bridge
SICs for each of the three limit states.
TABLE 14-1. BRIDGE SIC RISK FACTORS

AREMA Manual for Railway
Risk Factor Engineering, Chapter 9, Reference Value*
Immediate Safety 1.3.2.2.1
Occupancy Factor 1.3.2.2.1(a) 4
Hazardous Material Factor 1.3.2.2.1(b) 1
Community Lifelines Factor 1.3.2.2.1(c) 1
Combined Immediate Safety 1.3.2.2.1 4
Factor
Immediate Value 1.3.2.2.2 —
Railroad Utilization Factor 1.3.2.2.2(a) 2 to 4
Detour Availability Factor 1.3.2.2.2(b) 1
Combined Immediate Value Factor 1.3.2.2.2(b) 2 to 4
Replacement Value 1.3.2.2.3 —
Span Length Factor 1.3.2.2.3(a) per AREMA
Bridge Length Factor 1.3.2.2.3(b) per AREMA
Bridge Height Factor 1.3.2.2.3(c) per AREMA
Combined Replacement Value 1.3.2.2.3 per AREMA
Factor
* Values specific to each site are to be determined during final design in coordination with SCRRA. Some values
may be the same for all sites on a given route. The difference in values between preliminary and final design
should not affect structure type selection.
14.4.4 Combining Factors to Determine Return Periods

Combined risk factors are weighted as described in the AREMA Manual for Railway Engineering
to determine the SIC for each ground motion level. A range of average return period (Table 14-2)
is associated with each ground motion level. The specific average return period is calculated by
using the SIC with a linear relationship between shortest and longest return period for that ground
motion level. A SIC of 0 is associated with the shortest return period, and a SIC of 4 is associated
with the longest return period.
14.5 BRIDGE SEISMIC PERFORMANCE CRITERIA

The seismic performance criteria shall be based on the design stress levels and expected
behavior of the members in the structure:
• All of the members respond elastically to the occasional seismic event
(Level 1, Serviceability Limit State).

• Critical non-redundant members respond elastically, with the balance of the structure
deforming inelastically to the rare seismic event (Level 2, Ultimate Limit State).
• Critical members that are designed and detailed for ductile behavior under seismically
induced movements respond inelastically with full plastic deformation during the very rare
seismic event (Level 3, Survivability Limit State).
These seismic performance criteria define limit states of serviceability, ultimate, and survivability,
as shown in Table 14-2.
TABLE 14-2. BRIDGE SEISMIC PERFORMANCE CRITERIA

Ground Motion Performance Criteria Average Return Critical Member
Level Limit State Frequency Period Behavior
Elastic
1 Serviceability Occasional 50-100 years
stress range
Ultimate strength
2 Ultimate Rare 200-500 years and structure
stability
Emphasis on
3 Survivability Very Rare 1,000-2,400 years detailing for inelastic
ductility
The characteristics of each ground motion level are as follows:

• Level 1 Ground Motion
o Structure members shall remain in the elastic stress range.
o Trains may continue at normal or restricted speed over bridges subjected to this
ground motion level, as stated in the SCRRA Engineering Instructions. Structure
inspections may or may not be performed based on SCRRA Engineering Instructions.
o No structure damage is expected.
o Strength and stability of critical structure members shall not be exceeded.
o Trains must stop until inspections of bridges subjected to this ground motion level are
completed, as stated in the SCRRA Engineering Instructions.
o Structure damage should be easily detected and accessible for repair.
o Foundation elements below ground shall be designed to remain elastic.
o Critical structure members exhibit ductile behavior under inelastic deformations with
no structural collapse.
o Trains must stop until inspections of bridges subjected to this ground motion level are
completed, as stated in the SCRRA Engineering Instructions.
o Extensive structure damage is expected and may not be repairable.

o Survivability limit state analysis and design should be performed in accordance with
Caltrans SDC, with the AREMA Level 3 response spectrum and the applicable return
period of the earthquake event. The design approach references the Caltrans SDC
because AREMA does not specify a defined approach for designing to meet the
survivability limit state.
14.6 BRIDGE DAMAGE CONTROL CRITERIA

A three-level ground motion and performance criteria approach is employed to enable train safety
and structure serviceability after an occasional earthquake, to minimize the cost of damage and
loss of structure use after a rare earthquake, and to prevent structure collapse after a very rare
earthquake, as shown in Table 14-3.
TABLE 14-3. BRIDGE DAMAGE CONTROL CRITERIA

Limit State Description
Serviceability No Damage
Ultimate No Underground Damage
Survivability No Collapse
14.7 BRIDGE RESPONSE LIMITS CRITERIA

Governing limits on the response of structures to seismic effects and the performance of structural
members and connections differ based on structure configuration, material type, ground motion
level, damage control, and expected ductility. The response limits provided in Table 14-4 shall be
satisfied for each structure material:
TABLE 14-4. BRIDGE RESPONSE LIMITS CRITERIA

Limit State Material Stress Limits/Behavior
Serviceability Steel AREMA Manual for Railway Engineering, Chapter 15, allowable
stresses may be increased by 50%
Concrete AREMA Manual for Railway Engineering, Chapter 8, load factor
design with load factors of 1.0
Ultimate Steel Fye=1.1Fy and AASHTO “Guide Specifications for LRFD Seismic
Bridge Design,” as applicable
Concrete Caltrans SDC
Survivability Steel Fye=1.1Fy and AASHTO “Guide Specifications for LRFD Seismic
Bridge Design,” supplemented with project specific design criteria
for substructures composed of braced frames or W or H section
steel members.
Concrete Caltrans SDC

14.8 BRIDGE TYPE SELECTION CRITERIA
14.8.1 Structure Configuration

When determining the structure configuration and layout, the designer shall consider factors
including simplicity, regularity, integrity, redundancy, ductility, and ease of inspection and repair
after a seismic event.
14.8.2 Superstructure
Simply supported spans of standard configuration are accepted by SCRRA because they have
performed well during past earthquakes and can be repaired or replaced more readily than
continuous spans.
14.8.3 Substructure
Wide seat widths at the abutments and piers allow for large displacements without unseating the
bridge spans. Seat widths shall be provided in accordance with the AREMA Manual for Railway
Engineering, Chapter 9, Section 1.4.7.4.1.
14.8.4 Foundations
When selecting the foundation type, the designer should consider the seismic hazard and the soil
conditions at the site. To the extent possible, bridge foundations in regions of high seismicity
should be founded on stiff and stable soil layers, preferably rock. Deep foundations are required
in order to reach below liquefiable soil layers. Piles should have sufficient buckling capacity to
resist vertical loads in case of liquefaction of surrounding soil layers.
Deep shaft foundations shall be upsized to meet the weak column provisions of
Section 14.11.3 and remain elastic under seismic loading. This is commonly defined as a Type II
shaft, where the below-ground shaft is larger in diameter than the above-ground column.
A substitution request for a Type I shaft may be considered, where a constant diameter shaft and
column are constructed, if the magnitude of scour at a river crossing results in an unreasonable
design with Type II shafts. However, if a Type I shaft is approved by SCRRA, steel casing and/or
added reinforcing steel shall be used to strengthen the below-ground shaft to meet the weak
column provisions.
14.9 BRIDGE CONFIGURATION AND LAYOUT CRITERIA
14.9.1 Simplicity
Simplicity is an important characteristic for good seismic behavior. Bridges with a direct and clear
seismic load path, a predictable response, and simple connection details are preferred over
complex structures. Bridges that are simple will be easier to inspect and repair. In simple
structures, the most important members in the seismic load transfer system can be readily
identified, designed, and detailed for adequate behavior. Bridges with sufficient seat widths and
simply supported spans have performed well in the past and should continue to be used whenever
possible.

14.9.2 Symmetry and Regularity

Symmetry and regularity characteristics tend to minimize torsional effects, which are likely to
result in large and unexpected seismic demands. Rotational response of structures has been a
main cause of damage during past earthquakes. Therefore, to the extent possible, the following
symmetry and regularity criteria should be considered:
• The bridge structure should have a uniform distribution of mass, strength, and stiffness in
both the longitudinal and the transverse directions.
• Abrupt or unusual changes in weight, strength, stiffness, and geometry along a span, and
large changes in these parameters from span to span, should be avoided.
• The horizontal strength and stiffness of substructure elements should not vary much along
the bridge, and the placement of the fixed and expansion bearings should be such that a
balanced seismic load distribution to all piers can be achieved.
• Columns in multi-column bents should be of equal height, and there should not be any
abrupt changes in geometry along the height of piers.
• Severe skews should be avoided even at the expense of providing longer spans or making
changes in alignment.
14.9.3 Integrity
Different parts of a bridge may respond differently during an earthquake and may result in large
relative displacements. Displacement compatibility may be achieved by either designing
connections to resist deformations or by allowing displacements or deformations to occur in a
controlled manner.
The design of expansion joints and bearings is critical to the seismic performance of the structure.
Large earthquake-induced seismic forces and displacements can result at these locations and at
other discontinuities within the superstructure, and they must be accounted for during design.
Increased integrity is achieved by keeping the number of connections that are vulnerable to
seismic loading to a minimum.
Measures for preventing excessive relative displacements of superstructure components include
placing foundations on firm and stable ground and driving piles to stable soil as well as providing
shear keys and other restraining devices at the seats. Track structures continuous through the
bridge can increase integrity, especially in the longitudinal direction. Catcher and back-up systems
may be added to prevent collapse during a severe earthquake, even if significant damage has
occurred.
14.9.4 Ductility
During large earthquakes, stresses and strains in bridge members and connections exceed the
elastic range, and structures could experience large inelastic deformations. Ductility is the ability
of a member, component, or structure to sustain large deflections beyond the elastic range without
failure or collapse. It is usually defined in terms of the ratio between maximum deformation without
failure and yield deformation.

The ductility of a structure depends on the individual member ductility and its loading condition,
the ductility of the connection details, and the structure configuration. For example, nonductile
and poorly braced members loaded in compression may experience sudden failure even prior to
reaching yield stresses.
14.10 BRIDGE DUCTILITY REQUIREMENTS
14.10.1 General
Ductility is the main criteria for satisfying the ultimate and the survivability limit state requirements.
It is generally quantified as a ratio of ultimate deformation to yield deformation, and it could refer
to member, component, or structure ductility.
14.10.2 Reinforced Concrete Structures

Ductility requirements for reinforced concrete members aim to prevent brittle shear failure and to
provide adequate reinforcement for ductile bending mechanisms at plastic hinge locations.
For columns, the seismic design and detailing requirements cover the following areas:
• Amount and spacing of vertical reinforcement
• Column flexural resistance for large axial loads
• Column shear and transverse reinforcement in plastic hinge regions
• Transverse reinforcement for confinement at plastic hinge regions
• Spacing of transverse reinforcement for confinement
• Splicing and anchorage of reinforcing bars in plastic hinge regions
• Extension of column reinforcement into bent caps and footings
• Concrete column joints
Seismic detailing requirements for foundations include:

• Increase in footing thickness
• Requirement of minimum pile penetration into the footing and/or special connections for
foundations in tension
• Top footing reinforcement and vertical stirrups connecting the top and bottom mats
• Confining ties for longitudinal column reinforcement
14.10.3 Steel Structures

The ductility requirements for steel structures intend to prevent buckling and fracture and provide
adequate connections and details. Criteria below are listed for a general starting point in design,
but a detailed project-specific criteria needs to be developed and submitted to SCRRA for review
and approval.

Seismic detailing requirements for steel structures include:

• Limit the width to thickness (b/t) ratios for plates in compression.
• Limit the slenderness ratio for main compression and bracing members.
• Avoid details that are prone to stress concentrations such as reentrant corners and abrupt
changes in thickness.
• In general, avoid using any details susceptible to fracture, especially in areas expected to
respond in the plastic range.
• Avoid field welds and other fatigue-prone details.
• Design steel members such that yielding of the gross section occurs before local buckling
or fracture.
• Avoid tri-axial tension stress conditions that may occur at locations such as near the
intersection of welds in thick elements. They can inhibit the ability of steel to exhibit
ductility.
• Use stiffeners that are more rigid than the minimum needed to prevent buckling.
Other recommendations include:

• Limit the axial compression load in columns to a percentage of their yield capacity.
• Provide means for alternate load path in case of damage.
• Ensure that damage occurs in secondary, non-gravity-carrying elements, such as bracing
members.
• Consider using the end diaphragms or cross frames as locations for ductile behavior.
14.10.4 Pile Bents

The ductility of bents with batter piles may be limited by the low capacity of the pile to cap
connections. When subjected to the high loads that are attracted by the batter piles, these
connections are likely to fail in a brittle fashion. Pile bents with vertical piles only can offer a higher
ductility capacity than that of bents with batter piles. Pile bents with vertical piles may be designed
to perform as ductile moment-resisting frames with significant ductility capacity. Therefore, in
regions of high seismicity, the use of bents with vertical piles only should be considered. They
may require a larger number of piles or piles with a larger cross section.
In addition, the pile-to-cap connections would need to be designed and detailed for the expected
inelastic moments.
14.10.5 Connections
Connections can have a significant effect on seismic resistance. They attract some of the largest
seismic demands, and they often are the weakest links in the seismic load-resisting system.
Bolted connections are preferable over welded connections. Bolted connections are more ductile
and reliable and also provide for more damping. Field welds should be avoided, especially in
regions of expected inelastic deformations. Intermittent welds and partial penetration groove

welds (transverse to direction of primary stress) are prohibited, as well as those listed in AREMA
Chapter 15, Section 1.10.2. Gusset plates should be designed to carry the compressive design
strength of the members without local buckling. In order to prevent premature buckling of gusset
plate edges, the ratios of the length of free edge of gusset plate to thickness should be limited
based on b/t ratio criteria for plates with an unsupported edge.
14.11 BRIDGE DETAILING PROVISIONS FOR LEVEL 2 AND 3 EVENTS
14.11.1 Continuity Provisions
Superstructure
The superstructure shall be designed to carry the lateral loads to the bearings or shear transfer
connectors.
The lateral loads from the span may be carried to the end supports by the following load paths:
• Lateral bracing system
• Lateral bending of the girders, including torsional effects as applicable
• Diaphragm action of concrete decks or steel ballast pans provided that the deck is
adequately connected to the girders
End cross frames or diaphragms shall be designed to carry the lateral loads to the bearings or
shear transfer connectors.
Bearings
The bearings shall be designed to transfer the lateral loads to the substructure.
Bearing may be supplemented by shear connectors to help transfer the lateral loads without
failure of the bearing devices.
Elastomeric bearing pads may exceed the allowable shear deformation by 50 percent for Level 1
and may exceed the ultimate shear deformation capacity of the pad for Levels 2 and 3.
14.11.2 Ductility Provisions
General
Seismic ductility and detailing provisions shall conform to the AREMA Manual for Railway
Engineering, Chapter 9, Section 1.4.7, and Caltrans SDC Section 8 “Seismic Detailing.”
Longitudinal Reinforcing Confinement

Longitudinal reinforcing in concrete columns, pier walls, and piles shall be adequately confined to
allow the member to respond in the inelastic range.
Splices in Reinforcing
Lap splices are not allowed in a main load-carrying member within a distance “d” (effective depth)
of any area designed to respond in the inelastic range, including a plastic hinge zone.

14.11.3 Provision to Limit Damage
Weak Column Provisions

Reinforced concrete columns that are designed to respond in the inelastic range shall be detailed
to prevent damage to the adjacent superstructure, bent cap, and foundations:
• The bent cap and foundation shall be designed for the lesser of 1.3 times the nominal
expected column strength or the Level 3 ground motion load.
• The plastic hinge zone should be designed to occur in a location that can be inspected. A
plastic hinge shall not be allowed to form underground.
Concrete Joints
Concrete joints shall be configured and reinforced to reduce the possibility of damage to the
superstructure, bent cap, and foundation:
• Provide adequate longitudinal column reinforcement embedment and confinement.
• Provide joint shear reinforcement.
Steel Joints
Joints in main lateral load-carrying steel members shall be designed to be stronger than the
adjoining members. This requirement may be met by designing the connections for the lesser of
1.3 times the connecting member expected yield strength or the Level 3 ground motion load.
14.11.4 Redundancy Provisions
Bearing Seats
Bearing seats should be proportioned to accommodate the maximum relative movements caused
by seismic actions.
Shear Connectors
Shear connectors may be provided to resist the maximum seismic loads. The shear connectors
should be positioned so that they engage prior to failure of the bearing device.
14.12 RETAINING WALLS AND EARTH-RETAINING STRUCTURES

Seismic design of retaining walls and earth-retaining structures need consider only the AREMA
Level 2 event. One-half of the AREMA Level 2 PGA shall be applied to the soil mass. Inertia
effects on the wall itself generally may be neglected. Only horizontal acceleration due to ground
motion need be considered unless determined otherwise by the geotechnical engineer. Increased
active earth pressure and decreased passive earth pressure due to ground motion shall be
applied to the structure as recommended by the geotechnical engineer. The “Mononobe-Okabe”
method or other recognized methods may be used to determine the earthquake active and
passive earth pressures. The selected method for determining earth pressures shall be
appropriate for the proposed retaining structure type.

In general, earth-retaining structures should be designed to fail by sliding rather than by

overturning, if sliding is an applicable failure mechanism, thereby taking advantage of passive
earth pressures developed by the sliding and also thereby reducing the seismically-induced active
earth pressure. Earth-retaining structures that slide during an earthquake will dissipate a large
amount of energy and reduce damage to the track structure supported on the embankment behind
the structure. By limiting damage, the risk of losing track line and surface in amounts exceeding
what may be readily corrected may be greatly reduced.
If a retaining wall is subject to soil liquefaction under a Level 2 event, the performance level of the
wall, including allowable wall settlement, shall be addressed in the project-specific design criteria.
If a soldier pile retaining wall is subject to soil liquefaction under a Level 2 event, wall stability
shall be maintained, achieved by including redundant piles, adding tiebacks or other acceptable
methods. The wall behavior and stability during a Level 2 event shall be addressed in the
project-specific design criteria.
Retaining walls and earth-retaining structures shall be designed such that the following criteria
are satisfied for the specified seismic event, as applicable:
• Factor of Safety (FS) > 1.1 against sliding stability failure (ratio of horizontal resisting
forces to driving forces).
• FS > 1.5 against overturning stability failure (ratio of moment due to weight of resisting
elements to the moment due to driving forces with moments taken about the front toe of
the footing).
• FS > 2.0 against bearing capacity failure -OR- increase in allowable bearing pressure of
one-third above the static allowable bearing pressure.
• Resultant of vertical force on the structure shall remain within the middle half of the footing.
• The requirements for global stability against deep-seated failure given in
Section 14.13 shall apply to earthen embankments with retaining walls.
The minimum factors of safety specified above apply to common retaining wall and earth-retaining
structure types with soil and subsurface conditions that have been investigated at the site and
generally conform to normal conditions in the local area. For special conditions involving unknown
or poorly understood subsurface conditions or uncommon types of earth-retaining structures,
more conservative factors of safety should be considered.
In addition, structural components shall be designed to provide ultimate strength in excess of the
expected demands of the AREMA Level 2 event and, if possible, to remain within the elastic stress
range. Ductile detailing shall be provided for critical structure members and connections.
14.13 EARTHEN EMBANKMENTS AND SOIL SLOPES

The geotechnical engineer shall determine the stability of earthen embankments and soil slopes
for the AREMA Level 2 event. Horizontal acceleration equal to one-half of the AREMA Level
2 PGA shall be applied to the soil mass. Vertical acceleration need not be considered unless
determined otherwise by the geotechnical engineer. Limit equilibrium slope stability analyses shall
be used to determine the critical slip surface and minimum FS. For irregular or non-circular slip

surfaces, a limit equilibrium method satisfying both force and moment equilibrium is required, with
Spencer’s method preferred. For circular slip surfaces, Modified Bishop’s or Spencer’s method
may be used. The infinite slope method may be used for shallow slip surfaces in cohesionless
soils with slope lengths of 30 feet or more. Soil shear strength used in slope stability analyses
shall be determined for both short-term (undrained) and long-term (drained) conditions, as
applicable. The FS as a ratio of available shear strength to mobilized shear strength shall be
greater than 1.1 for the specified seismic event.
If the earthen embankment is subject to soil liquefaction under a Level 2 event, the performance
level of the earthen embankment shall be addressed in the project-specific design criteria.
The minimum factor of safety specified above applies to soil and subsurface conditions that have
been investigated at the site and generally conform to normal conditions in the local area. For
special conditions involving unknown or poorly understood subsurface conditions, more
conservative factors of safety should be considered.
14.14 BURIED STRUCTURES

The provisions below are the minimum seismic design requirements for conventional buried
structures including tunnels and box culverts. Additional provisions may be specified on a
case-by-case basis to achieve higher seismic performance criteria for essential or critical buried
structures. Where such additional requirements are specified, they shall be site- or project-specific
and are tailored to a particular structure type.
Buried structures with spans greater than or equal to 14’ shall be designed for seismic effects.
Seismic design of buried structures shall be in accordance with the AASHTO LRFD Road Tunnel
Design and Construction Guide Specs 1st Edition (2017) with current interims. The seismic effects
of transient racking deformations on culverts and buried structures shall be considered in addition
to the normal load effects from dead loads, earth, water, and live load surcharges.
The seismic effects of potential unstable ground conditions (i.e. liquefaction, liquefaction induced
settlement, landslides, and fault displacements) around the buried structures shall be considered,
except liquefaction need not be considered if the liquefaction, landslides, or fault displacements
do not cause life safety hazards.

15.0 EXCAVATION SUPPORT CRITERIA

15.1 SCOPE
These Excavation Support Criteria provide the minimum requirements for excavations and
temporary excavation support adjacent to the Southern California Regional Rail Authority
(SCRRA) railroad tracks. The design of permanent retaining walls and other systems of
permanent earth retention adjacent to SCRRA tracks is addressed in other sections of the SCRRA
Design Criteria Manual and other applicable guidelines.
SCRRA has developed the criteria and requirements specified herein for the protection of their
rail facilities and operating system when construction and excavation activities requiring
temporary excavation support occur adjacent to active railroad tracks. Given the risks associated
with construction and excavation adjacent to an active commuter/passenger and freight railroad
line, the design requirements and construction limitations specified herein are conservative and
may be more restrictive than those commonly required by other agencies, for example,
excavations adjacent to a highway. Specialized requirements and recommended design practices
for excavation and temporary excavation support contained in these Criteria are intended to
improve safety of excavation adjacent to active railroad tracks for railroad operations, the traveling
public and Contractor personnel, and reduce delays and impacts to railroad operations.
15.2 REFERENCES
Utilities Commission (CPUC) requirements, FRA and SCRRA safety requirements, the
requirements listed in this section and the specific project requirements. Where any conflict in
criteria exists, the stricter criteria shall govern.
15.2.1 SCRRA Standards

15.2.2 SCRRA Design Procedures Manual

The overall design process will follow the steps defined in the SCRRA Design Procedures Manual
(DPM), which defines the required submittals, deliverables, and reviews. The manual also defines
the development of specifications and estimates. As previously noted, the design shall incorporate
existing SCRRA standards, plans, and specifications.
15.3 DEFINITIONS
Criteria: For the purpose of this chapter, Criteria shall be considered this document (SCRRA
Excavation Support Criteria) in part or in its entirety. Other documents may be referred to as
criteria and shall not mean this document.

Deadman: A buried or partially buried structure that is utilized as an anchorage for tension rods
that restrain a shoring wall. Deadman anchorage may be provided by soldier piles, sheet piling,
or concrete blocks or walls.
Deep Soil Mix Wall: An augered, cement grout soil improvement technique, incorporating soldier
pile reinforcement, whereby in-situ soils are mixed in place with cement grout to form a row of
overlapped soil-cement columns. These overlapped soil-cement columns are used for both
groundwater cutoff and, with soldier piles, as a reinforced-soil diaphragm-type shoring wall.
Diaphragm Wall: A continuous shoring wall comprised of concrete or a mixture of cement and
soil (usually with embedded vertical steel members) that is drilled or excavated in place prior to
excavation in order to support lateral loads from retained soil and water. Examples of diaphragm
walls include deep soil mix walls, secant walls, tangent walls, and slurry walls.
Exclusive Track Window: An approved Work Window in which no train movements (except
Contractor, SCRRA work trains or equipment under control of the Employee-in-Charge/Flagman,
per the SSWP) will operate on Segment of Track with Definite Boundaries (Working Limits). The
Contractor may dismantle, remove, reconstruct, or otherwise obstruct tracks within the limits of
such a window. Tracks removed, reconstructed, or otherwise obstructed within the limits of such
a window must be returned to at least the same condition as they were before the work started,
or as required by the project, at the end of the time limits granted. This Work shall be completed
such that it is safe to operate trains in accordance with SCRRA and FRA track safety requirements
as determined by a qualified Track Inspector.
Grouting: Injection of fluid materials into the ground to improve the strength of ground, decrease
permeability and prevent water inflows, and/or compensate for ground settlements and
movements. Types of grouting include permeation grouting (cement, micro-cement, chemical,
etc.), jet grouting, and compaction grouting.
Lagging: Timber boards, planking or sheathing, reinforced concrete planks, or steel plate
secured between adjacent soldier piles.
Packing: Steel, wood, concrete or non-shrink grout used to fill gaps and transfer load between
the shoring wall and bracing elements.
Preloading: Placement of initial loads in bracing members by jacking and shimming or wedging
to assure adequate bearing of connected shoring elements and to reduce ground movements.
Railroad Zone of Influence: The zone within which shored excavation is required and the
shoring system is required to be designed for railroad live load surcharge. See Figure 15-1.
Secant Wall: A continuous shoring wall formed by a series of overlapped, concrete-filled drilled
piers (otherwise commonly referred to as drilled shafts or cast-in-drilled-hole [CIDH] piles). A
minimum of every other pier is reinforced to span vertically.
Sheet Piling: Vertical steel shapes that are driven/vibrated into the ground and interlocked with
each other to form a continuous wall in order to support lateral loads from retained soil and water.
Slurry Wall: Continuous, reinforced concrete wall constructed by filling a series of discrete
trenches with tremie concrete. Tremie concrete displaces bentonite or polymer slurry that is in the
trench. The slurry is used to prevent collapse of the trench during excavation for slurry wall

placement or CIDH excavation. The resulting concrete barrier wall retains soil and groundwater
on the exterior side of the slurry wall and permits the excavation and removal of soil on the interior
side of the wall. Walls may be reinforced or non-reinforced.
Soil Nailing: A system in which soil nails are typically grouted, un-tensioned rebars that are
installed in drilled holes in order to form a reinforced soil mass. Reinforced shotcrete is applied to
the face of the excavation. Shotcreting and nail installation proceed in a top down manner as
excavation proceeds.
Soldier Piles: Vertical steel shapes (typically wide flange “W” or “H” pile) installed to support
lateral loads from retained soil (and water, if part of a sealed shoring system).
Strut: A brace (compression member) that resists thrust in the direction of its own length.
Tangent Wall: A shoring wall formed by a series of concrete-filled drilled piers (otherwise
commonly referred to as drilled shafts or cast-in-drilled-hole [CIDH] piles) that are installed
tangent to each other and do not overlap. A minimum of every other pier is reinforced to span
vertically.
Tieback (Soil Anchor): A tension element utilized to restrain a shoring wall. A tieback consists
of a steel tendon (bar or strands) installed in a drilled hole. The tendon is bonded to the soil over
its anchorage length with cement grout or epoxy grout. The tendon is tensioned to provide positive
restraint to the shoring wall and to reduce wall deflections.
Tremie Concrete: Tremie concrete refers to placement by gravity feed from a hopper through a
vertical pipe extending from above the surface to the underwater floor. The concrete displaces
the water or slurry as the concrete is deposited.
Trench Shield or Trench Box: Pre-fabricated structure that is commonly installed to support
lateral earth loads for utility installation, and whose walls commonly have no embedment into the
soils below excavation subgrade. Trench shields are typically installed within pre-excavated slots
and/or pushed into the ground as the excavation proceeds.
Wale: Horizontal beam used to brace vertical excavation shoring elements.
15.4 BASIC EXCAVATION REQUIREMENTS

Any proposed excavation that may occur in SCRRA Right-of-Way, adjacent to SCRRA
Right-of-Way, or that may affect operations on SCRRA tracks must adhere to the design,
submittal and review requirements presented in these Criteria and shall not proceed without
acceptance by SCRRA.
15.4.1 Railroad Zone of Influence

The Railroad Zone of Influence is defined in Section 15.3 Definitions and shown in Figure 15-1.
The area below the Influence Line is divided into four zones. Requirements and limitations for
excavation and temporary excavation support systems within each zone are described in detail
below. Excavation requirements apply on or off SCRRA Right-of-Way. Excavation beyond the
Railroad Zone of Influence shall satisfy OSHA and other applicable requirements.

ZONE 1:
A. Excavation is prohibited.
B. Alternates to shored excavations shall be utilized. Potential alternates include
temporary relocation of the tracks away from the area of excavation or completion of
excavation and backfilling work during an Exclusive Track Window that has been
planned and approved in advance by SCRRA. Requirements for requesting an
Exclusive Track Window are provided in Section 15.4.2. Minimum requirements for
excavation and backfill work within Zone 1 are provided in Section 15.4.2. Prior to
beginning any shoring SCRRA will typically require that the track be removed and hot
mix asphalt concrete (HMAC) sub-ballast layer be placed, 8 inches thick, 12 feet wide
(centered on the track centerline) and extending 20 feet in each direction past the
length of the shored excavation. SCRRA shoofly requirements are provided in the
SCRRA Design Criteria Manual.
ZONE 2:
A. No excavation or temporary shoring installation will be allowed without the
special written permission of SCRRA. Additional requirements for excavation and
shoring within Zone 2 are provided in Section 15.4.2.
B. Alternates to shored excavations shall be utilized when practical.
C. If SCRRA grants a variance to allow excavation, vertical excavation with continuous
shoring walls is required. Shoring installation shall be complete prior to any excavation.
Design of the shoring system shall include lateral surcharge due to railroad live load
and account for loading from multiple tracks if present.
D. Prior to beginning any shoring SCRRA will typically require that the track be removed
and hot mix asphalt concrete (HMAC) sub-ballast layer be placed, 8 inches thick,
12 feet wide (centered on the track centerline) and extending 20 feet in each direction
past the length of the shored excavation.
E. Examples of continuous shoring wall types include interlocked sheet piling or
diaphragm walls. Diaphragm wall types include deep soil mix walls, secant pile walls,
tangent pile walls, and slurry walls. Soldier piles and lagging are not allowed if
excavation is necessary to install lagging.

ZONE 3:
A. Excavation requires temporary shoring. Excavations shall be vertical. Continuous
shoring walls installed prior to any excavation are preferred. Maximum excavation lifts
shall be limited to five feet for each stage of excavation for soldier pile and lagging
walls or any other type of shoring that requires excavation of an open soil face prior to
installing continuous support elements.
B. If the shored excavation is 15 feet or less from the centerline of the track, prior to
beginning any shoring SCRRA may require that the track be removed and hot mix
asphalt concrete (HMAC) sub-ballast layer be placed, 8 inches thick, 12 feet wide
(centered on the track centerline) and extending 20 feet in each direction past the
length of the shored excavation.
C. Design of the shoring system shall include lateral surcharge due to railroad live
load and account for the loading from multiple tracks if present.
ZONE 4:
A. Excavation requires temporary shoring.
B. Lateral surcharge due to railroad live load need not be considered in the shoring
design.
C. The excavation shall be provided with a shoring system that actively supports the sides
of the excavation and prevents the excavation faces from unraveling or moving.
Sloped excavations are not permitted.
D. Hydraulic and mechanical trench shores with sheeting, trench shields, and timber
shoring may be utilized. However, installation of the shoring system must be
completed before movement of trains is allowed on the adjacent track. Work Windows,
within which the shoring system installation must be completed, shall be coordinated
with SCRRA.
EXCAVATIONS BEYOND INFLUENCE LINE:
A. Lateral surcharge due to railroad live load need not be considered in the shoring
design.
B. Shored vertical excavations are preferred. Sloped excavations are discouraged.
SCRRA may require slope stability analysis for sloped excavations.
C. Excavation and temporary shoring shall comply with Cal/OSHA and other applicable
requirements.

Excavations shall also comply with the following:

A. Finished excavation surfaces shall be in uniform planes, with no abrupt breaks.
B. Positive drainage shall be maintained away from the tracks and track subgrade at all
times.
C. Backfilling materials, procedures, placement and performance criteria shall meet the
requirements of SCRRA Standard Specifications for Earthwork Section 31 20 00 and
other applicable specifications including: Hot Mix Asphalt (32 12 00 and 34 80 33),
Sub-Ballast and Aggregate Base (SS 34 11 27).
Jacking and receiving pits for installation of culverts or utility casings shall be a minimum of 25 feet
from centerline of the nearest active track. Construction activities on SCRRA Right-of-Way and
excavations for jacking and/or boring operations shall comply with all other provisions of these
Criteria as applicable.

FIGURE 15-1. RAILROAD ZONE OF INFLUENCE
15.4.2 Variances
SCRRA prohibits excavation in Zone 1 and does not allow excavation in Zone 2 without special
written permission. Variances for allowing excavation within these prohibited areas may be
granted on a case-by-case basis by SCRRA at its sole discretion. Planning, design and bidding
shall not be based on the assumption that a variance will be granted to allow shored excavation
or that an Exclusive Track Window will be approved.

The following minimum requirements shall be met for excavation and backfilling in Zone 1 under
an Exclusive Track Window.
A. Excavation and backfilling must be completed during a single, uninterrupted period of time
during which no train movements will occur on the track(s).
B. Typically, these activities will be restricted to nights and weekends and limited to 4-6 hours
or less. Exclusive Track Window requests with durations of more than 12 hours will not be
considered.
C. Backfilling materials, procedures, placement and performance criteria shall meet the
requirements of SCRRA Standard Specifications for Earthwork Section 31 20 00.
D. The SCRRA will typically require that a hot mix asphalt concrete (HMAC) sub-ballast layer,
8 inches thick, 12 feet wide centered on the track center line, and extending 20 feet in both
directions past the length of the shored excavation be installed. The nominal thickness of
the ballast above the HMAC layer and below the bottom of the tie shall be 6 inches.
E. SCRRA shall be compensated for the full cost of removing and replacing track and ballast
and any other work deemed necessary by SCRRA to provide safe and fully operational
track. The Contractor will be required to install the HMAC sub-ballast layer.
F. SCRRA shall be compensated for the full cost of having a qualified inspector on site
throughout the duration of the work.
The following additional minimum requirements for shored excavations in Zone 2 above and
beyond the other requirements of these Criteria shall be met for Special Design Consideration
requested in accordance with Section 3.2.2:
A. Excavation shall have a length parallel to the track no greater than 100 feet.
B. Vertical excavations with continuous shoring walls are required.
C. A hot mix asphalt concrete (HMAC) sub-ballast with dimensions described above will
typically be required.
D. Shoring installation shall be complete prior to any excavation.
E. Depth of excavation shall be limited to 12 feet below top of tie.
F. Time that excavation remains open shall be limited to 30 days.
G. Supplemental monitoring of the track will be required.
15.4.3 Exceptions for Minor Construction

SCRRA may permit unshored excavation within the Railroad Zone of Influence provided that the
excavation has a limited plan area and is no greater than 5 feet in depth. Further, excavation and
backfilling, including meeting all placement and compaction requirements must be completed
during a single, uninterrupted period of time during which no train movements will occur on the
adjacent track. Planning and bidding shall not be based on the assumption that an exception to
the Railroad Zone of Influence shoring requirements will be granted.

Unshored excavation adjacent to a track will only be allowed in soil conditions that will permit the
work to be performed without disturbing the adjacent track and/or the materials supporting the
track.
Localized shallow trenching for utility installation and excavations for the installation of precast
concrete foundations (such as signal foundations) are examples of cases where exceptions may
be granted. Exceptions will be granted on a case-by-case basis by SCRRA at its sole discretion.
Factors SCRRA will consider when assessing whether or not to grant an exception include: the
length of time required to complete the excavation and backfilling, the available time between
train movements on the adjacent track, and local soil conditions.
15.4.4 Right-of-Entry Agreements

In order to perform work on Right-of-Way that is operated and maintained by SCRRA,
Right-of-Entry Agreements are required. For temporary or short-term uses of Right-of-Way, such
as surveying activities and shallow geotechnical investigations, the Public Agency or Contractor
is required to submit SCRRA Form 5 – Indemnification and Assumption of Liability Agreement.
For projects involving construction on SCRRA Right-of-Way, the Public Agency or Contractor is
required to enter into SCRRA Form 6 – Temporary Right-of-Entry Agreement. This agreement
defines the nature of the work, the flagging requirements, and the appropriate safety measures
that must be in place during the work. This includes all work within the Right-of-Way, from initial
design through the completion of construction.
Additionally, the movement of oversize vehicles over SCRRA maintained and operated crossings
requires a fully executed SCRRA Form 4 – Agreement for Moving Oversized Loads Over
Highway-rail Grade Crossings. These agreements are available on the SCRRA web site:
15.4.5 Right-of-Way
Railroad Right-of-Way, in many cases, is maintained by SCRRA and owned in fee by the Member
Agencies. Public Agency or Third-Party projects that affect the Right-of-Way must be coordinated
with SCRRA Rail Corridor Crossings and Encroachment (C&E) Division. The procedures for
applying for Right-of-Way encroachment, and the appropriate forms are found in
Form 36 – Right-of-Way Encroachment Approval Procedures, available on the SCRRA web site:
Excavation work will often have an effect on the existing Right-of-Way. The Public Agency shall
determine the status of the Right-of-Way within the limits of the project at the earliest stages of
the project in order to properly identify the encumbrances and issues related to any proposed
excavation. The application of these SCRRA Criteria to proposed excavations may result in the
need for additional Right-of-Way. In cases where additional Right-of-Way is required, the
Engineer in Responsible Charge shall develop the appropriate mapping and Right-of-Way
definition in accordance with SCRRA standards for the proper definition of the Right-of-Way. The
Public Agency shall take the lead for land acquisition. The Engineer in Responsible Charge shall
properly define the necessary Right-of-Way, provide legal descriptions, and work with SCRRA’s

Right-of-Way administrator, and the Member Agency’s real estate department, as needed, to
advance the process of property acquisition, easement or preparing a license agreement.
In some cases, SCRRA also shares Right-of-Way with BNSF Railway Company (BNSF) and
Union Pacific Railroad (UPRR). In order to perform work on their Right-of-Way, approval shall
also be obtained from BNSF and/or UPRR depending on the Right-of-Way ownership.
15.4.6 Utilities
Existing utilities shall be located prior to commencing any excavation. Acceptance of the project
by SCRRA does not constitute a representation as to the accuracy or completeness of location
or the existence or non-existence of any utilities or structures within the limits of the project. The
appropriate regional notification center [Underground Service Alert of California (DIGALERT) at
(800) 227-2600 or 811], railway companies and utility companies shall be notified prior to
performing any excavation close to any underground pipeline, conduit, duct, wire, cable or other
structure. Refer to the SCRRA web site: www.metrolinktrains.com to ensure proper contacts and
phone numbers.
SCRRA is not a member of DIGALERT; it is, therefore, necessary to call the SCRRA signal
department phone number to mark, at Public Agency or Contractor expense, signal and
communication cables and conduits. In case of signal emergencies, the Contractor shall call the
SCRRA 24-hour signal emergency number. If utilities cannot be located, potholing shall be
performed to locate the utilities. SCRRA and appropriate utility owners shall be notified
immediately when utility lines that were not known or indicated on the drawings are encountered.
No service shall be disrupted until the utility owner and SCRRA have determined the required
action on such lines.
15.4.7 Safety Regulations

Specific safety regulations of SCRRA are provided in the Right-of-Entry Agreement and General
Safety Regulations for Third Party Construction and Maintenance Activity on SCRRA Member
Agency Property. In addition to safety regulations specific to SCRRA, all construction shall
conform to the applicable safety provisions of the latest U.S. Department of Transportation,
Federal Railroad Administration (FRA) – Code of Federal Regulations (CFR), Title 49, Part
214, Railroad Workplace Safety, and Cal/OSHA Standards – California Code of Regulations, Title
8, Chapter 4, Division of Industrial Safety, Subchapter 4, Construction Safety Orders.
Construction shall also conform to the applicable California Public Utilities Commission (CPUC)
General Orders, as well as any other applicable government agency safety regulations.
15.4.8 Construction
Construction of excavations or temporary shoring systems within the Basic Safety Envelope (i.e.,
within 25 feet of the centerline of the nearest active track), or with the potential of entering the
Basic Safety Envelope requires a Site Specific Work Plan (SSWP). Once the applicable
right-of-entry requirements, safety training requirements, and an accepted SSWP are in-place,
the Contractor may proceed with construction according to the design plans, specifications and
accepted SSWP. The Contractor or Public Agency shall notify SCRRA 30 working days prior to
beginning work on the Right-of-Way.

Any damage to rails, ties, structures, embankments, Third Party property, signal and
communications equipment, or any other facilities during construction shall be repaired, at the
expense of the Public Agency or Contractor, to a condition equal to or better than the condition
prior to entry and to a level accepted by SCRRA. The Public Agency or Contractor agrees to
reimburse SCRRA and any affected operating railroads for any and all costs and expenses
incurred as a result of their work, which may result in the following:
A. Unscheduled delay to trains or interference in any manner with the operation of trains.
B. Unscheduled disruption to normal railroad operations.
C. Unreasonable inconvenience to the public or private users of the system.
D. Loss of revenue.
E. Alternative method of transportation for passengers.
The Public Agency and Contractor shall comply with the rules and regulations contained in the
current editions of the SCRRA documents listed below during construction. The following
documents are available on the SCRRA web site: www.metrolinktrains.com:
A. Temporary Right-of-Entry Agreement (Form 6)
B. Rules and Requirements for Construction on Railroad Property (Form 37)
C. General Safety Regulations for Third Party Construction and Maintenance Activity on
SCRRA Member Agency Property
D. Applicable SCRRA Engineering Standards
15.4.9 Contractor Operating Restrictions

When operating near active tracks, whether on or off SCRRA Right-of-Way, the Contractor’s
operations will be constrained as necessary to protect the Operating System. In general terms, if
the Contractor’s operation has the potential to interfere with the safe passage of rail traffic or has
the potential to foul the track, restrictions will be imposed on the Contractor’s operations.
When working within the Basic Safety Envelope the Contractor is considered to have the potential
to foul the track, regardless of the operation or equipment being used.
The Contractor will still be considered as having the potential to foul the track when working
outside the Basic Safety Envelope, depending upon the operation. For example, if the Contractor
operates a crane or backhoe with a boom sufficient in length to foul a track if the boom were in
the horizontal position, or if the Contractor is handling long beams or piles that could fall across a
track, such an operation would be restricted.
SCRRA shall have sole discretion to determine if the Contractor’s operation has the potential to
foul a track.
Unless otherwise approved by SCRRA, the Contractor will not be permitted to perform operations
that have the potential to foul mainline tracks during weekday commute hours, and must work
around the weeknight and weekend train traffic. Other tracks may be fouled as allowed by
SCRRA in accordance with train operating schedules and the work to be performed.

SCRRA may operate work trains along the corridor for the Contractor on various construction
projects. The work trains transport a variety of equipment and materials for these projects. The
time and number of work train traffic will vary.
The Contractor’s activities that have the potential to foul the tracks (mainline or otherwise) will be
suspended during all train movements within the construction limits.
The Contractor will generally be directed by SCRRA flagperson as to the need to suspend
operations. The number of flagmen required will be determined by SCRRA per its review of the
Contractor’s SSWP.
All shoring work within the Basic Safety Envelope shall be performed in accordance with an
accepted SSWP.
15.4.10 Protective Dividers

A protective divider shall be provided between the construction operations and the Operating
System if approved by SCRRA. The divider shall be placed and secured a minimum of 10 feet
clear from the centerline of the nearest active track.
Caltrans temporary railing Type K (K-rail) is an acceptable divider. SCRRA prefers that protective
dividers have fence installed to 10 feet above ground line.
15.4.11 Handrails and Walkways

Adequate physical protection barrier shall be provided for all excavations in accordance with
Cal/OSHA requirements.
In the event that there is insufficient space to place a protective divider, a handrail shall be
provided along the side of the excavation adjacent to the track. The preferred minimum clearance
from the centerline of the nearest track is 10 feet.
In the event that there would be insufficient clearance to handrail placed along the side of the
adjacent track, walkway and handrail shall be provided. Walkway shall consist of a slip resistant
surface supported by and securely fastened to supports with fasteners that do not extend above
the walkway surface. Walkway supports may be connected to and supported by shoring walls.
The walkway surface shall be even with the top of shoring.
Handrails and walkways shall be designed in conformance with the requirements of Section
8.5 “Walkways and Handrails on Bridges” in Chapter 15 of the AREMA Manual for Railway
Engineering.
15.4.12 Clearances
All elements of the shoring system shall be placed such that they satisfy the clearance
requirements specified in CPUC General Order 26-D.
The preferred clearance from centerline of track to fixed objects such as posts, poles, signs, and
elements of shoring systems that extend above the top of rail is 10 feet.

15.4.13 Shoring Removal

At the conclusion of construction, staged backfill and removal will often be necessary to safely
remove bracing and connection elements of the shoring system. Removal of these elements shall
be included as part of the shoring construction sequence and the Contractor shall comply with
removal requirements as stated on the drawings. Contractor removals shall not proceed if safety
of operations is jeopardized or if SCRRA determines that safety could be jeopardized.
Vertical shoring elements (sheet piles, soldier piles, and diaphragm walls) shall be left in place
unless otherwise approved by SCRRA. Vertical shoring elements shall be cut off or demolished
to five feet below railroad subgrade if within 15 feet horizontally from centerline of track or
otherwise to five feet below finished ground surface. All other elements of the shoring system
shall be completely removed if it is safe to do so and if the risks of track settlement or movement
are low. If other elements of the shoring system cannot be completely removed, then at a
minimum, they shall be removed to five feet below railroad subgrade if within 15 feet horizontally
from centerline of track or otherwise to five feet below finished ground surface.
If the Contractor desires complete removal of vertical shoring elements for salvage or reuse, the
Contractor shall submit the proposed removal procedure along with a completed SCRRA’s
Request for Special Design Consideration Form to SCRRA. This form is available on SCRRA’s
website at www.metrolinktrains.com. The proposed removal procedure shall include provisions
that will prevent movement or settlement of the track(s) and fill all voids that might remain after
shoring removal. Complete removal of vertical shoring elements may be allowed by SCRRA at
their sole discretion.
15.5 TEMPORARY SHORING SYSTEMS

Design of temporary shoring systems for temporary excavation support shall be prepared by a
licensed California professional engineer who shall be solely responsible for verifying the
accuracy, suitability, and applicability of the information contained in these Criteria for any specific
project. Excavation safety shall be the responsibility of the Contractor performing the excavation
and the Engineer in Responsible Charge who designed the shoring for the excavation. Review
and acceptance of submittals by SCRRA shall not relieve the Contractor and Engineer in
Responsible Charge of responsibility for the design and construction of the temporary shoring or
excavation support system, including responsibility for errors and omissions in submittals, and
construction deviations from accepted design plans.
15.5.1 Owner-Designed Temporary Shoring

For construction projects that will require temporary shored excavation within the Railroad Zone
of Influence, SCRRA requires that Contract Documents (plans, specifications and estimates)
include detailed design drawings and specifications for the temporary shoring system. In addition
to clarifying the required construction sequence, defining the impacts to the Operating System
and having a temporary shoring system accepted by SCRRA prior to the onset of construction,
uncertainty regarding the time and expense required for the Contractor to prepare a temporary
shoring submittal that satisfies SCRRA requirements may be effectively eliminated. Specifications
shall incorporate provisions of SCRRA Standard Specifications for Earthwork and Excavation

Support Systems Sections 31 20 00 and 31 50 00. These specifications allow for

Contractor-designed alternates to be submitted to SCRRA for review and acceptance prior to
construction.
15.5.2 Preferred Shoring Types and Elements

The following types of shoring are preferred by SCRRA for use within the Railroad Zone of
Influence:
A. Continuous Shoring Walls versus Soldier Piles and Lagging: Because they are completed
in place prior to any excavation, continuous shoring walls (such as sheet piling and
diaphragm walls) are preferred over soldier piles and lagging. When soldier pile and
lagging systems are utilized, lagging members are installed as excavation proceeds.
During the excavation process, vertical cuts (of limited extent) are required to stand
unsupported until the lagging has been installed. During the time the ground is
unsupported, raveling or ground loss can result in ground settlements that negatively
impact track profile and alignment. Additionally, if the lagging is not installed tight to the
excavated ground, the ground will tend to move to fill the gaps, which can result in
settlement behind the shoring wall that negatively impacts track profile and alignment.
Consequently, the chance of ground loss that could undermine or settle the tracks is
significantly reduced when continuous shoring walls are used.
B. Deep Soil Mix Walls versus Sheet Piling: It has been SCRRA’s experience that the soil
mixing (drill) rig and other equipment utilized during a soil mixing operation typically pose
a lesser risk to SCRRA than the pile driving equipment utilized to install sheet piling.
Additionally, pre-drilling and vibration associated with sheet pile installation and extraction
can cause track settlement. Consequently, the Contractor’s operations may be somewhat
less restricted if deep soil mix walls are used in lieu of sheet piling.
C. Preloaded Bracing: Preloading of bracing elements can reduce shoring deflection and
ground settlement during excavation and assure good bearing and a tight fit between
shoring elements. Where feasible, struts shall be preloaded to about 50 percent of their
design load to achieve adequate bearing between connected shoring elements and to
reduce the track settlement that can occur during excavation.
15.5.3 Prohibited Shoring Types and Elements

The following types of shoring are prohibited from use within the Railroad Zone of Influence:
A. Soil Nailing: Soil nailing shall not be utilized to shore excavations within the Railroad Zone
of Influence. In addition, soil nails shall not extend into the Railroad Zone of Influence from
walls supporting excavations outside of the Railroad Zone of Influence.
B. Helical Screw Anchors: Helical Screw Anchors shall not be utilized to shore excavations
within the Railroad Zone of Influence. In addition, helical screw anchors shall not extend
into the Railroad Zone of Influence from walls supporting excavations outside of the
Railroad Zone of Influence.

15.6 LOADING ON TEMPORARY SHORING SYSTEMS
15.6.1 General
Lateral loading from the following sources shall be considered in the design of the temporary
shoring system:
A. Retained Soil
B. Retained Groundwater (hydrostatic pressure)
C. Surcharge from all applicable sources, including, but not limited to, railroad live load,
equipment and vehicles, material stockpiles, structures and improvements, etc.
Additionally, under certain conditions, earthquake (seismic) loading shall be considered. See
Section 15.6.5.
Other sources of load, including centrifugal force from a train, impact loads, thermal loads, and
wind loads are typically not required to be considered in the design of shoring. Such loads need
only be considered in cases where they are significant. For example, centrifugal forces may need
to be considered in the design of a shoring system constructed at a curve over which trains travel
at high speeds.
15.6.2 Soil Loads

The following examples are located in Appendix G of in this DCM:
• Example G-09-1 Develop an Active Soil Pressure Diagram
• Example G-09-2 Develop an Apparent Pressure Diagram
• Example G-09-3 Determine Passive Resistance (Cohesionless Soil)
• Example G-09-4 Determine Passive Resistance (Cohesive Soil)
Soil Types and the Determination of Soil Properties

Soil types and applicable properties shall be ascertained by taking borings and performing
appropriate field and laboratory tests. Sufficient geotechnical exploration shall be performed to
establish an understanding of the soil profile for the subject site. In addition to establishing the
soil profile, key soil parameters for the design of shoring to be ascertained during exploration
include the unit weights and strengths for the soils [i.e., the cohesion (c) and angle of internal
friction (Φ)].
The design soil properties shall be established by a Registered Geotechnical Engineer, or,
alternatively, by a Registered Civil Engineer specializing in geotechnical engineering.
Loading from Retained Soil on Flexible Systems

The loading defined in this section applies to shoring systems that have some degree of flexibility.
Shoring types that may be considered flexible include cantilever shoring walls and, in most cases,
shoring walls supported by a single level of bracing. The active soil pressure distribution for a

flexible shoring system shall be assumed to take the form of an equivalent fluid pressure (EFP);
i.e., a triangularly shaped pressure distribution.
EFP values used for shoring design shall be ascertained by a Registered Geotechnical Engineer,
or, alternatively, by a Registered Civil Engineer specializing in geotechnical engineering. In no
case shall the design active EFP for soil above the groundwater table be less than 30 psf/ft for
level retained earth when this approach is used (i.e., the active pressure at any depth shall not be
less than 30(Y) psf where Y is a depth below the ground surface in feet). This minimum EFP value
must be increased appropriately when the shoring system is retaining a sloped cut.
Alternatively, the retained soils may be classified as either Type 2, 3, 4, or 5 in accordance with
the soil descriptions in Table 8-5-1 in Chapter 8 of the AREMA Manual for Railway Engineering.
Representative soil properties for each classification are given in Table 8-5-2 in Chapter 8 of the
AREMA Manual for Railway Engineering. The soil properties for the Type 1 classification given in
AREMA Table 8-5-2 shall not be used. In no case shall the design EFP for soil above the
groundwater table be less than 37 psf/ft for level retained earth when this approach is used (i.e.,
the active pressure at any depth shall not be less than 37(Y) psf where Y is a depth below the
ground surface in feet). This EFP corresponds to Type 2 soil classification. This minimum value
must be increased appropriately for the case of shoring that is retaining a sloped cut.
Loading from Retained Soil on Restrained Systems

Shoring walls with multiple levels of bracing tend to restrict movements of the soil behind the wall.
This restraint alters the soil pressure distribution from that anticipated based on the theory of
active loading. “Apparent pressure” diagrams for braced (restrained) shoring systems have been
developed by numerous authors. Generalized apparent pressure diagrams suitable for use in
both cohesionless and cohesive soils, as well as interlayered soil profiles, can be constructed
from active pressure diagrams as shown in Figure 15-2.

FIGURE 15-2. CONSTRUCTION OF AN APPARENT PRESSURE DIAGRAM
Alternatively, a number of diagrams, applicable to either cohesionless or cohesive soils, are

presented in Chapter 5 of the Caltrans Trenching and Shoring Manual. These diagrams may be
utilized, provided that the resulting loading magnitudes are not significantly less conservative than
those determined by the by procedure outlined in Figure 15-2.
When apparent pressure loading is utilized for design, active soil loading developed in accordance
with Section 15.6.2 shall be assumed to act below excavation grade.
Passive Resistance
Cohesionless Soil
The passive resistance in cohesionless (c = 0) soils shall be determined based upon log-spiral
theory (refer to Figure 8 in the Caltrans Trenching and Shoring Manual). Determination of the
coefficient of passive pressure (Kp) is a function of Φ and the angle of wall friction (δ).
Previous railroad design criteria have required that δ be assumed to be 0° due to dynamic train
loading. However, this assumption can produce overly conservative results. In lieu of requiring
δ = 0°, at the shoring designer’s option, δdesign may be assumed to be a maximum of δtyp/2, where
δtyp is the wall friction value that would be utilized in the design of typical shoring away from
railroad tracks. In no case shall δ exceed Φ/4.

Cohesive Soil
In cohesive (Φ = 0°) soil, Kp = 1.0, and the passive resistance is γez+2c, where γe is the effective
unit weight of the soil (i.e., the moist unit weight above the water level and the buoyant unit weight
below the water level) and z is a depth below excavation grade.
Negative active pressures shall not be utilized to increase the available passive resistance under
any circumstances. (Negative active pressures can be computed when 2c exceeds γeH, where H
is the depth of excavation.)
c, Φ Soil
Passive pressure diagrams can be developed for c, Φ soils using more complex theoretical
expressions. However, it is common to consider a soil stratum as either a purely cohesionless or
cohesive soil depending on the soil’s predominant physical properties and expected behavior.
Effect of Unbalanced Water Head

In cases where the shoring system will retain an unbalanced water head, available passive
resistance may need to be reduced to account for upward seepage pressures.
15.6.3 Groundwater Load

Groundwater loading acting on the shoring system shall be based upon the maximum
groundwater level that can be reasonably anticipated during the life of the shored excavation.
The design groundwater table shall be established based upon available historical groundwater
monitoring (well) data and/or boring data for the subject area. For projects where historical records
are not available, the groundwater table utilized for design should be assessed conservatively.
15.6.4 Surcharge Loads

Lateral pressure acting on the temporary shoring system resulting from the following sources of
surcharge loading shall be considered in the design of the shoring as appropriate:
A. Railroad live load (see Section 15.7)
B. Track, ties and ballast (where not included in soil loads)
C. Equipment and vehicles
D. Material stockpiles
E. Existing structures
F. Any other source of surcharge load
Lateral pressure resulting from vertical surcharge loads should be computed in accordance with
the equations presented in Section 20.3.2 in Chapter 8 of the AREMA Manual for Railway
Engineering.

15.6.5 Earthquake (Seismic) Load

In atypical situations, such as where a shored excavation of substantial length parallels the
Operating System or where a shored excavation will remain open for more than 3 months, SCRRA
may require that lateral loading due to earthquake (seismic) shaking be considered. Subway
construction parallel to the tracks is an example of a situation where the application of earthquake
loading may be appropriate because an extensive length of open excavation may be present at
one time.
This issue will be addressed on a project-specific basis by SCRRA.
15.6.6 Combination of Loads and Loading Cases

All elements of the temporary shoring system shall be designed for a combination of lateral soil,
groundwater, and surcharge loads acting in conjunction with vertical dead and live loads.
Loading conditions during all stages of excavation, support removal, and support relocation shall
be analyzed. No reduction in loading from that present during the full depth excavation stage shall
be assumed for the stages of support removal or relocation.
In situations where loading conditions on opposite sides of an internally braced excavation are
not equal, the shoring design shall account for this unbalanced loading condition. The shoring
system shall be designed for, and be compatible with, the more heavily loaded side of the
excavation.
15.7 RAILROAD LIVE LOAD SURCHARGE
15.7.1 General
All temporary shoring systems supporting excavations within Zones 1, 2 and 3 of the Railroad
Zone of Influence (see Section 15.4.1) shall be designed for lateral pressure due to railroad live
load surcharge. Railroad live load surcharge shall be based on Cooper’s E-80 live load and the
presence of multiple tracks shall be included. Lateral pressure resulting from railroad live load
surcharge shall be computed using the Boussinesq equation (see Figure 15-3). No reduction in
lateral surcharge pressure shall be allowed for “flexible” or “semi-rigid” wall behavior, typically
50 percent and 75 percent in non-railroad applications, respectively (i.e. 100 percent Boussinesq
live load surcharge for “rigid” wall behavior is required for design of all shoring wall types).
Lateral surcharge pressure values for various depths below bottom of tie and distances to
centerline of track computed using the Boussinesq equation are provided in Table 15-1.
The values in Table 15-1 were developed for the standard wood tie length (TL) of 8 feet 6-inches.
The values developed for the standard concrete tie length (8.25 feet) are not meaningfully
different from those presented in Table 15-1. Note that the tabulated values apply only for
situations where the top of shoring is at or above the elevation of the bottom of railroad ties.
The following examples are located in Appendix G of this DCM:
• Example G-09-5 Railroad Live Load Surcharge from Two Tracks
• Example G-09-6 Railroad Live Load Surcharge from Three Tracks

• Example G-09-7 “Simplified” Railroad Live Load Surcharge
15.7.2 Surcharge from Multiple Tracks

Surcharge loading from multiple tracks shall be considered as follows:
A. Two tracks – Full surcharge from both tracks.
B. Three tracks – Full surcharge from two closest tracks combined with 50 percent surcharge
from third track.
C. Four or more tracks – Full surcharge from two closest tracks combined with 50 percent
surcharge from third track and 25 percent surcharge from fourth track.
Only surcharge from those tracks for which the shored excavation is within the Railroad Zone of
Influence need be considered.
15.7.3 Simplified Surcharge Pressure Distribution

In lieu of using the detailed Boussinesq pressure distribution, railroad live load surcharge
pressures may be assumed to have a rectangular distribution with a magnitude equal to 80
percent of the maximum Boussinesq pressure.

FIGURE 15-3. E-80 RAILROAD LIVE LOAD SURCHARGE USING THE BOUSSINESQ
EQUATION

15.7.4 Application of Surcharge Pressures

Railroad live load surcharge pressures shall be assumed to act over the full height of the
temporary shoring wall. Where the top of the shoring wall is at or above the bottom of railroad tie
elevation, the vertical surcharge pressure (q) used in the Boussinesq distribution shall be the
pressure under the ties and shall be applied starting at the bottom of tie elevation. Where the top
of the shoring wall is below the bottom of railroad tie elevation, the vertical surcharge pressure
used in the Boussinesq distribution shall be an equivalent pressure at the top of the shoring wall.
The equivalent vertical surcharge pressure shall be distributed over a length equal to the tie length
plus the vertical distance from bottom of tie to top of wall (1H:2V distribution outward from each
end of the tie). The magnitude of the equivalent vertical surcharge (q) will be equal to the pressure
under the tie multiplied by the ratio of the tie length to the equivalent distributed length.
15.7.5 Surcharge for Perpendicular Shoring Walls

When temporary shoring walls are to be installed perpendicular to the centerline of track or used
as temporary bridge abutments, the design railroad live load surcharge acting on such walls shall
be computed in accordance with Chapter 8, Section 5.3.1 of the AREMA Manual for Railway
Engineering.
15.7.6 Combination with Surcharge from Other Sources

Surcharge from other sources (e.g., heavy equipment, existing structures, etc.) shall be
considered in the design of temporary shoring systems for excavation support as appropriate.
Surcharges from other sources shall be added to the railroad live load surcharge if the surcharge
loads can act concurrently. An example of combined surcharges may be Contractor cranes,
trucks, or material stockpiles above an excavation concurrent with a passing train.

TABLE 15-1. RAILROAD (E-80) LIVE LOAD LATERAL SURCHAGE

g p
d distance from centerline of track to face of shoring (feet)
(feet) 5 6 7 8 8.5 9 10 11 12 13 14 15 16 17 18 19 20
1 1469 974 625 434 370 320 247 197 161 135 114 98 86 75 67 59 53
2 1304 1172 930 719 635 563 450 367 305 257 220 191 166 147 130 117 105
3 1103 1092 983 838 767 701 585 492 418 359 310 271 239 212 189 170 153
4 921 955 924 846 799 750 655 570 496 434 381 337 299 267 240 217 197
5 762 817 828 797 771 741 674 605 541 482 431 386 347 313 283 257 234
6 629 692 724 725 715 699 658 609 558 508 461 419 381 347 317 290 266
7 518 583 627 646 646 642 622 591 553 514 475 438 403 371 341 315 291
8 428 491 539 568 576 580 575 559 535 506 476 444 414 385 358 333 309
9 354 413 462 497 509 518 525 520 507 488 466 441 416 391 367 344 322
10 295 349 396 434 448 460 474 479 474 464 449 431 411 390 370 349 329
11 246 295 340 378 394 407 426 437 439 436 427 415 400 384 367 349 332
12 207 251 293 330 345 359 382 396 404 406 403 396 386 373 360 346 331
13 175 215 253 288 303 317 341 359 370 376 377 374 368 360 350 338 326
14 149 184 219 252 267 281 305 324 338 347 351 352 349 344 337 329 319
15 127 159 190 221 235 248 272 292 307 319 326 329 330 328 323 317 310
16 110 138 166 194 207 220 243 263 280 292 301 307 310 310 308 305 300
17 95 120 146 171 184 196 218 237 254 268 278 285 290 293 293 291 288
18 82 105 128 151 163 174 195 214 231 245 256 265 271 275 277 277 276
19 72 92 113 134 145 155 175 194 210 224 236 246 253 258 261 263 263
20 63 81 100 120 129 139 158 175 191 205 217 228 236 242 246 249 250
21 56 72 89 107 116 125 142 159 174 188 200 211 219 226 232 235 238
22 49 64 79 96 104 112 129 144 159 172 184 195 204 211 217 222 225
23 44 57 71 86 94 101 116 131 145 158 170 181 190 198 204 209 213
24 39 51 64 77 84 92 106 119 133 145 157 167 176 185 191 197 202
25 35 46 58 70 76 83 96 109 122 134 145 155 164 172 179 185 190
26 32 41 52 63 69 75 88 100 112 123 134 144 153 161 168 174 180
27 29 37 47 58 63 69 80 91 102 113 124 133 142 150 158 164 170
28 26 34 43 52 58 63 73 84 94 105 114 124 132 141 148 154 160
29 23 31 39 48 53 57 67 77 87 97 106 115 123 131 139 145 151
30 21 28 36 44 48 53 62 71 80 89 98 107 115 123 130 137 142
31 19 26 33 40 44 48 57 65 74 83 91 100 108 115 122 128 134
32 18 23 30 37 41 44 52 60 69 77 85 93 101 108 115 121 127
33 16 22 27 34 37 41 48 56 64 71 79 87 94 101 108 114 120
34 15 20 25 31 35 38 45 52 59 66 74 81 88 95 101 107 113
35 14 18 23 29 32 35 41 48 55 62 69 76 82 89 95 101 107
36 13 17 22 27 30 33 39 45 51 58 64 71 77 84 90 95 101
37 12 16 20 25 28 30 36 42 48 54 60 66 73 79 84 90 95
38 11 15 19 23 26 28 33 39 45 50 56 62 68 74 80 85 90
39 10 13 17 22 24 26 31 36 42 47 53 58 64 70 75 80 85
40 9 13 16 20 22 24 29 34 39 44 50 55 60 66 71 76 81
41 9 12 15 19 21 23 27 32 37 42 47 52 57 62 67 72 77
42 8 11 14 18 19 21 25 30 34 39 44 49 54 58 63 68 73
43 8 10 13 16 18 20 24 28 32 37 41 46 51 55 60 64 69
44 7 10 12 15 17 19 22 26 30 35 39 43 48 52 57 61 65
45 7 9 12 14 16 18 21 25 29 33 37 41 45 49 54 58 62
46 6 8 11 14 15 17 20 23 27 31 35 39 43 47 51 55 59
47 6 8 10 13 14 16 19 22 25 29 33 37 40 44 48 52 56
48 6 7 10 12 13 15 18 21 24 27 31 35 38 42 46 50 53
49 5 7 9 11 13 14 17 20 23 26 29 33 36 40 44 47 51
50 5 7 9 11 12 13 16 19 21 25 28 31 34 38 41 45 48
Based on the Boussinesq equation (see Figure 15-3)
d = depth below bottom of tie
surcharge values in psf

Table 15-1 Continued

g p
(feet) 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
1 48 44 40 37 34 31 29 27 25 23 22 20 19 18 17 16 15
2 95 86 79 72 66 61 57 53 49 46 43 40 38 36 34 32 30
3 139 127 116 106 98 91 84 78 73 68 64 60 56 53 50 47 45
4 179 164 150 138 128 118 110 102 95 89 84 79 74 70 66 62 59
5 214 197 181 167 155 144 134 125 117 109 103 96 91 86 81 77 73
6 244 225 208 193 179 167 156 146 136 128 120 113 107 101 96 91 86
7 269 249 231 215 201 187 175 164 154 145 137 129 122 115 109 104 98
8 288 268 250 234 219 205 192 181 170 160 151 143 135 128 122 116 110
9 302 283 265 249 234 220 207 195 184 174 165 156 148 140 133 127 121
10 311 293 276 260 246 232 219 207 196 186 176 167 159 151 144 137 131
11 315 299 283 269 254 241 229 217 206 196 186 177 168 161 153 146 140
12 316 302 287 274 261 248 236 225 214 204 194 185 177 169 161 154 147
13 314 301 289 276 264 252 241 230 220 210 201 192 184 176 168 161 154
14 309 298 287 276 265 255 244 234 224 215 206 198 189 182 174 167 161
15 302 293 284 274 265 255 246 236 227 218 210 202 194 186 179 172 166
16 293 286 279 271 262 254 245 237 228 220 212 205 197 190 183 176 170
17 284 278 272 265 258 251 244 236 228 221 214 206 199 192 186 179 173
18 273 269 265 259 253 247 241 234 227 220 214 207 201 194 188 182 176
19 262 259 256 252 247 242 237 231 225 219 213 207 201 195 189 183 178
20 250 249 247 244 241 237 232 227 222 217 211 206 200 195 189 184 179
21 239 239 238 236 233 230 227 223 218 214 209 204 199 194 189 184 179
22 227 228 228 227 226 223 221 217 214 210 206 201 197 193 188 183 179
23 216 218 219 219 218 216 214 212 209 206 202 198 195 191 186 182 178
24 205 207 209 210 210 209 208 206 204 201 198 195 192 188 184 181 177
25 194 197 200 201 202 201 201 200 198 196 194 191 188 185 182 179 175
26 184 188 190 192 193 194 194 193 192 191 189 187 184 182 179 176 173
27 174 178 181 184 185 186 187 187 186 185 184 182 180 178 176 173 171
28 165 169 173 175 177 179 180 180 180 180 179 178 176 174 173 170 168
29 156 161 164 167 170 172 173 174 174 174 174 173 172 170 169 167 165
30 148 152 156 160 162 165 166 167 168 168 168 168 167 166 165 164 162
31 140 144 149 152 155 158 160 161 162 163 163 163 163 162 161 160 159
32 132 137 141 145 148 151 153 155 156 157 158 158 158 158 157 156 155
33 125 130 134 138 141 144 147 149 150 152 153 153 153 153 153 152 152
34 118 123 127 131 135 138 141 143 145 146 147 148 149 149 149 149 148
35 112 117 121 125 129 132 135 137 139 141 142 143 144 145 145 145 144
36 106 111 115 119 123 126 129 132 134 136 137 139 139 140 141 141 141
37 100 105 109 114 117 121 124 126 129 131 132 134 135 136 136 137 137
38 95 100 104 108 112 115 118 121 124 126 128 129 131 132 132 133 133
39 90 95 99 103 107 110 113 116 119 121 123 125 126 127 128 129 130
40 85 90 94 98 102 105 109 111 114 116 119 120 122 123 124 125 126
41 81 85 90 94 97 101 104 107 110 112 114 116 118 119 120 121 122
42 77 81 85 89 93 96 100 102 105 108 110 112 114 115 117 118 119
43 73 77 81 85 89 92 95 98 101 104 106 108 110 111 113 114 115
44 69 74 77 81 85 88 91 94 97 100 102 104 106 108 109 111 112
45 66 70 74 77 81 84 87 90 93 96 98 100 102 104 106 107 108
46 63 67 70 74 77 81 84 87 90 92 94 97 99 101 102 104 105
47 60 64 67 71 74 77 80 83 86 89 91 93 95 97 99 100 102
48 57 61 64 67 71 74 77 80 83 85 88 90 92 94 96 97 99
49 54 58 61 65 68 71 74 77 79 82 84 87 89 91 92 94 96
50 52 55 58 62 65 68 71 74 76 79 81 84 86 88 89 91 93

Table 15-1 Continued
g p
(feet) 38 39 40 41 42 43 44 45 46 47 48 49 50
1 14 14 13 12 12 11 11 10 10 9 9 9 8
2 28 27 26 24 23 22 21 20 19 19 18 17 16
3 42 40 38 36 35 33 32 30 29 28 27 25 24
4 56 53 51 48 46 44 42 40 38 37 35 34 32
5 69 66 62 60 57 54 52 50 47 45 44 42 40
6 82 78 74 70 67 64 61 59 56 54 52 50 48
7 93 89 85 81 77 74 71 68 65 62 60 57 55
8 105 100 95 91 87 83 80 76 73 70 67 65 62
9 115 110 105 100 96 92 88 84 81 78 75 72 69
10 125 119 114 109 104 100 96 92 88 85 82 79 76
11 133 128 122 117 112 108 103 99 95 92 88 85 82
12 141 135 130 124 119 115 110 106 102 98 95 91 88
13 148 142 136 131 126 121 117 112 108 104 100 97 93
14 154 148 142 137 132 127 122 118 114 110 106 102 99
15 159 153 148 142 137 132 127 123 119 115 111 107 103
16 164 158 152 147 142 137 132 128 123 119 115 111 108
17 167 162 156 151 146 141 136 132 127 123 119 115 112
18 170 165 159 154 149 144 140 135 131 127 123 119 115
19 172 167 162 157 152 147 143 138 134 130 126 122 119
20 173 168 163 159 154 149 145 141 137 133 129 125 122
21 174 169 165 160 156 151 147 143 139 135 131 128 124
22 174 170 165 161 157 153 149 145 141 137 133 130 126
23 174 170 166 161 157 153 150 146 142 138 135 131 128
24 173 169 165 161 158 154 150 147 143 140 136 133 129
25 172 168 165 161 158 154 150 147 144 140 137 134 131
26 170 167 164 160 157 154 150 147 144 141 138 135 131
27 168 165 162 159 156 153 150 147 144 141 138 135 132
28 166 163 160 158 155 152 149 146 144 141 138 135 132
29 163 161 158 156 153 151 148 146 143 140 138 135 132
30 160 158 156 154 152 149 147 145 142 140 137 135 132
31 157 155 154 152 150 148 146 143 141 139 136 134 132
32 154 153 151 149 148 146 144 142 140 138 136 133 131
33 151 150 148 147 145 144 142 140 138 136 134 132 130
34 147 146 145 144 143 142 140 138 137 135 133 131 129
35 144 143 142 141 140 139 138 136 135 133 132 130 128
36 140 140 139 139 138 137 136 134 133 132 130 129 127
37 137 137 136 136 135 134 133 132 131 130 129 127 126
38 133 133 133 133 132 132 131 130 129 128 127 126 124
39 130 130 130 130 129 129 128 128 127 126 125 124 123
40 126 127 127 127 127 126 126 125 125 124 123 122 121
41 123 123 124 124 124 124 123 123 122 122 121 120 119
42 119 120 120 121 121 121 121 120 120 119 119 118 117
43 116 117 117 118 118 118 118 118 118 117 117 116 116
44 113 114 114 115 115 115 115 115 115 115 115 114 114
45 109 110 111 112 112 113 113 113 113 113 112 112 112
46 106 107 108 109 109 110 110 110 110 110 110 110 110
47 103 104 105 106 107 107 107 108 108 108 108 108 108
48 100 101 102 103 104 104 105 105 106 106 106 106 106
49 97 98 99 100 101 102 102 103 103 103 104 104 104
50 94 95 97 98 98 99 100 100 101 101 101 102 102

15.8 SHORING ANALYSIS METHODOLOGIES

Classic shoring analysis methodologies have been summarized here and should be considered
minimum analysis requirements for temporary shoring design. Computer programs and more
advanced soil-structure interaction analyses may be utilized for design, but shall be accompanied
by verified hand calculations showing significant agreement with the classic methodologies
presented herein. The Engineer in Responsible Charge shall be solely responsible for input and
results of computer programs utilized for shoring analysis and design.
Typical temporary shoring applications may not require stability analysis beyond determining the
minimum embedment. The factor of safety against sliding, overturning, and global slope stability
shall be calculated as applicable to the particular temporary shoring system. The minimum factor
of safety for stability, including sliding, overturning, and global slope stability, shall be 1.5. See
Section 15.10.3 for global stability analysis requirements.
The following examples are located in Appendix G of this DCM:
• Example G-09-8 Cantilever Soldier Pile and Lagging Shoring Wall
• Example G-09-9 Sheet Pile Shoring Wall, One Level of Bracing (Free Earth Support
Method)
• Example G-09-10 Sheet Pile Shoring Wall, One Level of Bracing (Fixed Earth Support
Method)
• Example G-09-11 Analysis of a Diaphragm Shoring Wall with Three Levels of Bracing
15.8.1 Continuous Shoring Walls

Continuous shoring walls, such as steel sheet piling and diaphragm walls, are typically analyzed
on a longitudinal per-foot-of-wall (unit) basis for the lateral pressures computed in accordance
with Sections 15.5 and 15.6 of these Criteria. The wall is designed for the unit bending moments
and shears resulting from the lateral pressures acting on the wall. When the shoring wall is
designed to support vertical loads, these loads must be considered in the design as well.
In the case of sheet piling, the structural strength of the wall is provided by sheets themselves.
Wide flange sections installed in deep soil mix, secant, tangent, or slurry walls are the primary
structural elements for these systems. Rebar reinforced slurry walls are designed as a continuous
vertically reinforced concrete wall.
15.8.2 Soldier Pile Shoring Walls

Soldier pile and lagging walls are analyzed in a somewhat different manner than continuous
shoring walls. Soldier pile and lagging walls are not continuous below excavation grade, and the
loading acting on the active and passive sides of the wall for the embedded portion of the wall
must be constructed to reflect the discontinuous nature of the wall. The “effective width” of the
embedded portion of the soldier pile (for both active and passive loading) shall be computed using
the “Arching Capability” values given in Table 10-1 of the Caltrans Trenching and Shoring Manual.
As for continuous walls, lateral pressures utilized to construct the loading diagrams shall be
computed in accordance with Sections 15.5 and 15.6 of these Criteria.

Soldier piles are designed as vertical beams to resist the bending moments and shears resulting
from the lateral loads acting on the piles. Vertical loading (if any) shall be considered in the soldier
pile design.
15.8.3 Analysis of Cantilever Walls

Cantilever shoring walls shall be designed using the “Conventional Methods” of analysis
illustrated in Figures 8-1 (cohesionless soil) and 8-2 (cohesive soil) of the Caltrans Trenching and
Shoring Manual.
Alternatively, cantilever walls may be designed using the “Simplified” method illustrated in
Figure 8-3 of the Caltrans Trenching and Shoring Manual. If this method is used, the computed
embedment depth (referred to as D0 in the above referenced figures) shall be increased by
20 percent to determine the minimum theoretical embedment depth.
“Design Curves” (e.g., Figure 8-4 in the Caltrans Trenching and Shoring Manual shall not be used
for the design of cantilever shoring walls within the Railroad Zone of Influence.
A factor of safety for the cantilever wall embedment shall be provided. When the theoretical
embedment depth is computed based on the “unreduced” passive resistance (factor of safety
equal to 1.0), this theoretical embedment depth shall be increased by a minimum of 40 percent
to determine the design embedment depth (i.e. minimum factor of safety on theoretical
embedment depth of 1.4). This 40 percent increase is provided in addition to the 20 percent
increase required if the “Simplified” method of analysis has been utilized.
Embedment depths computed based on passive resistance that has been divided by a factor of
safety of 2.0 will also be acceptable, provided that the resulting embedment depth is not
significantly less than that computed using the nominal 40 percent increase in embedment depth
discussed above.
Analysis utilizing “unreduced” passive resistance should be applied with caution when the shoring
wall is embedded in stiff to hard clays, because the computed embedment may be unrealistically
short. See Section 15.8.8 for minimum embedment depths.
15.8.4 Analysis of Walls with a Single Level of Bracing

Walls supported by a single level of bracing (or a single tier of tiebacks) may be analyzed using
the Free Earth Support or Fixed Earth Support Method at the shoring designer’s option. Each of
these methods is outlined below.
Free Earth Support Method

This method is based on the assumption that the shoring wall is embedded far enough to assure
stability, but that the available passive resistance is incapable of restraining the shoring wall
sufficiently to induce negative moment in the wall (i.e., there is no reversal of moment below
excavation subgrade). The theoretical embedment required for stability is determined by statics.
The theoretical depth of embedment required is determined by summing moments due to all
pressures acting on the shoring wall about the bracing level. The embedment depth is adjusted

until the sum of the moments about the bracing level is zero. Moments and shears in the shoring
wall and the bracing reaction may be computed after the embedment depth is determined.
Fixed Earth Support Method

This method is based on the assumption that the shoring wall is embedded sufficiently to provide
effective “fixity” at the bottom of the shoring wall (i.e., the deflected shape of the shoring wall is
such that the wall reverses curvature over its embedded length and becomes vertical at its
bottom). Unlike the Free Earth Support Method, moment reversal takes place over the embedded
portion of the shoring wall. In comparison to the Free Earth Support Method, the embedment
computed using the Fixed Earth Support Method would be longer; however, pile moment demand,
pile deflection, and the bracing reaction will typically be reduced.
Hand calculating the required embedment depth for the Fixed Earth Support Method is not a trivial
matter. However, through the use of commonly available structural analysis software, determining
the depth of embedment required to produce the appropriate deflected shape of the shoring wall
(i.e., effective fixity) is just a matter of iterating the depth of embedment. As for the Free Earth
Support Method, moments and shears in the pile, and the bracing reaction may be computed
after the theoretical embedment depth is determined.
Factor of Safety for Shoring Wall Embedment Depth

A factor of safety for the shoring wall embedment depth must be provided when either the Free
Earth Support Method or Fixed Earth Support Method is used. When the theoretical embedment
depth is computed based on the “unreduced” passive resistance (factor of safety equal to 1.0),
this theoretical embedment depth shall be increased by a minimum of 40 percent to determine
the design embedment depth (i.e. minimum factor of safety on theoretical embedment depth of
1.4). (This method should be used with caution when stiff to hard clays provide passive resistance,
because the computed embedment depth may be unrealistically short.)
Embedment depths computed based on passive resistance that has been divided by a factor of
safety of 2.0 will also be acceptable, provided that the resulting embedment depth is not
significantly less than that computed using the nominal 40 percent increase in embedment depth
discussed above.
See Section 15.8.8 for minimum embedment depths.
In Example G-09-12, located in Appendix G of this DCM, illustrates the Free Earth Support
Method and Example G-09-13 illustrates the Fixed Earth Support Method for the same excavation
geometry in the same soil conditions for comparison purposes.

15.8.5 Analysis of Walls with Multiple Levels of Bracing
Embedment Depth
The required depth of penetration for a shoring wall supported by two or more levels of bracing
shall be determined by one of the following methods (see Section 15.8.8 for minimum embedment
depths.):
A. The theoretical embedment may be calculated by balancing moments due to all soil,
hydrostatic, lateral surcharge, and “unreduced” passive pressures (factor of safety equal
to 1.0) acting below the lowest bracing level about the lowest bracing level. The moment
capacity of the shoring wall shall be conservatively neglected in this analysis. The depth
of penetration is adjusted until the sum of the moments equals zero. The computed
theoretical embedment depth shall be increased by a minimum of 40 percent to determine
the design embedment depth. (This method should be used with caution when stiff to hard
clays provide passive resistance, because the computed embedment depth may be
unrealistically short.)
B. The embedment depth may be computed by summing moments as noted above, using
passive resistance values that have been reduced by dividing them by a factor of safety
of 2.0. No increase in embedment is required when this method is used. This method will
be acceptable provided that the resulting embedment depth is not significantly less than
that computed using the nominal 40 percent increase in embedment depth discussed
above.
Analysis of Shoring Wall

Moments and shears in the shoring wall shall be computed using beam analysis, assuming that
the shoring wall is hinged at all bracing levels except the uppermost. Moments may be reduced
to 80 percent of their computed values for design to account for wall continuity over the bracing
locations.
Analysis of the portion of the shoring wall below the lowest bracing level shall be based on statics,
including a consideration of all loads acting on the embedded portion of the shoring wall. A
fictitious support at or below subgrade shall not be assumed for analysis purposes.
No redistribution of loads or reduction in the demand on the shoring wall due to soil arching shall
be assumed.
Determination of Bracing Loads

Bracing loads shall be determined by beam analysis assuming that the shoring wall is hinged at
all the bracing levels except the uppermost.
The load on the lowest bracing level shall be determined by statics, including a consideration of
all loads acting on the embedded portion of the shoring wall. A fictitious support at or below
subgrade shall not be assumed for analysis purposes.

15.8.6 Analysis of Bracing Systems

Unit (per foot) reactions at each bracing level are determined during the analysis of the shoring
wall. For shoring walls with soldier piles (e.g., soldier pile and lagging walls, deep soil mix walls,
and secant walls) point loads from each pile are computed by multiplying the pile spacing by the
unit bracing reactions. Bracing loads for sheet piling may be assumed as a horizontal uniform
load equal to the unit reactions.
Internal (cross-lot) bracing systems consisting of wales and struts shall be designed to resist the
computed bracing loads. Moments, shears and axial loads in the bracing members shall be
computed using standard methods of structural analysis.
Tieback or deadman systems that are used to restrain the shoring walls shall be designed to resist
the computed bracing loads.
No redistribution of loads or reduction in the demand on bracing elements due to soil arching shall
be assumed.
15.8.7 Lagging Analysis

Lagging may be designed for a load equal to 60 percent of the shoring design load (soil and
surcharge pressures) to account for soil arching. The lagging members shall be designed as
horizontal beams spanning between soldier piles.
In cases where soil arching cannot develop, reduced lagging loads shall not be considered.
Tabulated lagging thicknesses (such as those presented in Table 10-2 of the Caltrans Trenching
and Shoring Manual) shall not be utilized.
15.8.8 General Shoring Requirements
Minimum Embedment Depth

Computed embedment depths shall be compared with the following minimum values. In cases
where the computed embedment depth is less than that specified below, the minimum
embedment depth specified below shall be utilized:
A. Cantilever walls: Embedment depth shall not be less than the height of the retained cut.
B. Braced walls less than 20 feet high: Embedment depth shall not be less than 6 feet.
C. Braced walls 20 feet high or more: Embedment depth shall not be less than 8 feet.
Secondary Bracing
Primary elements of the shoring system shall be provided with secondary bracing as required for
stability. The secondary bracing elements shall be designed for an axial load equal to 3 percent
of the axial load in the braced member.

Connections
Connections between the various elements of the shoring system shall be designed for tension
and shear loads equal to at least 10 percent of the design compression load transferred through
the connection. If the actual shear or tension at a connection is larger than this 10 percent value,
then the actual shear or tension load shall be utilized for design.
Stiffeners
Stiffeners shall be provided at shoring member connections when required by the provisions of
Chapter K of the AISC, ASD.
15.8.9 Shoring Deflection and Settlement

All shoring designs within the Railroad Zone of Influence shall include an estimate of shoring
deflection and retained earth settlement. Maximum permissible deflection shall enable the
horizontal and vertical movement of the track to be limited to the requirements of
Section 15.11.2. The amount of settlement that occurs will depend upon the soil type, the size of
the excavation, the construction methods and quality of workmanship, and the design of the
shoring system (including the stiffness of the shoring wall and bracing systems).
Elastic analyses of the shoring system should be performed for the various stages of support
installation and removal in order to estimate lateral shoring deflection, which should then be used
to make settlement estimates.
15.9 MATERIAL PROPERTIES AND ALLOWABLE STRESSES

The following examples are provided in Appendix G of this DCM:
• Example G-09-14 Wide Flange Wale Design
• Example G-09-15 Pipe Strut Design
• Example G-09-16 Shoring Wall Design
• Example G-09-17 Wood Lagging Design
15.9.1 Steel
Steel may be second-hand material, provided that is free from any strength impairing defects.
Structural Steel
Allowable stresses for steel shall conform to the AISC, Steel Construction Manual - Allowable
Stress Design (ASD), thirteenth edition, 2005, with the following additional constraints for struts:
A. Slenderness ratio (L/r) shall not exceed 120.
B. Axial stress shall not exceed 12 ksi.
No overstress shall be permitted.

Structural steel for which mill certificates are not available (unidentified steel) shall be designed
for allowable stresses no greater than those allowed for ASTM A36 steel.
Bolted and welded connections shall be designed in accordance with the provisions of the AISC,
ASD.
Steel Sheet Piling

The maximum allowable flexural stress in sheet piling shall not exceed 65 percent of the yield
strength of the steel.
Prestress Strand or Rod

If prestress strands or rod are used as tieback tendons or as tie rods to a deadman, the allowable
working stress shall not exceed 40 percent of the guaranteed ultimate tensile strength (GUTS).
If the strands or rod are used for purposes other than those specified above, the allowable working
stress shall not exceed 60 percent of GUTS.
The shoring designer shall evaluate the potential effects of corrosion on strands and rods.
Corrosion protection suitable for the installation environment and anticipated service life shall be
provided.
Wire Rope Cable

The allowable working load for wire rope shall be no greater than 25 percent of the rated breaking
strength.
If wire rope connectors with an efficiency less than 100 percent are used, the allowable working
load shall be taken as no greater than 25 percent of the rated breaking strength multiplied by the
efficiency of the connectors.
Wire rope used as a structural element for more than 30 days shall be galvanized.
15.9.2 Concrete
Reinforced and plain (unreinforced) concrete shall be designed using the Strength Design Method
in accordance with ACI 318. No stress increases or load factor reductions shall be allowed.
15.9.3 Wood
All wood shoring elements shall be Douglas Fir, No. 2 or better.
All wood that will remain in place permanently shall be pressure treated for ground contact use.

Allowable stresses shall be as follows:

Compression perpendicular to the grain = 450 psi
Compression parallel to the grain = 480,000/(L/d)2 ≤ 1600 psi, where
L = unbraced length of member
d = lesser cross-sectional dimension of member
(L and d to have consistent units)
Flexural stress = 1700 psi
(reduced to 1,500 psi for members with a nominal depth of 8 inches or less)
Horizontal shear = 140 psi
15.9.4 Other Materials

Allowable stresses for materials other than steel, concrete, and wood will be reviewed by SCRRA
on a case-by-case basis. Typically, industry-accepted allowable stresses or load factors (with no
overstress allowances) will be acceptable.
15.10 SPECIAL CONDITIONS
15.10.1 Sealed Shoring

Under certain conditions, excavation below the groundwater table will require that a sealed
shoring system be utilized. Examples of situations where sealed shoring is needed include, but
are not limited to:
A. Excavations in permeable soils where dewatering is infeasible or where the quantity of
water to be handled and disposed of would be excessive.
B. Locations where the groundwater is contaminated.
C. Locations where dewatering would result in unacceptable settlement of the surrounding
area.
Relatively watertight shoring is most commonly provided using interlocked sheet piling or
diaphragm walls.
Where possible, groundwater flow around the bottom of the shoring wall should be prevented by
extending the wall into an underlying low permeability soil layer (such as a clay layer). If a low
permeability cut off layer is not present, or if it is at such a great depth that penetrating it is not
feasible or cost effective, a tremie concrete or grouted seal slab should be considered for the
base of the excavation.
In cases where a positive bottom seal is not provided, the potential for piping must be evaluated.
See Section 15.10.3.

15.10.2 Dewatering
Dewatering can be an effective means of reducing shoring loading and improving shoring stability
and constructability. In some cases, it may also be required to allow construction of proposed
project elements.
In cases where dewatering is not precluded by other factors (see DPM), SCRRA will consider
allowing dewatering, provided that it won’t cause problematic track settlement. The potential for
problematic track settlement to occur will be a function of the site soil profile and the depth to
which the site needs to be dewatered. Track settlement in excess of that specified in
Section 15.11.2 may be acceptable if it can be shown that differential track settlements resulting
from dewatering will be minimal (i.e., settlements will occur over a broad area). Engineering
calculations demonstrating that excessive differential settlement will not occur will be required.
In cases where the performance of the temporary shoring system depends upon the functionality
of the dewatering system, the dewatering system shall be fail-safe. Elements such as an
uninterrupted power supply, back-up pumps, and failure alarm signals will be required to
guarantee that the dewatering system will never shut down for a period of time that could
compromise the stability of the shored excavation.
Dewatering system design shall be performed by a Civil Engineer registered in the State of
California with previous experience in the design of the specific type of dewatering system being
proposed. Removed water shall not be drained along the tracks, but shall be drained off the
Right-of-Way in accordance with environmental restrictions.
15.10.3 Bottom Stability
Piping
For excavations in pervious materials, the possibility of piping must be evaluated. Piping occurs
when an unbalanced hydrostatic head causes large upward seepage pressures in the soil at and
below the bottom of the excavation. The upward seepage pressure reduces the effective weight
of the soil below the bottom of the excavation. As a result, the ability of the soil to laterally support
the embedded portion of the shoring wall (i.e., passive resistance) is reduced. In the extreme, a
quick condition can develop at the bottom of the excavation and large quantities of soil can be
transported rapidly from outside to inside the excavation, thereby causing large ground
settlements, and possibly even shoring system collapse.
Piping can be controlled by dewatering outside the shoring walls (where allowed) or by making
the shoring walls deeper in order to reduce the upward hydraulic gradient. Alternatively, a tremie
or grouted slab can be used as a bottom seal.
The potential for piping may be evaluated using published procedures (see the Caltrans
Trenching and Shoring Manual). The minimum acceptable factor of safety against piping shall be
1.5. Additionally, a reduction in the available passive resistance due to upward seepage pressures
shall be taken as appropriate.

Bottom Heave
In cases where excavations are made in soft (and sometimes medium) clays the potential for
bottom heave must be evaluated. Bottom heave occurs when the depth of excavation is sufficient
to cause upward movement of material in the bottom of the excavation and corresponding
downward displacement of material surrounding the excavation. Heave can result in excessive
settlement of the ground retained by the shoring system, and distress or failure of the shoring.
The possibility for heave should be evaluated further in cases when the Stability Number (No)
exceeds 4, where:
No = (γH+q)/c, and
γ = unit weight of soil
H = depth of excavation
q = vertical surcharge pressure
c = cohesive strength of soil
When No exceeds 4, the factor of safety against bottom heave should be computed using
procedures outlined in the Caltrans Trenching and Shoring Manual. The minimum acceptable
factor of safety against bottom heave shall be 1.5.
Global Stability
Typical shoring applications may not require global slope stability analyses. The Engineer in
Responsible Charge shall determine if global stability calculations are warranted. However,
SCRRA reserves the right to require global stability calculations at their sole discretion.
If applicable and/or required by SCRRA, temporary shoring systems and sloped excavations shall
be demonstrated to be safe using limit equilibrium analyses with appropriate potential failure
surfaces. Slope stability analyses shall consider the presence of Cooper’s E-80 live loading on
active tracks.
The minimum factor of safety against failure of the whole, or any portion of, shored or sloped cuts
shall be 1.5.
15.10.4 Tiebacks
Tiebacks will be allowed only where necessary and where Right-of-Way limits are sufficient. If
tiebacks are permitted they must be installed using a method in which the drilled holes for the
tiebacks will be stable and open at all times. In some soil types, this will necessitate fully cased
holes beneath active tracks. Tiebacks shall be located a minimum of 5 feet below top of rail.
Tiebacks shall be designed in accordance with the procedures and criteria outlined in the
Post-Tensioning Institute (PTI), Recommendations for Prestressed Rock and Soil Anchors, with
the exception that the allowable stresses for the tieback tendons shall be limited to those values
specified in Section 15.11 of these Criteria. A minimum factor of safety of 2.0 shall be used.

All tiebacks shall be load tested. Procedures and acceptance criteria for performance and proof
testing shall conform to those given in the Post-Tensioning Institute (PTI), Recommendations for
Prestressed Rock and Soil Anchors. The first 3 tiebacks installed and a minimum of 10 percent
of the remaining tiebacks shall be performance tested. All remaining anchors shall be proof tested.
When tiebacks are bonded in fine-grained soils, creep testing shall be done in lieu of performance
testing. Creep testing procedures and acceptance criteria shall conform to those given for
temporary anchors in the Post-Tensioning Institute (PTI), Recommendations for Prestressed
Rock and Soil Anchors.
In addition to the PTI Recommendations for Prestressed Rock and Soil Anchors, the designer
may also reference FHWA Geotechnical Engineering Circular No. 4, Ground Anchors and
Anchored Systems, FHWA-IF-99-015.
Tiebacks shall be locked-off at a minimum of 75 percent and a maximum of 100 percent of their
design load.
15.10.5 Deadmen
Under the appropriate conditions SCRRA may allow temporary shoring walls to be supported
using deadmen located on the opposite side of the tracks from the shored excavation. The
proposed location(s) for deadman anchorage will require review and acceptance by SCRRA and
any Third-Party property owners as appropriate. Tie rods to deadmen shall be a minimum of 5 feet
below top of rail.
Deadman anchorage may be provided by soldier piles, sheet piling, or concrete blocks or walls.
Deadman anchors shall be designed in accordance with the procedures outlined in the Caltrans
Trenching and Shoring Manual.
Deadman anchors shall be designed to provide a minimum factor of safety of 2.0 against failure.
In order to minimize the deflection of the shoring, deadman anchors shall be prestressed to
remove the slack in the system and to mobilize the passive resistance. A portion of the final design
load shall be locked off.
Tie rods that pass under the tracks must be electrically isolated from the track. Details of proposed
system of electrical isolation shall be submitted for review.
15.11 TRACK MONITORING
15.11.1 Purpose
SCRRA requires monitoring of the excavation, temporary shoring system and adjacent track(s)
throughout the duration of shoring installation, excavation, construction, removal and backfill. The
monitoring procedures specified below are intended to confirm that shoring systems are
performing in a satisfactory manner and to identify locations of excessive ground movement so
that they can be controlled and corrected in a timely manner.

15.11.2 Limitation on Track Movement

SCRRA requires that track settlement or track heave associated with all aspects of shoring and
excavation shall not exceed ½ inch vertical change. Track movement shall not exceed ½ inch
horizontal change due to temporary shoring and excavation. Track resurfacing or other remedial
measures may be required if these limits are exceeded.
15.11.3 Minimum Monitoring Requirements

The excavation and temporary shoring system shall be visually inspected at least daily by
qualified Contractor personnel to check for obvious movements or changes that were unplanned
or that may be detrimental to railroad operations or safety. Visual monitoring should be performed
more often during the performance of critical activities, such as excavation or foundation
installation immediately adjacent to shoring or after moderate to severe rain events.
SCRRA requires that tracks adjacent to excavations within the Railroad Zone of Influence be
monitored for movement and settlement. At a minimum, track monitoring shall consist of the
following:
A. Survey points shall be established along all tracks for which the excavation is within the
Railroad Zone of Influence. The maximum spacing and minimum extent of these points
shall be as shown on Figure 15-4. A minimum of three (3) control points shall be
established in areas that will not be subject to possible disturbance due to construction
activities or railroad operations.
B. The surveying method utilized for track monitoring shall be accurate to ±1/8 inch and shall
comply with the railroad surveying requirements in this Design Criteria Manual.
C. The horizontal coordinates and elevation of both rails shall be measured at each survey
point location in accordance with the following schedule:
1. A baseline reading of coordinates and elevations shall be taken prior to installation of
any elements of the shoring system. In cases where track maintenance activities are
performed to correct movements, a new baseline shall be established and its
relationship to the previous baseline documented.
2. Readings shall be taken twice weekly from the time at which shoring installation
commences until shoring removal is completed. Supplemental readings may be
required if excessive or unanticipated settlements are recorded.
3. Readings shall be taken daily when shoring elements are driven on or adjacent to
SCRRA right-of-way.
4. Readings shall continue on a once weekly basis for a minimum of four weeks after
shoring removal has been completed.
The monitoring requirements outlined above may be relaxed or waived on a project-specific basis
at the sole discretion of SCRRA.

FIGURE 15-4. MINIMUM MONITORING REQUIREMENTS
15.11.4 Supplemental Monitoring

Supplemental monitoring may be required by SCRRA. Typically, supplemental monitoring will be
required when any vertical change of ¼ inch or greater is measured by survey readings of static
track elevation. Supplemental monitoring consists of the following:
A. More frequent survey measurements of static top of rail elevations and coordinates.
B. Measurement of rail movements and cross-slope under load.
Figure 15-5 depicts a method of measuring rail movements under load. Loaded rail movement
measurements may be performed as follows:
A. At each survey point, place a 20d nail vertically into the ballast crib between ties with the
head end directly under the base of each rail, taking care to place the nail head in direct
contact with the rail.
B. Allow a typical commuter or freight train to pass through the location at normal speed.
C. Return to each survey point and measure and record the distance from the base of each
rail down to the top of the nail head using a tape or gauge to the nearest 1/8 inch.
Survey readings and reduced survey data shall be provided to SCRRA immediately following
each survey. Survey data and comparison to previous and baseline data should be provided on
a form similar to that shown in Figure 15-6. SCRRA shall be specifically notified of any change in
elevation of ¼ inch or greater. It is likely that SCRRA will require supplemental monitoring in the
case of vertical movements in excess of ¼ inch.

Provide SCRRA with survey readings, reduced survey data, loaded measurements, and reduced
loaded measurement data immediately following the survey. Loaded measurement data and
comparison to previous and baseline data should be provided on a form similar to that shown in
Figure 15-7.
FIGURE 15-5. METHOD OF LOADED MEASUREMENT

Point No. Station Surveyed Static T/Rail Elevations Static T/Rail Change from Previous Static T/Rail Change from Baseline
EL ER Eavg ΔEL ΔER ΔEavg ΔELi ΔERi ΔEavgi
1 100+00
2 100+50
3 101+00
. .
. .
. .
n
FIGURE 15-6. REPORTING STATIC TOP OF RAIL SURVEY RESULTS
Measured Loaded Movements Loaded Change from Previous Loaded Change from Baseline
Point No. Station Total Cross-Slope Total Cross-Slope Total Cross-Slope
δL δR δavg δCS = |δL - δR| ΔδL ΔδR Δδavg ΔδCS = |ΔδL - ΔδR| ΔδLi ΔδRi Δδavgi ΔδCSi = |ΔδLi - ΔδRi|
1 100+00
2 100+50
3 101+00
. .
. .
. .
n
FIGURE 15-7. REPORTING LOADED MEASUREMENT RESULTS

15.11.5 Special Monitoring

SCRRA reserves the right to require that special monitoring be done for large, atypical, or
long-lived shoring projects. Special monitoring may include the use of inclinometers, piezometers,
tiltmeters, or other types of monitoring instrumentation. SCRRA will address this issue on a
project-specific basis.
15.11.6 Access and Flagging

Access and flagging for establishing and reading survey points and monitoring instrumentation
shall be coordinated with SCRRA.
15.12 SHORING SUBMITTAL REQUIREMENTS
15.12.1 General
All drawings and calculations for temporary shoring shall be prepared, sealed and signed by a
Professional Engineer (civil or structural) currently licensed in the State of California who has
previous experience in the design of temporary shoring systems of the type being submitted
(preferably 10 years). Preferably, temporary shoring systems will be designed by a team
composed of a railroad civil engineer who is experienced, knowledgeable and competent in
design, construction, operations and maintenance parameters for commuter/passenger and
freight railroad systems, and a licensed civil or structural engineer who is experienced,
knowledgeable and competent in the design and construction of shored excavations adjacent to
railroad tracks.
The designer will be responsible for the accuracy of all controlling dimensions as well as the
selection of soil design values that accurately reflect the actual field conditions. No shoring
installation or excavation within the Railroad Zone of Influence will be allowed until the drawings
and calculations are reviewed and accepted by SCRRA.
All submittals, design calculations, specifications and drawings shall be prepared in accordance
with a QA/QC process. The QA/QC process may follow the established program of SCRRA,
Public Agency, Engineer in Responsible Charge firm, or Contractor. At a minimum, the QA/QC
process must consist of an independent check of design calculations and an independent QC
review of the drawings and specifications prior to submittal to SCRRA by qualified individuals.
Documentation of the QA/QC process, including names and contact information of independent
reviewers, shall be made available to SCRRA at their request.
A minimum of 30 calendar days should be allowed for SCRRA’s review, provided that all required
submittal materials are included and properly identified.
15.12.2 Drawings
The shoring drawings must be complete and shall accurately describe the nature of the work.
Drawings shall be to-scale.
At a minimum the shoring drawings shall include the following:
A. Plan view that includes the following information and meets the following criteria:
1. Railroad stationing and milepost (SCRRA will assist in providing this information)
2. North arrow
3. All pertinent topographic information

4. All Operating System elements and facilities

5. All overhead and underground utilities
6. All of the proposed excavations and distances from centerline of the track(s) to the
face of the excavation and temporary shoring at relevant locations
7. Proposed types and locations of equipment used to install the temporary shoring
8. The drawing shall be in U.S. units with a scale no less than 1”=10’. Acceptable scales
include 1”=10’, 1/8”=1’-0”, and 1/4”=1’-0”.
B. Section view normal to the track(s) showing the temporary shoring system relative to the
centerline of the track(s). The section shall show elevations of the track(s), the existing
ground surface, excavation lines at each stage as applicable, and bracing elements.
Protective dividers, fences, handrail and walkway shall be shown as applicable. Minimum
horizontal clearances from centerline of track to nearest obstruction at top of rail elevation
and above shall be provided. The section shall also show shoring wall embedment depth
and approximate groundwater depth.
C. Arrangement and sizes of shoring elements and details of all connections.
D. Specifications for materials and requirements for shoring fabrication and installation.
E. Construction sequence(s) detailing all steps in the shoring installation, excavation, and
shoring removal. Include and highlight those items requiring Work Windows.
F. Track monitoring requirements (types, locations, reading schedule, etc.). See Section
15.11 for requirements.
15.12.3 Design Calculations

Design calculations shall be provided for all elements of the shoring system.
The calculations shall consider each stage of excavation and support removal.
The calculations shall include estimates of shoring deflection, demonstrating that the proposed
system will not cause excessive settlement of the tracks. See Section 15.11.2 for settlement
limitations.
A summary of the soil parameters used in the design shall be included in the calculations, and
the source reference for these parameters shall be identified and provided. Include a copy of the
geotechnical report if available.
Input and output from computer programs used for analysis and design of temporary shoring shall
be accompanied by hand calculations verifying the input and results. In cases where the analysis
methods used by the program are not shown in the output, appropriate documentation of the
program’s calculations shall be provided.
15.12.4 Design Checklist

The shoring designer shall complete, seal and sign a copy of the Submittal Checklist included in
Appendix E-9. The completed checklist shall accompany the shoring submittal.
15.12.5 Other Information

In the event that all or part of the proposed shoring system consists of commercially available,
prefabricated elements (e.g., a trench shield), the shoring submittal shall include complete design
data for these elements, including data to show that the system is compatible with the
geotechnical characteristics at the site and provides capacity to handle all anticipated loads.

15.12.6 Site Specific Work Plan (SSWP)

The construction of all shoring and excavation work within the Basic Safety Envelope will require
the Contractor to submit a Site Specific Work Plan (SSWP).
A. All work with the potential to impede the normal functioning of any part of the Operating
System shall include a detailed SSWP’s showing schedule of events, indicating the
expected hourly progress of each activity that has duration of one hour or longer. The
schedule shall include a time at which each activity planned under the SSWP and the
requested Work Window will be completed, and the total duration of all the construction
activities shall be less than the approved Work Window. Failure of the Contractor to
complete the scheduled activities by the planned time or to put in place an approved
contingency plan may adversely affect the operations of scheduled trains.
B. The SSWP shall include at minimum the information specified below.
1. The SSWP shall include scope, brief schedule, location, equipment, material and
staging, schedule, haul routes, safety plan, contingency plan, worksite representative,
emergency response plan, excavation plan, boring and jacking plan, drilling and pile
driving plan, falsework plan, and temporary traffic control plan.
2. All activities necessary to perform construction activities within the Operating
Envelope, including use of stations, tracks, signals, proposed storage areas and any
other railroad facility.
3. A description of any proposed changes in the Operating System between start and
finish of the work, including any requested Work Windows.
4. A schedule of the work, showing each activity and where and how it affects normal
operation of the Operating System. This schedule shall integrate and allow for the
necessary work of the Signal and Communication forces. Each activity in the plan shall
include all labor, materials, and equipment required to complete the activity within
SCRRA allotted time period. The Contractor shall identify on the schedule all SCRRA
furnished labor, equipment and materials.
5. The Contractor shall have SCRRA approved contingency plans for putting the
Operating System back in operation in case of an emergency, or in case the Contractor
fails to perform and complete the work on time. The contingency plans shall address
the various stages of activities necessary to restore the System.
6. List all of the approved proposed work plans to be performed under the SSWP, and
provide the name(s) and number(s) of the Contractor’s supervisor(s) in charge of the
SSWP tasks.
7. Plans showing all the existing underground and overhead utilities, including SCRRA’s
signal and communications cables when the excavation, boring and jacking, and
drilling & pile driving work is within twenty feet of railroad tracks. The plans will show
the actual locations of utilities based on potholing operation.
C. The SSWPs must be of sufficient detail, clarity, and organization to permit easy review
and approval by SCRRA before the proposed work is performed. The SSWP shall be
submitted and approved prior to starting work. The Contractor shall anticipate obtaining
approvals from SCRRA as follows:
1. At least 14 calendar days prior to start of the work within the Operating Envelope for
work other than signal or third-party activity.
2. At least 30 calendar days prior to the start of work for work involving signal or third-
party installation.

D. SCRRA may request explanations and changes to the SSWP to conform the SSWP to the
requirements of the Contract Documents. If the SSWP is not acceptable, the Contractor
shall revise the SSWP to make it acceptable. The Contractor is responsible for submitting
a revised SSWP that can be reviewed and approved by SCRRA at least seven days in
advance of any work that affects the Operating System.
E. The Contractor will be informed if the SSWP is acceptable not less than seven calendar
days prior to the scheduled start of work within the Operating Envelope. Once the plan is
accepted, the Contractor shall assemble the resources necessary to perform the work
represented by the SSWP, so that necessary resources are available one calendar day
before the work is to be accomplished, thereby demonstrating to SCRRA the readiness of
the Contractor to perform the work. At this time, SCRRA will make a final decision as to
whether or not the Work is to proceed as planned or be canceled.
15.12.7 Construction Verification

The temporary shoring Engineer in Responsible Charge (or his/her authorized designee) shall
inspect the as-built shoring system to verify that the system is constructed in accordance with the
shoring plans that have been reviewed and accepted by SCRRA. The Engineer in Responsible
Charge shall prepare a letter that shall be submitted to SCRRA confirming that the shoring system
has been inspected and verified. Any field changes shall be listed in the letter and the effect of
those changes shall be evaluated by the Engineer in Responsible Charge. Any deficiencies noted
by the Engineer in Responsible Charge shall be corrected by the Contractor. Deficiencies and
corrections shall be noted in the letter with verification of adequate correction by the Engineer in
Responsible Charge.
The number of site visits and the stage or stages of construction at which they shall be performed
will be specified by SCRRA as a condition of acceptance of the temporary shoring design. The
intent will be to have the temporary shoring installation verified by the Engineer in Responsible
Charge at critical construction stages.


16.0 PROTOTYPICAL LAYOVER AND MAINTENANCE FACILITY

16.1 SCOPE
The following functional areas represent a detailed description of specific design issues for each
space in a typical Layover and Servicing Facility. Each of the functional areas contains information
regarding the function of the space, critical clearances and/or dimensions, major equipment,
furnishings, and typical design features related to the facility, if applicable. The size of the
prototypical layover or maintenance facility will be determined based on accommodation of
programmatic requirements listed below.
The Layover and Maintenance Facility will be storing, servicing, maintaining, and operating
Diesel-electric Locomotives and Passenger Coach and Cab Vehicles.
For all facility types, if the site has been identified as vulnerable to flooding, the site shall be
graded, and/or the facility elevated to remove it from flood exposure. As applicable, further
modelling work shall be carried out to identify overland flow paths.

See Appendix D and Chapters 17 and 18 for discipline specific information.
16.3 SCRRA PROTOTYPICAL FACILITY WORKSPACE REQUIREMENTS

SCRRA Oversight department is responsible for facility maintenance and supervision. Office
spaces shall be furnished according to DCM Appendix D space needs programmatic
requirements and owner furniture standards, but not limited to sit/stand workstations, file cabinets,
tables, and chairs in order to provide optimal work conditions for administrative staff.
16.3.1 Director
Provide a private office for completing work tasks and holding small meetings. Locate adjacent to
Manager and Administrative Assistant, with access to Copy/Workroom/Supplies. Provide 9’-0”
vertical clearance (minimum). Typical design features shall include natural daylighting.
16.3.2 Manager
Provide a private office for completing work tasks and holding one-on-one meetings. Locate
adjacent to Director and Administrative Assistant, with access to Copy/Workroom/Supplies.
Provide 9’-0” vertical clearance (minimum). Typical design features shall include natural
daylighting.
16.3.3 Assistant Manager

adjacent to Manager and Administrative Assistant, with access to Copy/Workroom/Supplies.

daylighting.
16.3.4 Supervisor
adjacent to Assistant Manager and Administrative Assistant, with access to
Copy/Workroom/Supplies. Provide 9’-0” vertical clearance (minimum). Typical design features
shall include natural daylighting.
16.3.5 Administrative Assistant

Provide an open office workstation for completing work tasks. Locate adjacent to Director,
Manager, Assistant Manager, and Supervisor, with access to Copy/Workroom/Supplies. Provide
9’-0” vertical clearance (minimum). Typical design features shall include natural daylighting.
16.3.6 Kitchenette
Provide a dedicated alcove or room used for staff to eat, prepare, and store food. Locate centrally
within SCRRA Oversight area with access to all office and support areas for SCRRA Oversight.
daylighting and address applicable Health Department requirements. Major
equipment/furnishings include (but are not limited to) the following:
• Counter space
• Upper and lower cabinets
• Sink with water filter
• Microwave
• Refrigerator
• Coffee maker
• Vending (optional)
• Trash/recycling/compost bins
16.3.7 Copy/Workroom/Supplies
Provide a dedicated alcove or room for copier/printer/scanner/fax machine, storage for office
supplies, and work surface. Location shall have access to SCRRA Oversight Office Area. Provide
9’-0” vertical clearance (minimum). Typical design features shall include natural daylighting. Major
• Copier/printer/scanner/fax machine
• Work surface with cabinets below and above
• Office supply storage
• Filing cabinets

16.3.8 Conference Room

Provide a room for personnel to meet. Location shall be accessible by all departments in the
building. Provide 9’-0” vertical clearance (minimum). Typical design features shall include natural
daylighting. Owner furniture standards include (but are not limited to) the following:
• Table (with USB and electrical outlet ports. Evaluate based on current technology)
• Chairs
• White board and/or television
• Computer with ability to connect to a projector or the television. Evaluate based on current
technology.
16.3.9 Secure File Storage

Provide a secure room for storing files, records, and other documents. Location shall be
accessible from SCRRA Oversight Office Area. Provide 9’-0” vertical clearance (minimum).
Humidity levels need to be consistent. Major equipment/furnishings include (but are not limited
to) the following:
• File Cabinets
• Flat File Cabinets
16.3.10 Custodial Room

Provide an enclosed area for janitorial supplies and mop sink. Locate adjacent to Restrooms.
Provide 9’-0” vertical clearance (minimum). Major equipment/furnishings include (but are not
limited to) the following:
• Mop Sink
• Metal Shelving
• Mobile Cart
• Mop Holder
16.3.11 Men’s Restroom

The above support space to be provided and addressed per applicable codes for each facilities
(Oversight, Train Operations, Equipment Maintenance, Material Handling and Service Areas.)
16.3.12 Women’s Restroom

(Oversight, Train Operations, Equipment Maintenance, Material Handling and Service Areas.
16.3.13 Unisex Restroom


16.4 FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF

Train Operations department is responsible for dispatch of fleet vehicles. Additionally, this
department provides vehicle operational training/instruction for personnel. Office spaces shall be
furnished according to owner furniture standards (but not limited to) sit/stand workstations, file
cabinets, tables, and chairs in order to provide optimal work conditions for operations staff.
16.4.1 Manager

daylighting.
16.4.3 Supervisor

16.4.5 Conductor and Train Engineer

Provide an open office workstation for completing work tasks. Locate adjacent to Supervisor, with
access to Copy/Workroom/Supplies. Provide 9’-0” vertical clearance (minimum). Typical design
features shall include natural daylighting.
16.4.6 Conductor and Train Engineer Lockers

Provide an alcove for the Conductors and Train Engineers to store personal gear and clothing in
half-height lockers. Provide co-ed locker area with private changing areas in respective
restrooms. Locate adjacent to Men’s and Women’s Restrooms and connect to Driver’s Room.
• Heavy duty, two-tier, 3-foot, well-ventilated, slant-top, half-height lockers; one each per
Conductor and Train Engineer assigned to the facility

16.4.7 Drivers’ Room

Provide an area for Conductors and Train Engineers to gather, take breaks, and relax between
shifts. Locate adjacent to Dispatch, TV Room, Quiet Room, Restrooms, Conductor and Train
Engineer Lockers, and Mailboxes and connect to Train Engineer Break Room. Provide 9’-0”
vertical clearance (minimum). Typical design features shall include natural daylighting. Major
• Computer workstations
• Tables and chairs. No tables with chairs attached
• Message and information television and/or bulletin boards
• End tables
• Comfortable chairs
• Recreation equipment
• Mailboxes
16.4.8 TV Room
Provide an enclosed room for Conductors and Train Engineers to watch television between,
before, and after shifts. Locate adjacent to Drivers’ Room. Provide 9’-0” vertical clearance
(minimum). Typical design features shall include darker painted walls and no exterior windows.
Major equipment/furnishings include (but are not limited to) the following:
• Television
• Chairs
• End tables
16.4.9 Quiet Room A and B

Provide an enclosed room for Conductors and Train Engineers to relax between, before, and after
shifts. Locate adjacent to Drivers’ Room. Provide 9’-0” vertical clearance (minimum). Typical
design features shall include darker painted walls and no exterior windows. Major
• Chairs
• Side tables
• Bookcase

16.4.10 Uniform Locker

Provide an alcove area for vendors to drop off clean and pick up dirty uniforms with co-ed
locker/changing area in respective restrooms. Locate adjacent to an exterior door for vendor pick
up/drop off with accessibility from Men’s and Women’s Restroom and Locker Areas. Provide 9’-0”
vertical clearance (minimum). Major equipment/furnishings include (but are not limited to) the
following:
• Vender provided well-ventilated uniform lockers, bin for dirty uniforms
16.4.11 Dispatch
Provide open office workstation to complete work tasks located in secured part of the facility with
limited access. Locate adjacent to Drivers’ Room, Restrooms, and Data/Comm. Room. Provide
Owner furniture standards include (but are not limited to) the following:
• Sit/stand Workstation
• File Cabinets
• Task chair
16.4.12 Radio Storage

Provide secure area to store radio equipment. Locate adjacent to Dispatch. Provide 9’-0” vertical
clearance (minimum). Major equipment/furnishings include (but are not limited to) the following:
• Shelving
• Racking
16.4.13 Dispatch Storage

Provide secure area to store materials. Locate adjacent to Dispatch. Provide 9’-0” vertical
clearance (minimum). Major equipment/furnishings include (but are not limited to) the following:
• Shelving
• Racking
16.4.14 Lobby
Provide central entry area with open space to accommodate visitors (internal or external).
Location shall be accessible from Train Engineer Areas. Provide 9’-0” vertical clearance
(minimum). Typical design features shall include natural daylighting. Major equipment/furnishings
include (but are not limited to) the following:
• Chairs
• Side tables

Provide dedicated alcove or room for copier/printer/scanner/fax machine, storage for office
supplies, and work surface. Location shall have access to Train Engineer Office Area. Provide
9’-0” vertical clearance (minimum). Major equipment/furnishings include (but are not limited to)
the following:
• Filing cabinets
16.4.16 Conference Room

Provide room for up to a ten-person meeting. Location shall be accessible from all departments
in the building. Provide 9’-0” vertical clearance (minimum). Typical design features shall include
natural daylighting. Owner furniture standards include (but are not limited to) the following:
• Table
• Chairs
16.4.17 Large Conference Room

Provide room for up to a 20-person meeting. Location shall be accessible from all departments in
the building. Provide 9’-0” vertical clearance (minimum). Typical design features shall include
• Table (with USB and electrical outlet ports. Evaluate based on current technology)
• Chairs
• Computer with ability to connect to a projector or the television. Evaluate based on current
technology.
16.4.18 Break Room

Provide enclosed room used as a break area for staff. Shall be centrally located, adjacent to the
Drivers’ Room, with access to all office areas, support areas, and restrooms. Provide 9’-0” vertical
clearance (minimum). Typical design features shall include natural daylighting. Major
• Counter space
• Sink
• Microwaves
• Refrigerators

• Coffee makers
• Ice maker
• Water filter
• Vending machines
• Water coolers
• Tables, Hard-surface chairs (with USB and electrical outlet ports. Evaluate based on
current technology)
16.4.19 Training Room A and B

Provide large room for staff to participate in training activities. Training Rooms shall have a
dividable wall between each of them. These spaces will also be available as a Conference Room,
but training will be the primary function. Locate adjacent to Train Engineer Office Area with
accessibility to all departments in the building. Provide 9’-0” vertical clearance (minimum). Typical
design features shall include natural daylighting. Major equipment/furnishings include (but are not
• Tables (with USB and electrical outlet ports. Evaluate based on current technology)
• Chairs
• Whiteboard and/or Television
• Overhead projector
16.4.20 Chair/Table Storage

Provide enclosed space to store chair and tables used for training, and activities. Location shall
be accessible from inside Train Engineer Training Rooms A and B. Provide 9’-0” vertical
clearance (minimum).
16.4.21 Training Supply/Storage Room

Provide secure area to store supplies and materials. Location shall be accessible from inside
Train Engineer Training Rooms A and B. Provide 9’-0” vertical clearance (minimum). Major
• Cabinets
• Shelving

16.4.22 Wellness Room

Provide dedicated room for privacy to take care or personal matters and storage of first aid
supplies. Location shall be accessible from all departments in the facility. Provide 9’-0” vertical
clearance (minimum). Typical design features include a lockable door with occupied sign and no
windows. Major equipment/furnishings include (but are not limited to) the following:
• Sink
• Countertop and cabinets
• Small personal lockers
• Side table
• Refrigerator
• Chairs
16.4.23 Drug Test Room

Provide dedicated room for privately collecting screening samples from staff. Location shall be
accessible from all departments in the facility. Provide 9’-0” vertical clearance (minimum). Typical
design features include connecting to a single toilet and no windows. Major equipment/furnishings
• Sink
• Countertop and cabinets
• Refrigerator
• Chairs

Provide enclosed area for janitorial supplies and mop sink. Locate adjacent to Restrooms. Provide
the following:
• Mop Sink
• Metal Shelving
• Mobile Cart
• Mop Holder

16.4.25 Fitness Room

Provide enclosed area for employees to exercise. Location shall be accessible from the Drivers’
Room, Lockers, and Restrooms and Showers and all departments in the facility. Provide 9’-0”
vertical clearance (minimum). Typical design features include natural daylighting, acoustically
separated from surrounding spaces, and athletic rubber floor tiles with base (recommended).
• Miscellaneous fitness equipment determined by the owner
• Televisions
• Bulletin boards

Provide secure room for storing files, records, and other documents. Location shall be accessible
from Train Engineer Office Area. Provide 9’-0” vertical clearance (minimum). Keep consistent
humidity levels. Major equipment/furnishings include (but are not limited to) the following:
• File Cabinets
16.4.27 Lost and Found

Provide secure area to temporarily store miscellaneous items found throughout the rail lines and
on trains. Location shall be adjacent to Lobby and accessible from exterior door. Provide 9’-0”
vertical clearance (minimum). Keep consistent humidity levels. Major equipment/furnishings
• Shelving
• Racking

The above support space to be provided and addressed per applicable codes.


16.5 FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF

Equipment Maintenance department is responsible for light and heavy-duty maintenance and
repairs to train and locomotive components. Office spaces shall be furnished according to owner
furniture standards (but not limited to) sit/stand workstations, file cabinets, tables, and chairs in
order to provide optimal working conditions for equipment maintenance staff.

16.5.1 Director
Provide private office for completing work tasks and holding small meetings. Locate adjacent to
Manager and Administrative Assistant with access to Copy/Workroom/Supplies. Provide 9’-0”
16.5.2 Manager
daylighting.

daylighting.
16.5.4 Supervisor
adjacent to Shop Areas and Positions with views of the equipment maintenance floor, with access
to Copy/Workroom/Supplies. Provide 9’-0” vertical clearance (minimum). Typical design features

Provide a dedicated alcove or room for copier/printer/scanner/fax machine, storage for office
supplies, and work surface. Location shall have access to Equipment Maintenance Office Areas.
• Filing cabinets
16.5.7 Manuals Library

Provide enclosed area for storage and reference of vehicle maintenance reference manuals and
materials used by Car Mechanics and Locomotive Mechanics. Locate adjacent to Shop and
Positions with views of the equipment maintenance floor and accessible from Supervisor Office
and Equipment Maintenance Office Area. Provide 9’-0” vertical clearance (minimum). Typical

design features shall include natural daylighting. Owner furniture standards include (but are not
• Workstations
• Bookshelves
• Chairs
16.5.8 Break Room w/ Kitchenette

Provide enclosed room used as a break area for staff. Location shall be centrally located with
access to all office areas, shop areas, repair positions, and restrooms. Provide 9’-0” vertical
clearance (minimum). Typical design features shall include natural daylighting. Major
• Counter space
• Sink
• Microwaves
• Refrigerators
• Coffee maker
• Ice maker
• Water filter
• Vending machines
• Water cooler
• Tables and hard-surface chairs
16.5.9 Training Room – Equipment Maintenance

Provide large room for staff to participate in training activities. This space will also be available as
a Conference Room, but training will be the primary function. Locate adjacent Equipment
Maintenance Office Area with accessibility to all departments in the building. Provide 9’-0” vertical
clearance (minimum). Typical design features shall include natural daylighting. Owner furniture
standards include (but are not limited to) the following:
• Tables (with USB and electrical outlet ports. Evaluate based on current technology)
• Chairs
• Whiteboard and/or Television
• Overhead projector

16.5.10 Training Supply/Storage Room

Provide secure area to store supplies and materials. Location shall be accessible from inside
Training Room - Equipment Maintenance. Provide 9’-0” vertical clearance (minimum). Major
• Cabinets
• Shelving
16.5.11 Chair/Table Storage

Provide enclosed space to store chair and tables used for training, and activities. Location shall
be accessible from inside Training Room - Equipment Maintenance. Provide 9’-0” vertical
clearance (minimum).
16.5.12 Conference Room – Equipment Maintenance

Provide room for up to a 10-person meeting. Location shall be accessible from all departments in
the building. Provide 9’-0” vertical clearance (minimum). Typical design features shall include
• Table
• Easy to clean vinyl cover chairs. No cloth
• White board and/or television.
16.5.13 Uniform Locker

Provide an alcove area for vendors to drop off clean and pick up dirty uniforms with co-ed
locker/changing area in respective restrooms. Locate adjacent to an exterior door for vendor pick
up/drop off with accessibility from Men’s and Women’s Restroom and Locker Areas. Provide 9’-0”
following:
• Vender provided well-ventilated uniform lockers, bin for dirty uniforms

the following:
• Mop Sink
• Metal Shelving
• Mobile Cart
• Mop Holder


Provide secure room for storing files, records, and other documents. Location shall be accessible
from Equipment Maintenance Office Area. Provide 9’-0” vertical clearance (minimum). Keep
consistent humidity levels. Major equipment/furnishings include (but are not limited to) the
following:
• File Cabinets
16.5.16 Equipment Maintenance Lockers

Provide a locker area for each male and female Equipment Maintenance employees. Locate
within Equipment Maintenance Men’s and Women’s Restrooms with accessibility by Shop Areas
and Positions. Provide 9’-0” vertical clearance (minimum). Major equipment/furnishings include
(but are not limited to) the following:
• 6-foot high gear, well-ventilated lockers with built-in bench
• Lockers must be ADA compliant and have mirrors
• Lockers must have slanted tops
• Lockers must be a minimum of 18” x 18” with 72” of clearance



16.5.20 Car (Heavy) Position

Provide position to perform heavy duty repair maintenance of passenger cars, such as replacing
trucks, HVAC units, and under vehicle components of passenger cars with a gauge pit and roof
top component repair and replacement with an Upper Level Work Platform (ULWP) as well as
windows and components on the side of the cars with a midlevel platform. Locate adjacent to A/C
Shop/Storage and Truck Shop/Storage with access to Common Work Area, Material Handling
Storage, Portable Equipment Storage, and Equipment Maintenance Office Area with accessibility
from Supervisor Office with view. Critical clearances and dimensions are as follows:
• 24’-0” vertical clearance to structure and fixtures (minimum)
• 25’-0” wide x 85’-0” long
• Gauge Pit: 85’-0” long (length of vehicle) x between track x 5’-6” deep (minimum)

• Midlevel Platform: 85’-0” long (length of vehicle) x 10’-0” wide on both sides of vehicle
(minimum). Final height placement per car specifications
• ULWP: 85’-0” long (length of vehicle) x 10’-0” wide on both sides of vehicle (minimum).
Final height placement per car specifications
• All level dimensions to be designed per latest car information during final design
• Portable Car Jacks
• Shore Power
• Overhead Bridge Crane
• Overhead fall protection lines
• Turntables
• Truck Hoists
• Platforms for upper level and midlevel access
• New and Used Fluid systems as required
• Compressed air:
o 2” compressed air piping loop (minimum)
o Compressed air drops with shut-off valve, union, separator, regulator with gauge,
lubricator, filter, and quick disconnects, 4’-0” AFF
o Provide disconnect for 3/8” and 1/2 “ impact tools at locations to be determined during
final design
o Provide in Pit and ULWP
o As required by equipment. NOX monitor/alarm
Typical design features include:

• Natural Daylighting
• Forklift access, requiring a thickened slab
• Gauge pit open full length of car
• One car position
• Floor: soil, grease, water, slip resistant concrete with integral non-metallic light reflective
hardener, and chemical bonded concrete sealer
• Walls: soil and grease resistant, light colored finished concrete or masonry
• Ceiling: painted exposed structure, ductwork, conduit and utilities with light color finishes

• Overhead doors to be sectional, galvanized steel, insulated, 16’-0” wide by 20’-0” tall with
view panels, automatic operator, interior and exterior push button controls
• Personnel door with view panel to meet applicable code exit requirements
FIGURE 16-1. ULWA PLATFORM ALLOWS ACCESS TO REMOVE WINDOWS AND

PERFORM ROOF WORK SUCH AS AC UNIT MAINTENANCE
16.5.21 Locomotive Position/Drop Table

Provide position to perform heavy duty repair maintenance of locomotive cars, such as replacing
components, rebuilding components, and under vehicle components of locomotive cars with a
gauge pit, Lower Level Work Area (LLWA) to replace components on the lower portion of the
cars, midlevel platform to repair and replace major interior locomotive components, and Upper
Level Work Platform (ULWP) to replace locomotive roof components.

FIGURE 16-2. FIXED FOUR LEVEL WORK AREA ALLOWS COMPLETE LOCOMOTIVE
SERVICE IN A SINGLE POSITION
A drop table is the preferred means of removing and transferring truck set to side of train for
maintenance/replacement. Locate adjacent and open to Traction/Machine/Rebuild Shop with
access to Common Work Area, Material Handling Storage, Portable Equipment Storage, and
Equipment Maintenance Office Area and accessibility from Supervisor Office with view. Critical
clearances and dimensions are as follows:
• 28’-0” wide x 70’-0” long

• LLWA: 70’-0” long (length of vehicle) x 10’-0” wide on both sides of vehicle x 6’-0” deep
(minimum). Final depth per car specifications
• ULWP: 70’-0” long (length of vehicle) x 10’-0” wide on both sides of vehicle (minimum).
Final height placement per car specifications
• Shore Power
• 20 ton and 30-ton overhead Bridge Cranes (minimum) to also cover Traction/Machine/
Rebuild Shop
• Drop tables
• New and Used Fluid systems as required: Two new oil, 1 antifreeze, 1 used oil and 1 used
antifreeze; piped with pumps between user area(s) and appropriate bulk storage tanks
• Compressed air:
final design
o Provide on all four levels
o As required by equipment
o Provide an integrated air monitoring with automotive exhaust and fresh air supply
system
Typical design features include the following:

• Gauge pit open full length of car
• One car position
• Stationary safety railings as required per final design
• Rolling safety railing at on ULWP and midlevel platform pertinent locations to access major
points for locomotive car (locations to be determined in final design)

16.5.22 Progressive Track

Provide track to perform preventive maintenance such as inspections and minor brake work with
a gauge pit and Lower Level Work Area (LLWA) as well as inspections and minor replacement or
windows and components on the side of the car with a midlevel platform.
Location should be accessible from Supervisor Office with view with access to Common Work
Area, Material Handling Storage, Portable Equipment Storage, and Equipment Maintenance
Office Area. The critical clearances and dimensions are as follows:
• 22’-0” wide x 665’-0” long (length to accommodate an 8-train car set, one locomotive and
seven passenger cars)
• LLWA: 665’-0” long (length of vehicle) x 5’-0” wide on both sides of vehicle x 6’-0” deep
(minimum). Final depth per car specifications
• Compressed air:
final design
o Provide in gauge pit and LLWA


• Gauge pit open full length of track (665’-0”)

• Position length to accommodate an 8-train car set, one locomotive and seven passenger
cars
• Midlevel platform at each end of track length of locomotive
• Rolling safety railing on LLWA and midlevel platform pertinent locations to access points
for inspection (locations to be determined in final design)
16.5.23 Wheel Truing Lathe Position

Provide a dedicated position for truing wheels on vehicles without removing truck assembly as
well as capability to true a truck as a stand-alone item. The machine shall be positioned so that
wheels on any axel can be trued while keeping the vehicle inside the building and not blocking
track circulation. Locate in separate building or on end of large Equipment Maintenance Building.
The critical clearances and dimensions are as follows:
• 30’-0” wide x 200’-0” long
• Wheel Truing Lathe
• Compressed air:
o Provide disconnect for 3/8” and 1/2” impact tools at locations to be determined during
final design


• Stairs down to pit level

• Pit level designed with space for maintenance tools and supplies
• Length of the bay is determined by ability to run all wheels of vehicle on wheel truing
machine without blocking critical functions
• Wheel truing machine to be operational from both directions. Visual indicators must be
able to be observed by the operator in the operating cab of the train car while positioning
the vehicle over the wheel truing equipment from other direction
• Fume extraction system required to remove exhaust fumes from pit area and surrounding
work spaces (supplied with wheel truing lathe).
• Acoustically mitigated from surrounding spaces
• Provide provisions for industrial waste (metal chips) disposal
• A step up ledge 10 inches above the pit floor shall be provided to assist in the
inspection and repair of hard to reach hardware.
• The depressed floor areas shall be supplied with necessary maintenance utilities (i.e.
lights, compressed air, electrical outlets, water) through the mounting of these utilities
on the posted rail; welding outlets and traction and auxiliary power systems shall also
be provided at strategic locations on the posted rail sections.
16.5.24 Common Work Area

Provide designated area for common fixed shop equipment which supports all repair positions
and associated shop areas. Locate on first floor adjacent to Car (Heavy) Position, Locomotive
Position, Progressive Track, Material Handling Storage, and Portable Equipment Storage with
access from Maintenance Office Areas. Provide 12’-0” vertical clearance to structure and fixtures
(minimum).
• Workbench with vise
• Hydraulic Press
• Drill Press
• Band Saw

• Buffer/Grinder
• Blast Cabinet with Dust Collection
• Parts Washer
• Parts Cleaning Tank
• Shelving
• Cabinets
• Flammable Materials Cabinets
• Compressed air:
final design

• Road access for service, maintenance, and deliveries
• Half-height 56-inch walls on three sides for utilities and to prevent blocking vision of shop
from office areas and repair positions
16.5.25 Brake Shop

Provide enclosed room to perform inspections and maintenance of brake and coupler
components. Locate with accessibility from Progressive Track, Common Work Area, Material
Handling Storage, and Portable Equipment Storage. Provide 12’-0” vertical clearance to structure
and fixtures (minimum).
• Racking
• Shelving

• Lift Table
• Compressed air:
final design

• Natural Daylighting desired
• Physically separated with full height walls from other areas to prevent migration of noise,
dirt, and fumes
view panels, automatic operator, push button controls
16.5.26 Electronics Repair Shop

Provide enclosed area for repairing and modifying car electronic and computer control systems.
Install and maintain radio equipment, electrical signage, and other electrical equipment. Locate
with accessibility from Car (Heavy) Position, Locomotive Position, Progressive Track, Material
Handling Storage, and Common Work Area. Provide 12’-0” vertical clearance to structure and
fixtures (minimum).
• Electrostatic Workbench with electrostatic vise
• Cabinets
• Shelving
• Test Bench
• Compressed air:

o Compressed air drops with shut-off valve, union, separator, regulator with gauge, filter,
and quick disconnects, 4’-0” AFF
final design

• Physically separated with full height walls from other areas to provide dust proof
environment
• Personnel double (6’-0”) door with view panel to meet applicable code exit requirements
• Shall be separately enclosed and temperature controlled.
16.5.27 Traction/Machine/Rebuild Shop

Provide open designated shop area for maintaining and rebuilding components of locomotive
cars. Locate adjacent and open to Locomotive Position. Provide 24’-0” vertical clearance to
structure and fixtures (minimum).
• Open Face Paint Booth
• 20 ton and 30 ton overhead Bridge Cranes (minimum) to also cover Locomotive Position
• 7.5-ton Jib Crane (minimum)
• Truck Stands
• Truck Hoists
• Parts Washer
• Shelving
• Cabinets
• Compressed air:

final design

• Track extended into shop from Locomotive Position for easy movement of components
• Track to store
16.5.28 Fabrication/Welding Shop

Provide designated shop area for maintaining and welding components used on vehicles
(including storage of welding materials). Locate adjacent and open to Traction/Machine/Rebuild
Shop and Locomotive Position. Provide 24’-0” vertical clearance to structure and fixtures
(minimum).
• Welding Screens
• Arm Racks
• Cabinets
• Welders
• Extraction fume arm
• Welding Table
• Workbenches with vise

• Physically separated with 3-4 full height walls from other areas to prevent migration of
noise, dirt, sparks, and fumes.

• Embedded rail extended into shop from Locomotive Position for easy movement of
components
• Opening in Wall for crane access to move components (if fully enclosed)
• Personnel door with view panel to meet applicable code exit requirements (if fully
enclosed)
16.5.29 A/C Shop/Storage

Provide designated shop for repair and storage of air conditioning units. Locate adjacent to Car
(Heavy) Position. Provide 24’-0” vertical clearance to structure and fixtures (minimum).
• Cabinets
• Racks
• Carts
• Workbench and vise
• A/C Storage Rack
• Compressed air:
final design

• On mezzanine with direct access to roof level of cars

16.5.30 Truck Shop/Storage

Provide dedicated area for repair, component replacement, and storing train car trucks. Locate
adjacent to Car (Heavy) Positions and Truck Wash. Provide 24’-0” vertical clearance to structure
and fixtures (minimum).
• Workbench and vise
• Overhead Bridge crane
• Truck Repair Hoist
• Cabinets
• Shelving
• Racking
• Parts cleaning tank
• Compressed air:
final design

• Embedded rail from Truck Shop to Car (Heavy) Position, and Truck Wash.
16.5.31 Truck Wash and Wash Equipment Alcove

Provide alcove area for washing train car trucks with a high-pressure washer. A Wash Equipment
Room adjacent to the Truck Wash for storage of high-pressure washer and soap drums. Locate
adjacent to Truck Shop/Storage. From the Truck Shop, trucks must be allowed to conveniently

move to and from CCO (C-frame lift area), Heavy Repair, and wheelset storage areas. In
addition, trucks must be allowed to be pushed directly to the Truck Wash for steam cleaning
from this area. The steam cleaning should be placed on an exterior wall to allow for convenient
venting Provide 24’-0” vertical clearance to structure and fixtures (minimum).
• Separation Curtain from Truck Wash, Wash Equipment Room, and surrounding areas
• Wand, reel, scabbard, and controls in Truck Wash
• High Pressure Washer with soap drum in Wash Equipment Alcove

• Large containment sump with grated area
• Provide heavy duty plastic curtain to close off opening
• 10’-0” high (minimum) capped walls to adjacent shops, full height walls for exterior or major
separations
• Walls: soil and grease resistant, light colored finished concrete or masonry with polyuria
coating treatment for wet and moisture protection
16.5.32 Battery Room

Provide enclosed and secure room for storage of batteries and components. Locate adjacent to
Material Handling Storage with accessibility from all shops and positions. Provide 12’-0” vertical
clearance to structure and fixtures (minimum).
• Shelving
• Battery Bench
• Racking
• Cabinets

• Acoustically and physically separated from other areas to prevent migration of noise, dirt,
and fumes.
• Acid neutralizing floor drain and piping to acid dilution tank

16.5.33 Secure Tool Crib

Provide secure area for storing specialized tools and equipment. Locate shall be accessible from
shops and positions. Provide 12’-0” vertical clearance to structure and fixtures (minimum).
• Shelving
• Cabinets
• Peg Board

16.5.34 Quick Pick Area

Provide dedicated area for the storage small parts such as nuts and bolts. Location shall be
accessible from shops and positions. Provide 12’-0” vertical clearance to structure and fixtures
(minimum).
• Bolt Bins
• Parts Vending Machines


16.5.35 Toolbox Storage

Provide dedicated area for the storage of toolboxes and carts. Location shall be accessible from
shops and positions. Provide 12’-0” vertical clearance to structure and fixtures (minimum).
• Toolboxes
• Carts
• Anchors to be installed for security of toolboxes

16.5.36 Portable Equipment Storage

Provide a dedicated area for storage of portable shop equipment. Location shall be accessible
from shops and positions. Provide 12’-0” vertical clearance to structure and fixtures (minimum).
• Portable equipment including but not limited to: Service jacks, bottle jacks, jack stands,
ladders, diagnostic equipment, used fluid drain pans, battery chargers, work platforms,
welders, welding screens, etc.

16.5.37 Lube/Compressor Room

Provide enclosed room for storage and central distribution of lubricants. Space shall include a
compressor(s) and refrigerated air dryer(s). Location shall have access to exterior for deliveries.
Provide 12’-0” vertical clearance to structure and fixtures (minimum).
• Double Wall Fluid Tanks
• Air Compressor
• Dryer
• Receiver tank

• Pumps
• Tank mount all piston lubricant pump(s)
• Wall mount all diaphragm pump(s)
• Plumb tanks to corresponding lube reel banks located in repair positions
• Emergency Shower and Eyewash
• Compressed air:
o 2” compressed air piping loop (minimum) started in Lube/Compressor Room
o Compressed air line with 3/8” and 1/2” shut-off valve, union, separator, regulator with
gauge, lubricator, filter, and quick disconnects, 4’-0” AFF
o Connect to lubricant pumps

• Exterior access for deliveries
and fumes.
• Acoustics based on equipment and location of adjacent spaces
• Containment of fluids per local code
• Floor sink between air compressor and dryer
Personnel double (6’-0”) door with exit device, view panel to meet applicable code exit
requirements.
16.6 FACILITIES FOR MATERIALS HANDLING CONTRACT STAFF

Material handling department is responsible for parts storage, dispensing, dispensing and
receiving. Office spaces shall be furnished according to owner furniture standards (but not limited
to) sit/stand workstations, file cabinets, tables, and chairs in order to provide optimal work
conditions for materials handling staff.
16.6.1 Manager
adjacent to Supervisor with access to Copy/Workroom/Supplies. Provide 9’-0” vertical clearance
(minimum). Typical design features shall include natural daylighting.

16.6.2 Supervisor
adjacent to Manager and Storage Area with views of the Storage Areas, with access to
16.6.3 Analyst
Provide shared office for completing work tasks. Locate adjacent to Manager with access to all
Material Handling Office Area. Provide 9’-0” vertical clearance (minimum). Typical design features
16.6.4 Clerk
Provide shared office for completing work tasks. Locate within Parts Storage Areas, adjacent to
Manager with access to all Material Handling Office Areas. Provide 9’-0” vertical clearance
(minimum). Typical design features shall include natural daylighting.
supplies, and work surface. Locate with access to Material Handling Office Area. Provide 9’-0”
vertical clearance (minimum).
16.6.6 Parts Storage/Bulk Parts Storage/High-Density Storage/Staging Area/Shipping

and Receiving Area
Provide dedicated secure area for receiving, storage of materials, and specialized tools. Locate
adjacent to Material Handling Office Area with access to exterior for deliveries and accessibility
from shops and repair positions. The critical clearances and dimensions are as follows:
• Vertical clearance below mezzanine: 12’-0” (minimal) (if desired)
• Vertical clearance above mezzanine: 15’-0” (minimal) (if desired)
• 20’-0” vertical clearance to structure and fixtures (minimum) for high bay pallet storage
• Vertical Lift Modules (VLM) and Stack System clearances can be any desired height
• Racking
• Shelving
• Cabinets
• VLM
• Stack System
• Flammable Material Cabinets
• Hose Racks

• Under-bench draw cabinets

• Receiving Table

• Secured entry
• Provide Parts Counter with stainless steel top and fire rated rolling overhead door
• Provide staging area for shipping/receiving with an overhead door to the exterior of the
building
• Exterior overhead doors to be sectional, galvanized steel, insulated, 10’-0” wide by 10’-0”
tall with view panels, automatic operator, interior and exterior push button controls, with
lockout on exterior
• Interior overhead doors to be sectional, galvanized steel, insulated, 10’-0” wide by 10’-0”
tall with view panels, automatic operator, push button controls, lockable
• The Shipping/Receiving area within the Storeroom shall be adjacent to loading docks.
16.7 FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF

Vehicle Service Areas Department is responsible for fleet vehicle wash, inspection, and service.
Office spaces shall be furnished according to owner furniture standards (but not limited to)
sit/stand workstations, file cabinets, tables, and chairs in order to provide optimal work conditions
for vehicle service staff. For lighting requirements reference Chapter 18, table 18-1. REQUIRED
ILLUMINATION LEVELS.
16.7.1 Service Worker Supervisor

Provide private office for completing work tasks and holding one on one meetings. Locate
adjacent to S&I Positions with access to Copy/Workroom/Supplies. Provide 9’-0” vertical
clearance (minimum). Typical design features shall include natural daylighting.
16.7.2 Service Staff Lockers

Provide locker area for each male and female Service Worker and Hostler employees. Could be
collocated with Equipment Maintenance Staff Lockers. Locate within Equipment Maintenance

Men’s and Women’s Restrooms. Location shall be accessible by Shop Areas and Positions.

the following:
• Mop Sink
• Metal Shelving
• Mobile Cart
• Mop Holder
16.7.4 Storage Room and Vacuum Equipment Storage

Provide secure room for storage of vehicle cleaning equipment and supplies. Location shall be
accessible from Service and Inspection (S&I) Positions. Provide 9’-0” vertical clearance
(minimum). Major equipment/furnishings include (but are not limited to) the following:
• Shelving
• Racking
• Cleaning Carts
• Backpack vacuums
• Canister vacuums
16.7.5 Sand Storage Silo

Provide room and space for storage and distribution of sand to train cars at the Service and
Inspection (S&I) Positions. Sand Silo and sanding system shall be located outside the building
and piped to each S&I Position. Location shall be accessible from Service and Inspection (S&I)
Positions. Provide 20’-0” vertical clearance to structure and fixtures (minimum). Major
• Open space for sand pallets
• Sanding system
• Sand Silo(s) (outside)


• Sand Silo(s) require a 6” housekeeping pad (minimum)
• Overhead door to be sectional, galvanized steel, insulated, 12’-0” wide by 12’-0” tall with
view panels, automatic operator, interior and exterior push button controls, with lockout on
exterior
• Personnel door with exit device, view panel to meet applicable code exit requirements,
and no thresholds
16.7.6 Lube/Compressor Room

Provide enclosed room for storage and central distribution of lubricants. Space shall include a
compressor(s) and refrigerated air dryer(s). Location shall have access to exterior for deliveries.
Provide 20’-0” vertical clearance to structure and fixtures (minimum). Major equipment/furnishings
• Double Wall Fluid Tanks
• Air Compressor
• Dryer
• Receiver tank
• Pumps
• Tank mount all piston lubricant pump(s)
• Wall mount all diaphragm pump(s)
• Plumb tanks to corresponding lube reel banks located in repair positions
• Emergency Shower and Eyewash
• Compressed air:
o 2” compressed air piping loop (minimum) started in Lube/Compressor Room
o Compressed air line with 3/8” and 1/2” shut-off valve, union, separator, regulator with
gauge, lubricator, filter, and quick disconnects, 4’-0” AFF
o Connect to lubricant pumps


and fumes.
• Acoustics based on equipment and location of adjacent spaces
• Containment of fluids per local code
• Floor sink between air compressor and dryer
• Personnel double (6’-0”) door with exit device, view panel to meet applicable code exit
requirements, and no thresholds
16.7.7 Service and Inspection (S&I) Position

Provide designated position used for sanding, interior cleaning, and dumping of train cars.
Location shall be accessible from Sanding Silo Storage and Lube/Compressor Room. The critical
clearances and dimensions are as follows:
• Exterior Position
• 25’-0” wide by 665’-0” long (each track) (length to accommodate an 8-train car set, one
locomotive and seven passenger cars)
• Gauge Pit: 70’-0” long (length of one car) x between track x 5’-6” deep (minimum)
• Midlevel Platform: 70’-0” long (length of one car) x 5’-0” wide on both sides of vehicle
• Shower and Eyewash
• Compressed air:
final design
o Provide in gauge pit


• Gauge pit open one car length of track
• Position length to accommodate an 8-train car set, one locomotive and seven passenger
cars
• Midlevel platform at each end of position length of locomotive
• Rolling safety railing on midlevel platform pertinent locations to access points for
inspection (locations to be determined in final design)
• Bumping posts if at end of tracks
• To minimize offsite lighting pollution and avoid complaints from nearby neighbors, a
system of low clearance lighting shall be provided. The lighting levels should be
designed for safe egress and inspection activities. The yard’s public address system shall
also be supported by the lighting system.
16.7.8 Vehicle Wash Position (Wash Equipment Room)

Provide designated bay for automatic washing of sides, top, front, back, and undercarriage of
train cars. Locate adjacent to vehicle wash equipment room. The critical clearances and
dimensions are as follows:
• 30’-0” wide x 160’-0” long
• Length may depend on speed that vehicle can reliably be operated through the wash
• Vehicle Wash
o Able to wash an 8-train car set
o Brushes shall be spaced to adequately wash
o Provide undercarriage spray
o Provide reclaim system
o Wash must work with existing and future vehicles
o Program wash with vehicle car mode
o Wash shall perform “forehead” cleaning operation
o During a reverse move, the wash equipment sensors shall not be activated
o Provide adequate drainage features which return rinse cycle water draining from the
roof back to the wash filtered drainage system as the train is leaving the area


• Includes room for wash equipment controls, pumps, and reclaim equipment
• Position to accommodate an 8-train car set
• Wash Position: Integrated trench drain and sump pit with removable covers
• Wash Equipment Room: Sump pits with removable covers
• Screen walls on long sides of the position for over spray mitigation

16.8 FACILITY MAINTENANCE

Facility maintenance department is responsible for maintaining buildings and grounds on facility
site. Office spaces shall be furnished according to owner furniture standards (but not limited to)
sit/stand workstations, file cabinets, tables, and chairs in order to provide optimal work conditions
for facility maintenance staff.
16.8.1 Director
Provide a private office for completing work tasks and holding small meetings. Locate adjacent to
Manager and Administrative Assistant, with access to Copy/Workroom/Supplies. Provide 9’-0”
16.8.2 Manager
Provide 9’-0” vertical clearance (minimum).

daylighting.
16.8.4 Supervisor

16.8.5 Assistant Coordinator

Provide an open office workstation for completing work tasks. Locate adjacent to Assistant
Supervisor, with access to Copy/Workroom/Supplies. Provide 9’-0” vertical clearance (minimum).
Typical design features shall include natural daylighting.
16.8.6 Environmental Compliance


Manager, and Assistant Manager, with access to Copy/Workroom/Supplies. Provide 9’-0” vertical
clearance (minimum). Typical design features shall include natural daylighting.
16.8.8 Mechanic/Technician
supplies, and work surface. Location shall have access to Facility Maintenance Office Areas.
• Filing cabinets
16.8.10 Facility Maintenance Staff Lockers

Provide a locker area for each male and female Facility Maintenance Mechanic/Technician. Could
be collocated with Equipment Maintenance Staff Lockers. Locate within Equipment Maintenance
Men’s and Women’s Restrooms with accessibility by Shop Areas and Positions. Provide 9’-0”
following:

16.8.11 Facility Maintenance Shop/Storage

Provide enclosed, secure shop and material storage for maintenance of buildings and grounds
on site. Location shall be accessible to all Restrooms, Lockers, and Break/Crew Areas. Provide
14’-0” vertical clearance to structure and fixtures (minimum). Major equipment/furnishings include
(but are not limited to) the following:
• Hydraulic Press
• Drill Press
• Band Saw
• Buffer/Grinder
• Blast Cabinet with Dust Collection
• Parts Washer
• Parts Cleaning Tank
• Shelving
• Cabinets
• Racking
• Floor Scrubber
• Compressed air:
final design

Reference the Space Needs Program for the required square footages for the following spaces:

• Covered Areas
o Loading Dock
o Material Handling Storage
• Exterior Areas
o Material Handling Storage
o Guard Shack
o Fuel Delivery and Yard
o DEF Tank
o Trash/Recycling
o Cardboard Recycling
o Bike Storage Rack
• Covered Vehicle Parking
o Small Vehicle Space (10x10)
• Uncovered Vehicle Parking
o Medium Vehicle Space (10x20)
o Large Vehicle Space (12x30)
o Medium Vehicle Space (12x40)


17.0 FACILITIES MECHANICAL SYSTEMS

17.1 SCOPE
This chapter contains preferred and in some cases minimum mechanical criteria developed for
the SCRRA system, excluding vehicles, yard and shop equipment. These criteria govern the
functional requirements, fire protection, water and sewerage systems, drainage facilities (except
at-grade sections), operation, and control of the heating systems, ventilation systems, and air
conditioning systems. These criteria are intended to promote uniformity of design and
standardization of equipment and its location throughout the SCRRA system.
Mechanical system requirements shall be defined for each specific project and shall be based
on the appropriate local codes and standards. Mechanical equipment and systems shall be
designed so that the maximum noise levels generated and transmitted by the systems do not
exceed allowable local limits for interior or outdoor noise levels.
is designed to be resilient to future climate conditions. If the site is vulnerable to flooding, wildfire
(directly or indirectly), increased temperatures or other environmental hazard, mechanical
equipment must be hardened (e.g. elevated or enclosed) to mitigate potential impact.

Unless specifically noted otherwise in these criteria, 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 agency
enforcing the code, regulation, or standard changed, and as agreed to by SCRRA.
17.3 FIRE PROTECTION
17.3.1 Fire Protection Systems

The fire protection systems shown in Table 17-1 may be employed. The specific system used
shall be determined based on facility type, local code requirements, fire department
requirements, and any applicable insurance requirements.
TABLE 17-1. FIRE PROTECTION SYSTEMS

Fire Protection Systems
Sprinkler systems, wet and dry Portable fire extinguishers
Sprinkler systems, clean agent Smoke and heat alarm systems

Standpipe systems, wet and dry
17.3.2 Sprinkler Systems

Fire water-service connections shall be determined by hydraulic calculations, with less than a
4-inch service and shall be metered with a bypass meter as approved by the water utility
company.
Sprinkler systems shall include a main fire water supply, backflow preventer, fire department
inlet connections, piping from inlet connections and water supply mains to the sprinkler heads,
sprinkler heads (with spares), drain lines, provisions for remote alarm devices, pipe fittings,
valves, hangers, inserts, sleeves, and appurtenances. Sprinkler systems shall conform to the
requirements of NFPA 13. There are some locations at higher elevations where freezing
conditions should be considered.
Review piping installation requirements at unheated spaces for possible freezing of fire water
lines during winter months. In these cases, it is recommended that a dry pipe system be
installed. Drains provided at low points in water lines installed in spaces under platforms shall
be extended to accessible areas. Each drain shall have a valved connection
Train signaling and communication rooms shall be protected by a clean agent automatic
fire- extinguishing system per NFPA 2001, and approved by the Authority Having Jurisdiction
(AHJ). (Note: The use of the non-aqueous alternative fire protection system shall be determined
to not have a detrimental effect on equipment). Fire protection design shall permit activation
automatically and manually from outside the room. Automatic activation shall be through a
cross-zoned detection system.
Automatic sprinkler systems shall be provided in all areas of maintenance buildings. The
sprinkler systems shall be for light, ordinary, or extra hazard classification as appropriate, and
shall be hydraulically designed in accordance with all applicable codes. Sprinkler systems in
areas that are unheated or subject to freezing shall be dry type systems.
Electronics equipment rooms such as radio, repair, telephones, information technology, and
computers shall have double interlocked pre-action sprinkler systems.
Vehicle wash areas will be provided with fire sprinkler coverage and will be designed per
Ordinary Hazard, Group 2 requirements, as defined by NFPA.
Paint spray booths will be sprinklered and designed per Extra Hazard, Group 1 requirements, as
defined by NFPA. An analysis will be performed for any paint spray booth to determine
quantities and types of flammable and combustible liquids. Storage and handling of flammable
and combustible liquids will be in accordance with the requirements of NFPA.
Battery rooms will be sprinklered. The hazard classification of battery rooms will be Extra
Hazard, Group 2, as defined by NFPA 13.
Mechanical rooms, small electrical closets, janitor’s closets and similar spaces will be designed
per Ordinary Hazard, Group 1 requirements, as defined by NFPA.
Maintenance pits/lower level work areas will be provided with fire sprinkler coverage.
Maintenance pits/lower level work areas will be designed per Ordinary Hazard, Group 2
requirements, as defined by NFPA.

Shop areas will be provided with fire sprinkler coverage. Shop areas will be designed per
Ordinary Hazard, Group 2 requirements, as defined by NFPA.
Administration areas will be provided with fire sprinkler coverage. Offices, corridors, restrooms
and similar spaces will be designed per Light Hazard occupancy requirements as defined by
NFPA.
Sprinkler shall be concealed head type in finished spaces, centered in ceiling tiles and brass
pendent, upright or sidewall in unfinished spaces.
17.3.3 Horizontal Standpipe Systems

Horizontal standpipe systems shall include fire department inlet connections, piping from inlet
connections to supply main, hose valves, fire hose cabinets, drain lines, pipe fittings, control
valves, hangers, inserts, sleeves, and appurtenances. Standpipe systems shall conform to the
requirements of NFPA 14.
17.3.4 Portable Fire Extinguishers

Portable fire extinguishers shall be installed in accordance with NFPA 10, CFC and as modified
by these design criteria in repair bays, offices, data, and electrical rooms.
17.3.5 Smoke and Heat Detection Systems

Smoke and heat detection systems shall be provided as required by NFPA. Refer to Electrical
chapter.
17.3.6 Fire Hydrants

Local fire marshal and fire departments may have more stringent requirements. They may
require testing of the water supply, multiple sources (for larger facilities), on-site pumps, or even
on-site storage.
Provide the required water pressure and backflow control.
Fire Hydrant Location

In shop and maintenance facilities, fire hydrants of a type approved by the local authority with
jurisdiction shall be provided at each of the following locations (if one is not already present):
• Within 100 feet of each fire department connection to a standpipe system;
• Within 400 feet of the fire department connection to each sprinkler system.
Provide layover and servicing areas with fire hydrants spaced per the local AHJ. Fire hydrants
and water supply mains shall be per NFPA 1 and 24, CFC and the local AHJ.
Water Supply
The adequacy of the water supply shall be supplied from records of the agency owning the
water supply system.
Street mains (i.e., the mains of the local government supplying water service for fire protection)
shall be sized to carry the design flow, but in no case shall have a diameter less than 6 inches.

The capacity of the connected water supply (of the local government) must be adequate for the
supply of only the sprinkler portion of the fire protection systems. It may be assumed that
standpipe systems will be charged by local fire departments after their arrival on the scene,
even though the standpipe systems are connected to the supply main.
Where both sprinkler and standpipe systems are served, the building fire main shall not be less
than 6 inches in diameter; where only standpipe systems are served, the building fire main shall
not be less than 4 inches in diameter. No pressure-regulating valves shall be used in fire
water-supply mains, except by special permission of the local authority with jurisdiction.
Where connections are made to a public water system, it may be necessary to guard against
possible contamination of the public water supply. The requirements of the local authority shall
be determined and met. As a minimum, a reduced-pressure backflow with a detector check
shall be provided on the fire protection water mains on the discharge (or load side) of the main
shutoff valve or immediately inside the building wall.
17.3.7 Fire Pump

When the existing water supply pressure is found to be inadequate, automatically controlled fire
pump shall be provided per NFPA 13, 14 and 20. A jockey pump shall be provided per
NFPA 20. Installation of fire pumps, jockey pumps, and associated equipment shall be per
NFPA 20. If required, fire pumps shall be electrically driven and connected to a continuous
power source and an emergency power generation source, and include automatic-transfer
switches.
Hose outlets to discharge the fire protection system water to the exterior of the building or
structure. The location of test header must be coordinated with area operations to avoid
disruptions of operations. Coordinate with civil for drainage options.
17.3.8 Fire Department Connections

Provide fire protection systems with Siamese connections through which the fire department
can pump water into the sprinkler, standpipe, or other system furnishing water for fire
extinguishing.
There shall be no shut-off valve in the fire department connection.
An approved silent check valve shall be installed in each fire department connection, located as
close as practicable to the point where it joins the system.
The pipe between the check valve and the outside hose coupling shall be equipped with an
approved automatic drip, arranged to discharge to the exterior, away from entry ways.
Hose connections shall be approved by the local fire department and shall be of a listed type in
accordance with NFPA.
Hose coupling threads shall conform to those used by the local fire department. (American)
National Standard fire-hose coupling screw threads shall be used wherever they fit the local fire
department hoses.

Hose connections shall be at the access road side of buildings and be located and arranged so
that hose lines can be readily and conveniently attached to the inlets without interference with
any nearby objects, including buildings, fences, posts, or other fire department connections.
Fire department connections shall be designated by a sign with raised letters, at least one inch
in size, cast on a plate or fitting reading: “Autospkr,” “Open Spkr,” or “Standpipe,” whichever is
appropriate. The sign shall also indicate the buildings or structures, or parts thereof, served by
the connection.
17.4 PLUMBING
These criteria describe the functional and design requirements for the facilities plumbing and
drainage systems. They are intended to promote uniformity of design and to standardize the
type of plumbing and drainage equipment and its location throughout the system.
These criteria cover the facilities plumbing and drainage systems for yards and maintenance
shops, train control center(s) and miscellaneous wayside ancillary spaces. In addition, they
prescribe the requirements for sewage systems for human waste and other waste fluids to the
public sewers.
All plumbing and drainage systems shall be designed for the following functional requirements:
Water Distribution – Convey water from public utility distribution and / or storage points to
stations, buildings and other consumption and service points.
Waste Return – Collect and convey storm drainage to the public storm sewer system and
sanitary sewage to the public sanitary sewer system from yards and buildings.
17.4.1 Pipes and Fittings

• Waste and soil pipe shall be service-weight cast iron pipe with bell and spigot fittings.
Soil pipe from fixtures shall have a slope of 2 percent.
• Vent pipes within structures shall be galvanized steel threaded pipe or service-weight
cast iron pipe with bell and spigot fittings.
• Hot and cold water piping embedded in structures shall be hard-drawn copper tubing
Type K; all other hot and cold water piping shall be hard drawn-copper tubing Type L
with wrought brass or copper fittings.
• Force mains shall be of standard-weight steel pipe with joints of a type approved by the
local authority with jurisdiction.
• Water service entrances shall be ductile iron mechanical joint pipe.
• Hose bibs shall be provided with vacuum breakers.
• Dielectric couplings shall be provided for the connection of pipes of dissimilar metals and
in all metallic piping entering a facility.
• Corrosion control measures shall be provided for buried pipes.
• Isolation and drain valves shall be located so they are easily accessible

17.4.2 Water Service

The domestic water-service connection shall be sized for system demand flow and pressure
requirements, and be metered. Each service shall have a main shut-off valve immediately inside
the structure wall. Piping material and backflow preventers shall be provided to conform to local
code and water provider requirements. The minimum unit values may be reduced by local water
conservation requirements, such as low flush toilets, and shall be according to the applicable
local code.
The Engineer shall estimate separately the service requirements of outlets that are likely to
impose continuous demand, such as hose connections, and add to the fixture service
requirements to determine the required total-service connection capacity. The domestic water
service connection to each facility shall be sized for the total peak demand. Each service shall
have a main shutoff valve and backflow preventer immediately inside the structure wall of
station or building. Remote meter reading facilities shall be provided for all facilities.
Maintenance shops, train control center and other buildings having plumbing fixtures shall be
served with water mains sized for the total plumbing fixture demand. Minimum fixture service
requirements in accordance with the CPC and local amendments.
The service requirements of such outlets which are likely to impose additional demand, shall be
estimated separately and added to the above fixture service requirements to determine the
required total service connection capacity.
Water service connection at each facility for fire protection systems shall be separate from that
for domestic water systems. Refer to the fire protection systems section of this chapter for
further information.
The domestic water service shall be provided with a pressure-reducing valve when water
pressure inside the structure is higher than 75 pounds per square inch (psi). The
pressure-reducing valve shall be generally located on the discharge side of the main shutoff
valve immediately inside the building wall. Sizing of the domestic water distribution lines shall be
based on maintaining uniform pressure at all plumbing fixtures located at the same level, to
minimize shock and water hammer, and to maintain a minimum of 15 psi pressure at each flush
valve.
All pipe lines shall be run in a systematic manner, parallel and at right angles with walls, and
properly pitched for drainage. Water hammer arresters shall be provided for long pipe runs, and
branches with flush valves. In addition to the main shutoff valve, isolation valves shall be
provided in branch lines and for each floor level to facilitate maintenance in individual areas
without losing service for the entire facility. Pressure-reducing backflow preventers or air gaps
shall be provided where automatic makeup for heating, ventilating, and air conditioning (HVAC)
equipment, including evaporative cooling, is connected to the potable water system.
Provide domestic water and reclaimed water connections to the train wash unit. The domestic
water connection shall be provided with a reduced pressure backflow preventer and digital
metering. This meter shall allow for the local and remote readings through the building
automation system (BAS). Pipe connections shall be sized per wash manufacturer’s
recommendations. Provide makeup water and remote capable readout, sub-meter where
readout is at the train wash facility control panel and BAS. Provide trench drains to collect wash

water for return to the reclaim unit. All sanitary waste associated with the wash system shall first
pass through filtration and dilution built into the wash loop prior to being routed through an
oil/water separator and entering the city sewer to comply with local discharge standards and
ordinances.
Provide plumbing connections to the reclaim system pumps, detergent tanks, and overflow drain
connections for equipment operation. Duplex air compressor, compressed air dryer and water
heater shall be mounted on housekeeping pads.
17.4.3 Recycled Water Service

Interior recycled water piping shall be at least Schedule 40 purple PVC or equivalent with local
utility sign off, prior to installation.
The potable water line may be used to feed the recycled water lines(s) until such time that
recycled water becomes available. When recycled water becomes available, the
cross-connection will be broken by the local utility, and the potable and recycled water lines will
be totally separated. Before recycled water is delivered to the property, cross-connection and
backflow testing will take place to assure separation.
Connect water closet and urinal flushing, boiler water make-up and wash water system to
metered recycled water system. Provide additional pulse meters for the boiler make-up water
and wash water systems make-up water. Any irrigation systems shall have a dedicated recycled
water tap with a separate meter. All meters shall connect to BAS.
17.4.4 Hot Water Service

Hot water systems for facilities having lavatories, showers, and service sinks shall include water
heaters, circulating hot water pumps where required, hot water distribution piping, and pipe
accessories. All hot water pipes serving more than a single fixture shall be sized for the
simultaneous fixture demand with a minimum pipe size of ¾ inch. All pipes shall be arranged in
a systematic manner, and provisions made for thermal expansion and drainage. All hot water
pipes shall be insulated. Isolation valves shall be provided for all branches serving gang
restrooms to facilitate maintenance.
Domestic water heaters of 30 gallons or less capacity shall be electric. Above 30 gallons, all
water heaters shall be a natural gas fired type, unless natural gas is not conveniently available,
in which case the water heaters may be electric regardless of capacity. Where practical, provide
gas-fired, tankless water heaters for larger domestic hot water demand. Water heaters shall be
properly sized for the plumbing fixture demand and shall be Underwriters Laboratories, Inc. (UL)
listed and show the American Society of Mechanical Engineers (ASME) stamp of approval. The
requirements for water softeners and their type shall be determined by the source water quality.
Water heaters shall be seismically secured in place.
Water heater capacities shall be based on 100 degrees Fahrenheit recovery and sized to meet
the demands of the fixtures to be served by each heater. Combination pressure-temperature
relief valves shall be provided in accordance with code requirements and piped to the indirect
waste system. For domestic hot water lines over 10 feet in length, provide a recirculation pump
as required by Title 24. The recirculation pump shall operate during occupied hours.

All gas fired water heaters shall be of storage type, sized for the demand of plumbing fixtures to
be served by each heater. Heaters shall be provided with electronic ignition. Heaters shall be
glass-lined and equipped with temperature and safety controls, and thermal insulation. Where
natural gas is not conveniently available, electric water heater as described in the following
paragraph shall be provided.
Electric water heaters with a capacity of 10 gallons or less shall be the instantaneous type. All
electric water heaters with a capacity above 10 gallons shall be the storage type, capacity and
sized for plumbing fixture demand served by the heater. Storage type heaters shall be
glass-lined and equipped with fast acting dual element immersion heating, temperature and
safety controls, and thermal insulation. Units with heating elements of 2,900 watts or less shall
be suitable for a 120 volt / 1-phase power supply. Units with heating elements of 5,500 watts or
less shall be suitable for a 208 volt / 1-phase power supply. Units with heating elements above
5,500 watts shall be suitable for a 480 volt / 3-phase power supply.
17.4.5 Insulation and Freeze Protection

Hot water piping and portions of drainage and cold water piping subject to sweating shall be
insulated.
Ensure that freezing pipes and ice build-up is prevented from blocking domestic water and
drainage pipes by using prevention methods such as not installing piping in exterior walls or
unheated spaces, heat tracing, ice guards, as per current California Building and Plumbing
Codes.
17.4.6 Plumbing Fixtures

Location and type of plumbing fixtures shall be fully coordinated with the architectural
requirements and in accordance with the CPC and Title 24, Part 5.
• Water closets and urinals shall be vitreous China, white, wall-hung with flushometer.
Water closets shall utilize bariatric carriers and flush valves shall be low water
consumption (1.28 gal. per flushing cycle), chrome plated, top spud, hard-wired or
hydro-powered, sensor actuation, automatic flushing system, and be WaterSense
labeled.
• Flushometer for urinals shall be of low water consumption (0.125 gal. per flushing cycle),
chrome plated, top spud, hard-wired or hydro-powered, sensor actuation, automatic
flushing system, and be WaterSense labeled.
• Utility sinks shall be provided in each janitor’s closet. Faucet shall have integral vacuum
breaker, hose threads and bucket hook. Provide stainless steel wall guard, flat
vandal-proof drain, hose and hose bracket;
• Lavatories shall be wall or under-counter hung. All wall hung fixtures shall be supported
by standard chair supports. Faucets shall be counter or fixture mounted, low water
consumption (maximum 1.5 gal. per minute), chrome plated, hydro-powered, with sensor
actuation, and be WaterSense labeled. Provide piping insulation kit as required to meet
accessibility requirements.

• Utility/Service sinks shall be of stainless steel equipped with the stainless steel rim
guard.
• Water coolers shall be wall mounted, and shall have a bubbler of vandal-proof design
and a bottle filler.
• The service sink in the battery room shall be acid-resistant and equipped with a wall
hanger, rim guard, and standard trap.
• Showers shall have private compartments complete with partitions, receptors, curtain
rails and curtains. Shower heads shall have a maximum flow rate of 2.0 gallons per
minute and be WaterSense labeled.
• The wash fountain shall be of stainless steel, circular or semi-circular and foot operated
with supplies from below and shall have a vent-off drain, soap dispenser, with chrome
finish hardware.
In facilities having more than one toilet (for each sex), plumbing fixtures in one toilet for each
sex shall be installed to accommodate persons with disabilities in wheelchairs where required.
In facilities having only one toilet, plumbing fixtures shall be installed to accommodate persons
with disabilities in wheelchairs in accordance with ANSI codes and the applicable provisions of
the California Building Code and city amendments.
Water hammer arrestors shall be installed for protection to individual or group of plumbing
fixtures per Plumbing and Drainage Institute (PDI) standards. Provide access panels as needed
for maintenance
17.4.7 Emergency Shower / Eyewash Facilities

Emergency shower / eyewash capability shall be provided within, or immediately adjacent to,
areas with batteries, caustic chemicals and grinding operations in accordance with ANSI
Z358.1. Where available, a tepid water service connection with a drain to a stationary type of
eyewash system shall be provided. A flow switch shall be provided to signal local and remote
alarms when eyewash is activated. Where the hazard is located in a facility without water
service, the capability for eye protection shall be provided by a portable eyewash apparatus.
17.4.8 Hose Bibs and Floor Drains

Hose bibs in service facilities shall have copper fittings.
Hose bibs and floor drains in facilities with restrooms shall be provided in accordance with the
instructions in Table 17-2. All hose bibs inside buildings shall be installed in walls in stainless
steel boxes with flanges flush with the wall. All exterior hose bibs shall be installed in exterior
walls in brass boxes with flanges flush with the wall. All exterior hose bibs and box hydrants in
unheated areas shall be a non-freeze type.

TABLE 17-2. HOSE BIB AND FLOOR DRAIN LOCATIONS

Location Requirements
Custodial Rooms Hot- and cold-water single spout, a mop sink drain, and a floor drain.
Mechanical Rooms A floor drain for wastewater produced by HVAC equipment, maintenance
procedures and relief-valve actuation.
Trash Rooms 3/4 inch cold-water hose bib with an individual floor drain located immediately
beneath the hose bib.
Toilet Rooms Cold-water and hot-water service and a means of drainage.
Water Heaters A floor drain for wastewater produced by maintenance procedures and
relief-valve actuation.
17.4.9 Sanitary Facilities

Wherever feasible, all drains from shop sinks, lavatories, water closets, and other miscellaneous
drains/sanitary waste shall be designed to flow by gravity to existing sewers. If a gravity flow
cannot be accomplished, drain/sanitary waste lines shall be run to sewage ejector pits
containing duplex sewage pumps. The discharge shall then be pumped to the nearest sewer
line(s).
All sanitary waste associated with the wash system will first pass through filtration and dilution
built into the wash loop prior to entering the city sewer to comply with local discharge standards
and ordinances.
17.4.10 Toilet Dump Systems

SCRRA layover and service facilities shall have a manifold toilet dump system. To permit
servicing the trains stored in the layover without moving the trains, spacing and location of the
dump stations shall be consistent with the rail car location and size. Refer to ES 7101 for typical
dump station layout. Figure 17-1 shows the location of the connection on the car. Layouts may
need to accommodate trains that are both pushing and pulling. Multiple track arrangements
offer opportunities to minimize the number of connections.
17’
A 85’ Car B
Note: The “B” end is always closest to the locomotive.
FIGURE 17-1. SANITARY DUMP LOCATION ON RAIL CAR
Provide a tight-fitting drain cover to prevent the escape of odors. The dump system is intended
to be used to discharge waste from train cars by means of gravity dumping into a catch basin
tied to a sanitary sewer line.

17.4.11 Sewage Pump Stations

Sewage pump stations, if required, shall be designed according to the local municipality’s
requirements. Due consideration shall be given to performance, noise, durability,
standardization, and handling characteristics when selecting equipment for the sewage ejection
systems. All equipment selected for the sewage ejection systems shall be manufacturer’s
standard products.
If the waste water drainage piping systems are unable to connect to the site sanitary sewer
piping system elevation, a waste water lift station shall be provided. Provide duplex vertical dry
pit sewage ejector pumps, each rated at 100 percent design load capacity at all locations where
a gravity connection to a public sanitary sewer system cannot be achieved. Provide dry pits with
hot-dipped galvanized steel access ladder and hot-dipped galvanized steel grating. Duplex
pumps shall alternate starts and both have the capability to run simultaneously upon rising level.
Pumps shall be controlled by float switches. For ease of maintenance pumps shall be provide
with stainless steel rail retrieval system. Waste water lift station shall be connected to the
emergency generator. Discharge effluent to a code compliant wet well that is sealed, vented,
and accessed through a gas-tight manhole
17.4.12 Oil and Sand Interceptors

Oil and sand interceptors shall be provided as required by environmental standards for effluent
to public waters. Interceptors shall conform to all local codes that govern the installation.
Floor drainage systems serving maintenance shops, train wash and vehicle storage areas shall
be provided with oil separators and sand traps for extraction of oil, sand and other substances
that are harmful or hazardous to the structure or to public drainage systems. Separators and
traps shall have sufficient capacity to retain all sludge between cleaning.
17.4.13 Sanitary and Vent Systems

Sanitary and vent systems will collect and convey sanitary sewage to the public sanitary sewer
system from stations and buildings.
All drains from plumbing fixtures, drains, or sanitary waste sources will be run by gravity to
existing public sanitary sewers. If positive gravity drainage cannot be achieved, sanitary waste
lines will be routed to sewage ejector pits equipped with duplex grinder ejector pumps, and clear
waste lines will be routed to a sump equipped with non-clog duplex vertical centrifugal wet pit
sump pumps. The discharge of either system will then be pumped to the nearest public sanitary
sewer.
The soil, waste and vent system for facilities will include soil, waste and vent piping from all
plumbing fixtures and floor drains. All soil and waste pipes will be sized for fixture demand, and
as required by applicable plumbing codes and ordinances. Vent piping runs will be kept as short
as possible and pitched toward soil and waste pipes. Each vent riser will be properly flashed at
each roof penetration.
All drainage from HVAC systems will be removed through waste drains. All HVAC system drains
will be indirectly connected to the building drainage system with an air gap.

Traps will be provided with all fixtures without integral traps. All traps will be of plain pattern
having a seal of not less than 2-1/2 inches and not greater than four inches. All traps will be of
the same material as the piping system to which they are connected. All exposed traps in toilet
rooms will have chrome finish. Provide trap primer and HDPE trap seal for all floor drains and
sinks. Trap primer assembly shall include a vacuum breaker.
17.4.14 Stormwater Systems

When stormwater is collected and used for use in a gray water system, the system shall consist
of a storage tank(s), UV filtration system, booster pumps, overflow discharge and a distribution
system completely separate from the potable water system. A bypass from the potable domestic
water system shall be provided for times when there is inadequate gray water. The bypass shall
be protected by a reduced-pressure principle backflow prevention assembly. Identify and label
gray water system as non-potable for train wash makeup water use only.
Roof drainage systems shall be designed to handle the rainfall intensity for 100-year frequency.
Roof drains shall be of cast iron, copper, lead, or other approved corrosion-resistant material.
Roof drains passing through the roof into the interior of a building shall be made watertight at
the roof line by the use of a suitable flashing material.
Roof drains shall be equipped with strainers extending not less than 4 inches above the roof
surface and designed to minimize clogging with leaves. Drains shall have a minimum inlet area
1-1/2 times the areas of the pipe to which they are connected.
Roof deck drain strainers for use on parking decks and similar occupied areas may be of an
approved flat-surface type which is level with the deck and shall be designed to minimize
clogging with leaves. Such drains shall have an inlet area not less than 2 times the area of the
pipe to which they are connected. The strainers shall be suitable for the anticipated maximum
traffic load.
17.4.15 Compressed Air

Provide a 2-inch, minimum, looped compressed air systems throughout the maintenance shop
areas from two air compressors and two dryer units, with a receiver located in the compressor
room. Provide a valved, 1-1/2 inch connection for a mobile air compressor. Each air compressor
and dryer shall be capable of supplying at least 75-percent of the calculated air demand and be
piped with a bypass to allow servicing of one compressor or dryer without impacting the
operation of the remaining compressor and dryer. Compressor shall operate lead/lag and
simultaneously on high air demand. Each air dryer shall be sized to meet the compressed air
output of a single compressor. Provide desiccant type air dryers to maintain 21 degree F dew
point air distribution. Provide particulate and coalescing filters on the discharge. All condensate
drains shall be no-loss and pneumatic powered.
Compressors, dryers and air receivers shall be mounted on a housekeeping pad. Compressors
shall be rotary screw type of the same manufacturer. Compressors 30 horsepower and larger
shall have variable frequency drives. Dryers rated for 120 cubic feet per minute (CFM) or larger
shall be capable of cycling. Air receiver gallon capacity to be sized for at least two times the
demand CFM. All equipment shall be ASME rated.

The compressed air systems piping to be ASME B31.1 aluminum tubing with nickel plated brass
compression marine-grade aluminum fittings or copper tubing shall be type k, hard drawn, class
1 and conform to ASTM B 88 All branches and drops shall be from the top of the compressed
air loop to control condensate.
All compressed air drops shall include a drip leg with manual valve drain and cap, filter/regulator
combination and lubricator. All convenience drops and hose connections shall also include a
3/8-inch and 1/2-inch quick connector. All compressed air drops shall be provided with isolation
valves within reach of operator Service Bays.
Spring-powered general service compressed air hose reels are required at all general
compressed air drops providing 90 psi to 145 psi. In addition, provide hose only connections for
all pneumatic powered pump and tool locations.
Train Wash
Provide hose only connections.
All equipment that produces vibrations shall be isolated from the structure by vibration isolators.
All piping attached to rotating equipment shall be isolated from such equipment by flexible
connections. Inertia blocks shall be provided as required.
Fit water fixtures that enable spraying at high pressure with lower volume to reduce water
consumption.
17.4.16 Natural Gas

Natural gas supply system design to serve all gas loads for space heating, tempering cold
makeup air, water heaters for domestic and wash systems. A UL listed shut-off valve shall be
provided at the connection to each piece of equipment. Provide regulators, drip legs and flexible
connections to all equipment. All gas trains and components shall be UL listed.
Provide an approved earthquake natural gas shut-off valve to automatically shut off natural gas
service downstream of the gas utility meter in accordance with the local gas utility requirements
and regulations.
17.5 HVAC SYSTEMS

HVAC and building automation systems (BAS) shall monitor, control, and manage temperature,
humidity, air velocity, air pressure, rate of air pressure change, dust, odors, smoke control,
smoke movement and smoke direction during fire emergencies to protect and preserve life. BAS
shall have the capability to be operated remotely.
HVAC systems shall be provided for offices, employee areas, shops and maintenance rooms,
operations control center, computer, and miscellaneous electronics equipment rooms.
Dedicated HVAC systems may be required for areas that require uninterruptable conditioning in
case of a sustained primary power outage.
Heating and ventilation systems shall be provided for the ancillary rooms in miscellaneous
wayside structures. HVAC systems for occupied areas shall maintain an acceptable
environment for patrons, operating and maintenance personnel.

HVAC systems for equipment fans shall be designed to prolong the life of equipment through
control of temperature and pressure.
Seismic-restraint systems shall comply with California Building Code requirements. Refer to
structural for wind- and seismic-restraint loading requirements.
17.5.1 Design Parameters

The outside conditions prescribed herein are for determining the required capacities of HVAC
systems. The system equipment shall be suitable for continuous operation (at degraded
capacity) during extreme weather conditions. The ventilation, heating, cooling, and refrigeration
equipment shall continue to operate if the outside temperature reaches 105°F or drops to 0°F.
Title 24 requires HVAC design use the 0.4% ASHRAE design conditions for the current year.
These design conditions may be exceeded for a number of hours per year (due to outside
temperatures exceeding the ASHRAE 0.4% design conditions.) While designing to the ASHRAE
0.4% conditions by definition indicates that design set points will be exceeded during peak
periods, typical design often requires a minimal amount of over sizing so that control is always
maintained.
Systems that utilize electric resistance heating as the primary heating source are prohibited.
17.5.2 Inside Conditions for Normal and Congested Operations

The number of air changes per hour (total air volume circulated) shall be based on the
requirements of applicable codes, heating and cooling loads, or odor control (whichever is
greater). Ventilation systems shall be designed to provide cross ventilation. The outside
requirement shall be in accordance with ASHRAE 62.1 requirements for all spaces being
heated, ventilated, or air conditioned.
Table 17-3 details indoor design conditions for yards and shops, the train control center, and
ancillary rooms. Ancillary rooms with electronic equipment may impose more stringent heat
removal requirements. Designer shall analyze each room individually, and shall provide an ECS
that will provide a room climate suitable for efficient equipment operation.
TABLE 17-3. INDOOR DESIGN CONDITIONS

Indoor Design Conditions
Winter1 Summer2
Space (F°DB) (F°DB) (% RH)3
Battery room 55 78 50
Closed circuit television room 68 78 50
Computer room 68 78 50
Conference room 68 78 50
Crew room 68 78 50
Electrical equipment room 55 105 —

TABLE 17-3. INDOOR DESIGN CONDITIONS

Indoor Design Conditions
Winter1 Summer2
Space (F°DB) (F°DB) (% RH)3
Elevator machine room 55 78 —
General offices 68 78 50
Locker rooms 68 78 50
Lunch rooms 68 78 50
Main control room 68 78 50
Maintenance service bays 65 85 50
Mechanical equipment room 55 105 —
Reception area 68 78 50
Security control room 68 78 50
Shops 68 — —
Showers 68 78 --
Staff room 68 78 50
Standby power generator room 55 105 —
Storage areas 55 — —
Tape storage room 68 78 50
Telephone equipment room 55 78 —
Toilets 68 — —
Training room 68 78 50
Trash rooms 55 — —
Uninterruptible power supply (UPS) room 55 78 —
Yard control room 68 78 50
Notes:
1 Winter temperatures are based on the following parameters:
a. Rooms requiring the temperature to be maintained well above freezing to avoid maintenance problems:
55°F.
b. Rooms requiring no heating: no value provided. These rooms may be ventilated by transfer air.
2 Summer temperatures are based on the following parameters:
a. Rooms occupied by personnel dressed in office attire: 78°F

b. Rooms with solid state electronic equipment: 78°F (to avoid maintenance problems)
c. Rooms that may be cooled by ventilation only: 105°F (ambient + 10°F)
d. Rooms requiring no cooling: no value provided. These rooms may be ventilated by transfer air.
Where:
°F = Degrees Fahrenheit
°F DB = Degrees Fahrenheit Dry Bulb
%RH = Percentage Relative Humidity
3 Humidifiers are not required except Computer Room required to maintain 50% RH per ASHRAE

17.5.3 Design Velocities for Air Distribution Systems

Design velocities shall be selected to provide the required system performance and to minimize
pressure loss and energy consumption, air-borne noise generation, draft, and the intake of dust
particles. The design velocities in air distribution systems are described below:
• Sheet metal supply and return air duct sizes shall be determined in accordance with the
requirements prescribed for low velocity air distribution systems in the duct design
chapter of the ASHRAE Fundamentals, Society of Sheet Metal Contractors National
Association (SMACNA), or Air Conditioning Contractors of America (ACCA) duct design
guidelines.
• Supply registers shall be selected for throw and noise criteria. (Noise criteria are stated
in Section 17.5.4. Throw must be consistent with room architecture).
• Variable air volume (VAV) terminals shall be selected for required air flow, pressure, and
noise criteria.
• Diffusers shall be selected for throw and noise criteria.
• Exhaust and return grilles shall have a capacity based on maximum velocity of 750 fpm
over the gross area.
• Transfer grilles shall have a maximum velocity of 600 fpm over the gross area.
• Transfer louvers shall have a maximum velocity of 600 fpm over the gross area.
• Fan sound attenuators have a maximum air velocity of 2,000 fpm over the gross area.
17.5.4 Noise Criteria

A proper acoustical environment is as important to human comfort as any of the other
environmental factors controlled by BAS. Improper design of BAS equipment can create an
unacceptable acoustic environment. The primary objective of BAS acoustical design is to
achieve acceptable sound levels for all activities and people involved; however, this does not
necessarily mean the lowest possible sound levels. Because of the wide range of activities,
appropriate indoor acoustical design levels will vary considerably from room to room and
acceptable outdoor levels will depend on local ambient sound conditions. Proper sound levels at
various listener locations shall be achieved by controlling the sound generation of the various
sources and the sound transmission from the sources to the listeners.
Sound control for environmental control systems shall be designed in accordance with the
procedure outlined in the noise and vibration chapter of the Handbook of Systems and
Applications (ASHRAE), and shall comply with local municipal codes and ordinances.
17.5.5 HVAC Systems and Equipment
Maintenance Shops
Roof-curb, mezzanine- or platform- mounted commercial packaged makeup air units and
heating and ventilating units shall be provided with insulated cabinet casing of galvanized steel
construction, steel frame construction, centrifugal supply fan with motor and direct-drive
assembly, motor starter and fusible disconnect switch in the National Electrical Manufacturers

Association (NEMA) 3R rated enclosure, direct-fired gas heating furnace with modulating gas
burner controls with 30% minimum turndown, replaceable MERV 8 prefilters section, modulating
outdoor air intake and return air dampers and mixing section, insulated and seismic-rated
prefabricated stationary curb. Heating and ventilating systems serving the shop facilities shall be
designed to maintain a positive pressure in the shops with respect to the outdoors during the
heating season, by means of allowing the minimum outdoor air supply to exfiltrate through
doorways and wall construction.
Cooling shall be provided through the use of evaporative cooling, integrated with the heating
and ventilating units. Evaporative cooling may be direct or indirect, depending upon the local
wet bulb design temperature. Provide water circulation pump, overflow drain and
thermostatically controlled drain to prevent freezing.
Heating and ventilation unit shall be provided with air to air heat exchanger or heat pipe to
reclaim the energy from exhaust air stream.
Equipment motors shall be of premium efficiency type to meet or exceed the minimum efficiency
requirements for electric motors as specified under the International Energy Conservation Code.
High Volume/Low Velocity (HVLV) fans or High-Level-Circulators (HLC) serving high-bay shop
areas. HLCs shall be factory fabricated, packaged, roof curb mounted units equipped with axial
fan with reversible motor and drive assembly, mixing box with motorized dampers capable of
being automatically indexed to operate in either the outdoor air supply, the recirculation
(de-stratification), or the exhaust air mode of operation, a downward angular discharge nozzle
designed to project air downward to the floor level at 45 degrees from the horizontal in either the
supply mode or the recirculation (de-stratification) mode of operation. HVLVs shall be factory
fabricated, structure mounted units with reversible motor and drive assembly, with a remote
control panel for fan direction and speed control.
Exhaust fans serving the battery room and parts cleaning solvent degreasing tank fume hoods
shall be of spark resistant, explosion proof design, and the sheet metal exhaust ductwork shall
be of G90 galvanized steel construction.
Façade mounted outdoor air intake louvers with motorized isolation dampers for provision of
additional outdoor air makeup during the summer season.
For exhaust air ductwork serving maintenance pits/lower level work areas in shop floors,
under-floor supply air ductwork shall be constructed of schedule 40, fiberglass reinforced
thermosetting resin epoxy (FRTRE) piping or high density polyethylene (HDPE) ductwork.
FRTRE shall include #10-gauge, American Society for Testing and Materials (ASTM) A167,
American Iron and Steel Institute (AISI) type 316 stainless steel welded sheet metal transitions
to pit sidewall exhaust air grilles, and with flanged, neoprene-sheet-gasketed, silicone-sealed
and bolted junctions to sheet metal ductwork connections, both above grade and underground,
to provide airtight and watertight connections.
Gas-fired unit heaters shall be suspended locally within the shop, where supplemental heating
is required, and shall be provided with local space thermostatic temperature control, integrated
with the BAS.
Nitrogen oxide (NOx) and carbon monoxide (CO) gas monitoring and alarm control system shall
be provided in maintenance shops, to automatically energize exhaust fans upon detection of a

leakage of products of combustion, and signal to actuate a local audio/visual alarm and a
remote central alarm at the “head end” of the BAS temperature control system.
A remote, central, programmable electrical/electronic ASHRAE Building Automation and Control
Network (BACnet) protocol type DDC BAS (Direct Digital Control Building Automation System),
automatic temperature controls system shall be fully integrated to automatically monitor and
regulate the operations of the heating and ventilating systems as necessary to continuously
maintain the heating and ventilation systems within specified tolerances, year-round, complete
with local manual override controls, where appropriate.
Paint Booth
Air replacement units shall be designed to provide ambient or tempered air to replace the air the
booth withdraws from the facility. Replacement air shall be drawn directly from outside. An air
replacement unit shall be installed to supply tempered and filtered air to the booth, minimizing
temperature variations and removing particulates that compromise finish quality. Heating shall
be provided as recommended by the spray paint equipment supplier. To maintain negative
pressure in paint spray booths, the ventilation system for the paint spray area shall be sized so
that the supply air volume is 5 percent less than then air volume exhausted by the paint spray
booth exhaust. The system shall be complete with heater, filters, motor and blower, controls,
mounting hardware and auxiliary equipment.
The number of air changes per hour (the ventilation rate) shall be as recommended by the spray
paint equipment supplier, but the number of changes shall not be less than the rate required by
the applicable codes. The filtration of supply and exhaust air shall be provided as recommended
by the spray paint equipment supplier and as required by the applicable codes.
Design and construct exhaust stack to ventilate the booth to the outside. The stack shall
discharge vertically for adequate exhaust air flow and shall extend a minimum of 15 feet above
the roofline or as required by local codes and according to the requirements of authorities
having jurisdiction. Ensure that all separation and emission requirements of local codes and
according to the requirements of authorities having jurisdiction separation are met.
Provide a complete set of single-stage filtration media made for paint spray booth, tested to at
least 99.00% particulates removal efficiency and field to meet the performance and reliability
requirements. The filter shall be approved by National Emission Standard, based on 40 CFR
Part 63 Subpart H consistent with ASHRAE 52.1.
Exhaust fan motors and temperature control equipment shall be explosion-proof construction.
Spray finishing operations shall be in accordance with the CFC.
Mechanical and Electrical Rooms

Ventilation systems will be provided to serve mechanical and electrical equipment rooms, with
makeup air and exhaust air flow rates adequate to absorb the heat dissipated by the mechanical
and electrical equipment while maintaining the space temperature below the maximum
allowable setpoint limits, and while, during the heating mode, maintaining the space
temperatures high enough above the dew-point temperature to prevent the condensation of
water vapor (sweating) on the surfaces of electrical contacts. Heating will be provided by means
of the provision of indoor, suspended, packaged, heating water type unit heaters. Outside air

gravity intakes will include motorized dampers to provide makeup air to the room while the
exhaust fan is operating. All the exhaust fans, 3 hp and larger, serving the mechanical room,
electrical room and compressed air room are to be operated with variable frequency drive.
Gas fired boiler equipment in mechanical equipment rooms will be providing hot water to all the
terminal boxes serving administration areas and heating hot water unit heater throughout the
facilities. The boiler will be a condensing boiler with two booster pumps, one in use and one
standby. A carbon monoxide (CO) gas monitoring and alarm control system shall be provided in
each boiler room, to automatically shut-down the burners upon detection of a leakage of
products of combustion, and signal to actuate a local audio/visual alarm and a remote central
alarm at the “head end” of the BAS temperature control system. Prefabricated, double-wall,
sheet metal type breechings will be provided for gas-fired boiler, terminating outdoors in a code
compliant manner.
Exhaust fans serving the battery room and the gas meter room shall be of non-sparking fan
wheel construction, and any equipment mounted within the battery room and the gas meter
room shall be of explosion-proof design and construction. Supply and exhaust air ductwork
installed within the boundaries of the gas meter room and the battery room, including the battery
charging benches exhaust hoods, shall be of G90 galvanized steel construction. The battery
room and the gas meter room makeup air systems shall operate with 100% outdoor air and
shall each be dedicated and independent makeup air systems, designed for continuous
operation, and shall be provided with emergency power. The battery room exhaust air ductwork
main shall be provided with an air flow monitoring switch that, upon detection of a loss of
exhaust air flow, shall operate to automatically shut down the battery charging system, and
actuate an audio-visual alarm signal, both locally and remotely via the BAS.
Office Systems
All air handling equipment drive motors shall be of premium efficiency type to meet or exceed
the minimum efficiency requirements for electric motors as specified under the California Title
24.
Equipment mounted outdoors that are equipped with factory provided, unit mounted motor
starters, shall be provided with NEMA-4X rated starter enclosures, and indoor mounted motor
starters shall be provided with NEMA-12 rated starter enclosures.
The remote, programmable electrical/electronic ASHRAE Building Automation and Control
Network (BACnet) protocol type DDC BAS (Direct Digital Control Building Automation System),
automatic temperature controls system shall be fully integrated to monitor and automatically
regulate the operations of the HVAC systems as necessary to continuously maintain the
heating, cooling and ventilation systems within specified tolerances, year-round, complete with
local manual override controls, where appropriate.
Heating, ventilating and air conditioning units serving administrative office areas, break rooms,
locker rooms, toilets, conference rooms, multipurpose rooms and corridors shall consist of the
following:
• Factory fabricated, packaged, variable-air-volume (VAV) type roof mounted air handling
units or dedicated outside air system (DOAS).

• Units shall be equipped with double-wall insulated exterior galvanized steel casing with
steel frame construction, stationary seismic roof curb, supply fan, return/exhaust fan, fan
motors and variable-frequency-drive (VFD) assemblies.
• Chilled water or direct expansion (DX) cooling coil, pre-heat section, freeze protection
thermostat with hard-wired shut-down signal to unit motor starter.
• Discharge air temperature sensor, return air temperature sensor, mixed air temperature
sensor, MERV 8 prefilter and MERV 13 final filter section. Higher performance air filters
shall be considered in areas identified as exposed to poor air quality during wildfire
season.
• Mixing box with fully-modulating outdoor air intake, return air and exhaust/relief air
motorized dampers, with an outdoor-air-intake air flow measuring station, with 100%
outdoor air economizer capability. Allow for demand control ventilation (based upon CO2
levels) and outside air shut-off should outdoor air quality be poor and internal conditions
allow.
• Air cooled chiller or refrigeration coils with compressors, condenser coils, condenser
fans, refrigeration piping.
• Integral electronic temperature controls system with BACnet protocol compatible
interface connection to remote central DDC BAS control system head-end computer.
• Variable frequency drive.
HVAC systems, except those serving restrooms and locker rooms, shall be designed to
maintain a positive pressurization of the conditioned space relative to adjacent corridors,
adjacent non-conditioned zones, entrances and the outdoors, to mitigate infiltration. HVAC units
serving multiple zones shall be provided with variable air volume (VAV) temperature controls
with variable frequency drives on supply and return/exhaust fans, with pressure-independent,
pressure independent type VAV duct terminal units provided in their associated ductwork
distribution systems, and with heating hot water type baseboard radiation heating, radiant
flooring, or VAV box integral heating hot water reheat coils.
A duct mounted smoke detector shall be installed in the return ductwork of each HVAC unit of
2,000 CFM or greater capacity, which shall operate to shut-down the unit through the remote
central fire alarm control panel, upon activation. HVAC units of 15,000 CFM capacity and
greater, where applicable, shall be additionally provided with smoke dampers and smoke
detectors installed in their ductwork systems, as required by code.
A/C Equipment and Accessories

• For indoor units each unit shall be completely pre-piped and pre-wired internally.
Compressors shall be a heavy-duty, semi-hermetic type. The fans shall be belt-driven,
centrifugal with forward-curved blades and double inlets. Fan motors shall have an
adjustable mount and an adjustable sheave to vary the fan speed. The re-heating
apparatus shall be electric. Air filters shall be provided for pre-filter and final-filter.

• For outdoor units, the condensers shall maintain adequate condensing temperature for
an ambient air temperature range of 0°F to 105°F. Air-cooled condensers shall have
direct-driven propeller fans.
To maintain step control for temperature conditions, a solid state control system shall be used.
The indoor temperature and humidity sensing elements shall be located in the return air stream.
Provide at least two states of cooling and up to three states of reheat as required to maintain
close room temperature tolerances. The humidity controller shall consist of one stage of
humidification and one stage of dehumidification. The outside air sensors shall be provided in
the fresh air intake duct. System operating mode configurations shall range from full cooling with
minimum outside air to maximum free cooling with 100 percent outside air.
Air conditioning equipment serving the OCC shall be wired to the standby power supply as
prescribed in the Facilities Electrical Systems requirements chapter of these criteria.
Ancillary Space HVAC Systems
Communication Rooms
The air conditioning system, when required, shall be designed so that the minimum outside air
requirement is satisfied. Provide ventilation in accordance with ASHRAE 62.1. Maintain positive
pressure within the space. Supply air shall be filtered.
The cooling load shall be calculated based on a summation of the following heat gains:
• Internal equipment load
• Lighting load of 1W/ft2 (or actual lighting load if available)
• Outside air load
• Solar and transmission gains (where applicable)
Air handing unit equipment shall be of the DX split-system type, with an air handling unit in the
room adjacent to or within the communication and server room. Air handing units shall include
filters, DX cooling coils, and centrifugal fan, and a condensate drain pan. Installation shall
include automatic temperature controls and a remote, air-cooled condensing unit. Although not
essential, a system with dual compressors (each with 50 percent capacity), is preferred.
Condensing unit for aerial and at-grade communication and server rooms shall be located
outdoors. A condensing unit may be part of the air handling unit, or it may be remote from it.
Where chilled water is conveniently available, an air handling unit with chilled water coils shall
be provided.
The operation and control of the HVAC system shall be controlled by a room thermostat. The
ventilation system will be automatically shut down in the event of fire or smoke detection within
the communication and server rooms. The system shall have provisions so that high
temperature indicators can transmit a summary fault indication to the OCC.

Auxiliary Electrical Rooms

Ventilation system shall be provided at the air intake to the space and a positive pressure shall
be maintained when the system is in operation.
The ventilation capacity shall be based on a summation of the following internal heat gains:
• Four percent of the installed transformer capacity
• Heat rejected by the electrical equipment
• Solar and transmission gains (where applicable)
• A lighting load of 1 W/ft2 (use actual lighting load when available)
The system shall consist of one or more supply fans, distribution ductwork and devices, air
filters, motorized damper, automatic temperature controls, and intake and exhaust louvers. Use
of exhaust fans shall be minimized.
Each system shall be controlled by an adjustable thermostat within the ancillary room having the
highest continuous heat load served by the supply fan being controlled. For example, the fans
shall start when the space temperature rises to 86°F or above and stop when the temperature
falls to 80°F or below. Local manual control via a time switch shall be provided for operation of
the ventilation system during human occupancy of the room. The ventilation system shall be
automatically shut down in the event of fire or smoke detection within the room. A positive
pressure within the room shall be maintained when the system is in operation.
Miscellaneous Ancillary Rooms

Ventilation shall be provided for each ancillary room shown on the Contract Drawings. Air shall
be discharged to outdoors. Ventilation air shall be provided as required and shall be taken from
adjacent areas or outside as applicable. When taken from outdoors, air shall be filtered. Each
ventilation system shall be shut down automatically in the event of the detection of fire or smoke
within the area served.
For the operation and control of the toilet rooms, an exhaust fan shall be provided that operates
only when associated lighting is energized, with a time-delay on the light “off” switch. The
ventilation system shall operate continuously in the following rooms: trash, sewage ejector,
sump-pump, and battery rooms. Ventilation system shall be actuated by the light switch with
time-delay off in custodial and storage room. In the elevator machine rooms, and the electrical
equipment rooms, the ventilation system shall be controlled by a room thermostat and by
manual override. Ventilation system shall be automatically shut down in the event of fire or
smoke detection within the room.
Covered Outdoor Work Areas

Outfit major facilities identified as vulnerable to extreme heat with industrial/commercial grade
evaporative coolers (swamp coolers), or alternative with SCRRA approval which can reduce
temperatures in covered outdoor areas such as locomotive shops. Implementation shall
consider the impact on water use to ensure the increase in demand does not jeopardize the

supply to other demands and this system must include a shut-off to allow elimination of water
use during water shortage events.
17.5.6 Piping Systems

All piping systems shall be designed to meet the requirements of American National Standards
Institute (ANSI) B31.9. All pipe fittings, flanges, valves and accessories shall comply with ANSI
B16, in all applicable sections for dimensional requirements. All piping systems shall be
designed and arranged for neat appearance, properly sloped for drainage and venting, and
properly supported, guided, and anchored to provide complete flexibility and to maintain the
integrity of all systems without any damage or leaks under all operating conditions. All valves
and accessories shall preferably be arranged in a manner so as to be accessible for operation
without the use of chains or additional operating platforms. Where this is not possible, and
valves are above 6 feet, they shall be chain-operated. Sleeves and escutcheons shall be
provided wherever pipes pass through walls. Provide fire-rated assemblies for pipe passing
through fire-rated walls and floor / ceiling assemblies.
Pipe Unions or Flanges

To facilitate easy removal for servicing, unions or flanges shall be provided on both the inlets
and the outlets of all apparatus, isolation valves, control valves and accessories. Wherever two
pipes made of dissimilar metals are connected, a dielectric union shall be used to isolate the
two pipes from each other. Dielectric unions and flanges may also be required for cathodic
protection.
Valves
Isolation valves shall be provided on both sides of such apparatus as chillers, pumps, heating
coils, control valves, multiple installations and piping branches. The installation of all valves
shall be designed to give a neat appearance and provide easy grouping with all parts accessible
for operation and maintenance. Valve stems shall be in the upright position wherever possible.
Piping Accessories
To ensure the trouble-free operation of all piping systems, all required piping accessories shall
be provided. These accessories shall include strainers, vent cocks, dirt-and-drip legs with
drain-and-flush connections, expansion tanks, liquid flow indicators, balancing cocks, relief
valves, pressure and temperature gauges, etc. All piping accessories requiring maintenance or
replacement of parts shall be installed in accessible places. All dials of gauges and indicators
shall be of sufficient size and arranged to be easily seen and read.
Refrigerant Piping
Refrigerant Piping shall be air conditioning and refrigerant (ACR) copper. Use only brazed
joints.
Pipe Expansion Joints

The use of pipe expansion joints shall be avoided wherever possible. Pipe systems shall be
arranged to have sufficient offsets and expansion loops to accommodate thermal expansion and

vibration. Pipe expansion joints may be used only where pipe expansion loops are impractical.
All such expansion joints shall be stainless steel or monel metal. They shall be the
double-compensating type, with an anchor in the middle. These shall be guided on both sides in
strict accordance with the manufacturer’s recommendation. All expansion joints shall be flanged
to facilitate easy and quick replacement.
Flexible Pipe Connections

Flexible pipe connectors are used such as on resiliently mounted air handling units and pumps,
these flexible pipe connectors shall be of stainless steel or monel construction with flanged ends
for quick and easy dismantling from the pipe systems. They shall be of sufficient length to
provide an overall stiffness less than the resilient mounts used for supporting the apparatus.
Pipe Supports, Hangers, Guides and Anchors

Pipe supports, hangers, guides and anchors shall be designed to assure proper alignment of all
pipes for operating conditions. The forces caused by seismic events, the motion of the fluid, the
weight of the fluid, piping, valves and insulation and thermal expansion / contraction shall be
considered as appropriate. All hangers and supports shall be so arranged as to prevent the
transmission of vibration from the piping to the structure. Anchors and guides shall be designed
to allow pipes to expand and contract without a build-up of excessive stress. Pipe rollers shall
be used with all hangers where pipe movement due to expansion or contraction exceeds 0.5
inch. Flexible pipe connectors and/or spring hangers of constant or variable load types as the
case requires, shall be used when piping is connected to vibrating equipment and where
supporting vertical pipes
Insulation
Mineral fiber insulation with a Kraft facing vapor barrier shall be used on indoor piping as
appropriate. The adhesive used to adhere the jacket of facing to the insulation shall meet the
fire and smoke hazard ratings as tested by procedures ASTM E84, NFPA 255, and UL 723. In
addition, this adhesive shall not exceed a flame spread of 25, a fuel contribution of 50, and a
smoke development of 50. Accessories such as adhesives, mastics, cements, tapes, and cloths
for fittings shall have similar component ratings. Insulation for chilled water supply and return
piping, and cooling tower condenser return (to water chiller) piping shall be two-piece, heavy
density, sectional insulation jacketed with an embossed vapor barrier laminate. Insulation for
refrigeration suction piping shall be a one half-inch thick (minimum) slip-on type pre-molded
cellular glass or one-inch flexible elastomeric closed-cell or expanded rubber insulation.
Wrap refrigerant piping in flexible elastomeric insulation, thickness as required by ASHRAE
90.1. Insulate suction and gas piping separately. Provide PVC jacket in mechanical rooms and
other areas subject to damage. Provide stainless steel jacket outdoors above grade.
17.5.7 Pumps
As conditions dictate, pumps shall be either single- or double-suction. Pumps shall be arranged
so that they can be serviced without any removal of the piping system. This shall include any
disconnection of piping from the pumps. Pumps shall have the following characteristics as listed
in Table 17-4.

TABLE 17-4. PUMP CHARACTERISTICS

Pump Characteristics
Maximum pump speed (less than 1.5 hp) 3,300 RPM
Maximum pump speed (1.5 hp and larger) 1,800 RPM
Operating efficiency at design flow rate Within 5 percent of maximum efficiency
Pump type Non-overloading
17.5.8 Equipment Foundations

All floor-mounted equipment shall be placed on reinforced concrete housekeeping pads at least
4 inches high. Pads shall be tied to the floor by floor-reinforcing bar grid, dowels, or anchor
bolts.
17.5.9 Equipment Access

Provide sufficient clearance for the installation and removal of each completely factory-built item
of equipment. Provisions shall be made in the form of monorails, lifting hooks, and/or removable
panels for the installation and removal of equipment. Structural openings shall be sized so that
each completely factory-built item or equipment can be installed or removed without
disassembly or special construction / demolition.
17.5.10 Vibration Isolation

All equipment that produces vibrations shall be isolated from the structure by spring or
rubber-in-shear vibration isolators. All piping and ducts attached to rotating and oscillating
equipment shall be isolated from such equipment by flexible connections. Inertia blocks shall be
provided as required. Vibration control for environmental control systems shall be designed in
accordance with the sound and vibration, control chapter of the Handbook of Systems and
Applications (ASHRAE, latest edition).
17.5.11 Air Filtration

Supply air units shall be provided with replaceable media filter sections arranged in banks as
appropriate. Air filter material shall be rated UL Class I and ASHRAE 52.2.


18.0 FACILITIES ELECTRICAL SYSTEMS

18.1 SCOPE
This chapter lists the requirements for the design, installation, and operation of the electrical
systems and equipment throughout SCRRA facilities. These criteria cover AC power electrical
distribution systems and equipment, lighting; communications systems; power supply control
equipment; emergency power systems; clocks and alarm systems; CCTV and station public
address systems; fire alarm and protection systems. The electrical distribution systems shall be
coordinated with and provide power to all heating, ventilation, and air conditioning equipment,
other mechanical equipment, all industrial repair equipment, pumping equipment and all other
devices requiring power.
is designed to be resilient to future climate conditions. If the site is vulnerable to flooding, wildfire
(directly or indirectly), increased ambient temperatures or other environmental hazard, electrical
systems must be designed to mitigate potential impact.

The latest edition of the following standards, codes, and guidelines shall be used for design of the
ac power and lighting system.
18.3 ELECTRICAL SERVICE

The incoming power service shall be provided by local utility. The incoming power service
infrastructure shall meet all of the technical requirements of the utility provider and shall be in
accordance with the National Electrical Code for locations where local utility provider has no
jurisdiction. A duct-bank for local power utility service shall be furnished as required by the local
utility. The facilities shall be served at 480/277 volts, 3 phase, 3 wire or 4 wire as required. Power
shall be distributed throughout the facility at the highest voltage possible, 480/277 volts. Step
down transformers will be provided locally to feed all 208/120 volts 3 phase, 4 wire loads.
A minimum of 25% spare capacity shall be provided for all electrical and communication
equipment at all levels including switchboards, transformers, panelboards, cable tray/conduit fills,
circuit loadings, electrical equipment spacing requirements, floor architectural spacing, number of
spare conduits for each system, panel, rack, cable tray etc.
The following utilization voltage levels shall be provided in the facility:
• Lighting: 120 or 277-volt, 1 phase
• Convenience outlets: 120 VAC
• Motors under ½ HP: 120 VAC or 208 Volt, 1 phase

• Motors larger than ½ HP: 480 VAC (1 phase or 3 phase as required)

• Maintenance equipment: 480 VAC (1 phase or 3 phase as required)
• Small mechanical equipment: 120 VAC (1 phase)
• Large mechanical equipment: 208 VAC or 480 VAC (1 phase or 3 phase)
18.4 ELECTRICAL DISTRIBUTION CENTER
18.4.1 Switchboards
Incoming electric service for each facility shall be terminated at the AC switchboard. The
switchboard shall include secondary metering for owners use. Switchboards shall be circuit
breaker type, copper bus, 100% rated neutral. Series rated breakers shall be prohibited.
Utility metering shall be located in an accessible area of the station to allow meter reading by the
utility company meter reader without requiring special access or assistance from SCRRA. Where
required, essential and non-essential buses shall be established for distribution to the loads.
18.4.2 Panelboards
Panelboards shall be copper bus with fully rated neutral. All 208/120 Volt, 3 phase, 4 wire and
480/277 Volt panelboards, with 3 wire or 4 wire as required, shall have a main breaker. The main
circuit breaker may be omitted when the panelboard is located in the same room as the device
feeding that panelboard. Series rated breakers are prohibited. All panelboards loads shall be
balanced and provided with accurate typed panel directory. All panelboards shall be of the same
manufacturer and keyed alike.
18.4.3 Wiring Methods

Wiring methods shall meet the following requirements:
• Wiring shall be THWN / THHN insulation. All conductors shall be copper with 600-volt
insulation. All feeders shall be run continuous between power supply point and the load
with no splices. Provide oversized neutrals for electronic circuits with high harmonics
distortion.
• Branch circuit volt wiring shall be #12 AWG minimum. Size wiring to maintain a maximum
of 2% voltage drop, also on a 120-volt, 20 amp single pole breaker:
• Use #12 AWG up to 30 m (100 feet).
• Use #10 AWG up to 45 m (150 feet) or larger as required.
• Minimum size of control wires shall be AWG No. 14.
• Use larger size conductors as required to maintain 5% voltage drop to the servicing panel.
• A ground wire shall be run in all conduits.
• All conduit subject to physical damage shall be Rigid Metallic Conduit.
• All conduits shall be ¾ inch minimum.

• Conduits concealed within walls/ceilings and above 8-foot AFF shall be EMT conduit.
18.4.4 Ground Fault Protection of Equipment

Ground Fault protection shall be provided on the load side of all main and secondary breakers.
Ground fault sensing shall provide maximum coordination so that a ground fault shall trip at the
first upstream breaker from the fault and not cause tripping of another breaker before a preset
time delay.
18.4.5 Metering
Custom-owned metering shall be provided. Each main distribution panel and switchboard shall
include digital metering. Digital metering shall contain/monitor Current, (each phase and neutral),
voltage (l-l, l-n l-n each phase and three phase average), Active power (kW),Reactive power
(kVAR), apparent power (kVA), power factor, active energy (kWh), Demand Current active,
reactive, apparent (present and maximum), THD. Meter shall provide digital outputs for KY
pulsing. Provide software to allow full monitoring of the digital electrical meters. Coordinate with
HVAC controls contractor for electrical meter information send to the BAS system. Utility metering
shall be provided as required by Utility Company in compliance with 18.4.1.
18.4.6 Ambient Temperature Ratings

The designer shall consider future ambient temperature conditions when specifying temperature
ratings for electrical equipment in non-air-conditioned buildings or exterior enclosures. Specifying
50C or 65C rated equipment may be appropriate.
18.5 EMERGENCY POWER SYSTEM
18.5.1 Essential Loads

The designer shall determine essential loads based on facility type and service requirements.
Certain types of loads shall be considered uninterruptable or essential. It is absolutely essential
to minimize interruption of power to safety and system operations. Thus, power interruption should
be limited to the normal transfer time of automatic transfer. Loads requiring uninterruptible power
shall be defined in consultation with SCRRA signal, communications, and information systems
staff. In addition, a generator receptacle with a manual transfer switch shall be provided to supply
power to the emergency power systems. The generator receptacle shall be located on outside
wall accessible for connection to a portable generator.
An increase in electrical outages may be experienced anywhere in the SCRRA system due to
climate impacts (i.e., a spike in power consumption causing a brown out during an extreme heat
day) or Power Safety Power Shutoffs (PSPS) that are planned outages (usually to avoid starting
wildfires during dry/windy weather conditions). These outages can last up to a week therefore the
length of time essential loads need to be supported shall be considered in the sizing of generator
fuel tanks.
SCRRA facilities shall be provided with an emergency generator. The emergency power shall be
distributed throughout the facility through three emergency power systems:

• Life Safety Systems – powering all life safety systems such as; the emergency and egress
lighting, fire alarm system, security systems, and their systems dealing with human life
safety.
• Critical Systems – powering all critical systems such as system rail control (signal)
systems, data server/Radio/Communications equipment rooms and systems, HVAC
systems serving such spaces, UPS systems, and other such loads.
• Emergency Power Systems – all other equipment requested to be on emergency power
such as; HVAC systems, equipment loads, and other such loads
These essential loads shall be on dedicated circuits that can be independently controlled and
energized during a power outage. Emergency power systems shall be hardened and protected
from the effects of climate events. Installing block heaters on generators, adding CMU wall
structures to protect against wildfires and high winds, and elevating systems out of flood-prone
areas shall be considered.
18.5.2 Uninterruptable Power Supply (UPS) System

The UPS system shall have a battery of sufficient capacity to provide the full emergency load
continuously for 30 minutes after a power supply failure, with a minimum final terminal voltage of
115 volts.
The battery charger shall be a silicon-rectifier type with the capacity to supply emergency loads
and charge the battery from a completely discharged condition in approximately 12 hours. It shall
have an adjustable charge rate for equalization and shall provide “no-charge” indication to the
supervisory control system.
18.5.3 Supply Voltages

Power for facilities shall be supplied at a nominal 480/277 volts, 3-phase, 4-wire, 60-Hz.
18.6 EXPOSED CONDUIT WIRING METHODS
18.6.1 Allowable Applications

In general, exposed conduit for wiring within facility areas shall be in metallic conduit or ducts.
Both rigid galvanized steel and intermediate metal conduit are acceptable for exposed conduit
installation. Electrical Metallic Conduit shall be used concealed in walls/ceilings and above 8-foot
AFF where not subject to physical damage. Cable trays may be used in areas where approved.
18.6.2 Conduit Size

All conduit shall be sized in compliance with NEC requirements. Minimum conduit size shall be
¾-inch minimum.
18.6.3 Installation Criteria

Expansion fittings shall be used where conduits cross structural expansion joints and as required
by the thermal expansion and contraction in a length of conduit.

Metallic conduit shall be grounded and bonded to assure electrical continuity and the capacity to
safely conduct any fault current likely to be imposed. Where bare ground wire is run in metallic
conduit, the ground wire shall be bonded to the conduit at both ends to avoid inductive choke
effects.
18.7 EMBEDDED CONDUIT WIRING METHODS
18.7.1 Allowable Applications

Embedded conduit for wiring within facility slabs and underground shall be rigid galvanized steel
or rigid nonmetallic conduit. Both Schedule 40 and Schedule 80 PVC and fiberglass-reinforced
epoxy (FRE) conduit are acceptable rigid nonmetallic compositions for embedded conduit
installations.
18.7.2 Conduit Size

Embedded or buried conduit smaller than 1-inch electrical trade size shall not be used.
18.7.3 Installation Criteria

Minimum cover requirements shall meet or exceed the requirements of NEC for the conduit
composition and voltage class of wiring installed. Areas subject to heavy vehicular traffic shall
have a minimum cover of 24 inches with a 3-inch concrete encasement. Concrete duct banks
under station platforms, roadways or railroad tracks shall be reinforced. Any conduit protecting
MV feeders shall be red in color. All distribution conduits shall be provided with a warning tape
see Chapter 10.9. See Chapter 19 and ES 5001 and 5002 for criteria regarding conduits crossing
under tracks.
Where multiple conduits or ducts are run as a duct bank, plastic spacers shall be used to support
the rows of conduit and to maintain a clear separation of 2 inches between conduits. The
separation provides space for backfill or concrete aggregates, permits the mounting of end bells
or bushings at terminations, and facilitates heat dissipation.
Vertical conduit turn-ups from embedded conduit may be installed with either rigid galvanized
steel or PVC conduit. The PVC conduit for use in this installation shall be ultraviolet-resistant.
18.8 MANHOLES AND HANDHOLES

Manholes should be large enough to accommodate the depth and cross-sectional area of the
duct banks entering and to provide a minimum horizontal workspace of 36 inches clear of cable
supports and a minimum vertical dimension of 7 feet.
Handholes shall be a maximum of 42 inches in depth and shall be covered with a removable or
hinged checkered plate.
18.9 LIGHTING
18.9.1 Interfaces, Management and Control

Provide and coordinate the system-wide lighting design of the Maintenance and Storage Facility
(MSF), including the Interfaces, Management and Control connections to the Energy

Management Control System (EMCS) for operational management and control of the lighting
systems
18.9.2 Lighting
All lighting shall be LED sources. Utilize 3500 kelvin color temperature LED sources for all interior
luminaires. Utilize 4000 kelvin color temperature LED sources for all exterior luminaires. Add
motion sensors to exterior lighting to have the lights at half power absent of motion. Lights to
move to full power when motion detected and stay at full power 20 seconds minimum after motion
detected. All LED luminaires shall be provided with 0-10 volt dimmable drivers and capable of
interface with occupancy control, daylight harvesting, and other controls as required.
Recessed LED fixtures shall be flush hinged steel frame with direct/indirect distribution for all
office, corridor, training, conference rooms, and other such areas in the office areas. Provide
125 acrylic K12 prismatic lens in T-bar ceiling areas for all bathroom/shower areas, and other
non-office areas.
Support light fixtures independently of ceiling suspension systems. Support outlet and junction
boxes independently of conduits running to them.
Plaster frames and rings shall be provided for fixtures which are to be recessed in a plaster or
drywall type ceiling. Suitable trim rings shall be provided for fixtures recessed in ceilings, color to
match ceiling finish.
Lighting in lunchroom/training rooms shall have dimmable drivers with gradual illuminance control.
Shower fixtures to be approved for wet location. Provide separate switch control for each
bank/row of luminaires. Fixtures in unfinished equipment rooms, storage areas to be industrial
LED strip lights with slotted reflectors and wire guards.
Fixtures in maintenance areas shall be stem mount high-bay controlled by three-way switches on
either side of the maintenance access points. Locate fixtures between bays and clear of open
garage doors. Fixtures in wash bay shall be waterproof controlled by weatherproof three-way
switches on either entrance.
Required maintained average light levels shall be in full compliance with IESNA recommended
practice considering typical Dirt Depreciation for each area of occupancy factoring-in Light Loss
Depreciation Factor provided by each luminaire manufacturer. Lighting levels shall be in
compliance with Table 18-1. Required illumination levels below.
All emergency lighting to be in full compliance with local Building Code requirements as well as
IESNA recommended practice. The most stringent requirement shall apply if/where conflict
between two references exist.
TABLE 18-1. REQUIRED ILLUMINATION LEVELS

Illumination Level Max/Min
Areas (Avg. FC) Ration
Interior
Electrical/Mechanical/IT Data Closets Room 20 fc 6:1
Communication Room 45 fc 6:1
IT Room 30 fc 5:1
Training Classrooms Room 35 fc 6:1

TABLE 18-1. REQUIRED ILLUMINATION LEVELS

Illumination Level Max/Min
Areas (Avg. FC) Ration
Maintenance Shop 50 fc 6:1
Shop area 75 fc 3:1
Wheel shop area 75 fc 3:1
Machine Shop 50 fc 3:1
Offices 35 fc 3:1
Stores 10 - 20 fc 3:1
Paint booth 75 fc 3:1
Parking
Open Parking: Parking Lots 1 15:1
Vehicle Access/Parking Circulator 2 10:1
Yards
Rail Yards Storage Areas 1 fc 15:1
Rail Yards Work Areas 10 – 15 fc 10:1
Stations
See Chapter 7 Table 7.2 for Station Illumination Levels
Notes:
1 If the Max/Min ratios recommended in the current IES handbook for Table 10.3 areas are more restrictive, then
IES handbook ratios prevail. Otherwise, Table 10.3 applies.

2 FC values are measured at 30 inches above the finished floor
18.10 CALCULATIONS
18.10.1 Lighting
Lighting shall be designed by point-by-point method utilizing computer generated calculations.
The software used shall be industry recognized and the calculations shall follow IEDNA
procedures. Calculation results shall include maximum, minimum, and average illumination levels
along with the appropriate uniformity ratios and lighting power densities per ASHRAE 90.1.
Calculations shall also include luminaire locations, mounting heights, manufacturer catalog data
sheet with product selections and options indicated, lamp data sheet, wattage, lumens, color
rendering index, color temperature, room surface reflectance values, light loss factors, and
photometric file used.
18.10.2 Short Circuit

Provide short-circuit calculations based on short-circuit capacity in mega-volt amperes (MVA),
which Design-Builder shall obtain from the electrical service provider.
18.10.3 Voltage Drop

Provide feeder voltage-drop calculations for feeders 100 feet and longer. Provide motor circuit
calculations based on 90 percent lagging power factor and voltage drop limited to 3 percent.
Voltage drop for the fan shafts and below-grade Stations shall be limited to 2 percent from the
secondary unit substation to service entrance switchboard/switchgear. Provide a maximum total
voltage drop for feeders plus branch circuits of 5 percent.

18.10.4 Lightning Protection

Provide a lightning risk assessment to be performed per NFPA 780. Provide lightning protection
per NFPA 780, Standard for the Installation of Lightning Protection Systems (previously the
Lightning Protection Code). Provide lightning protection for buildings and structures that are more
than 14 feet above grade.
18.10.5 Grounding
System and equipment grounding shall be in conformance with listed codes.
• Ground resistance to remote earth shall not exceed 5 ohms as measured by the
fall-of-potential method.
• Grounding scheme for electrically conductive or metallic materials running along the
alignment, such as handrails, walkways, or conduits, shall be developed to minimize the
flow of stray currents and limit touch potentials to safe levels.
• Means shall be provided, such as ground rods, to bleed off high fault current and minimize
safety hazard.
18.10.6 Convenience Receptacles

In public areas convenience receptacles shall be spaced not more than 100 feet apart and may
be located flush in a wall or column and be connected to a separate circuit. This circuit shall be
energized only for operation by authorized personnel. In non-public areas of stations, receptacles
may be surface mounted and shall be spaced not more than 20 feet apart and shall be
supplemented where needed for fixed equipment. In shop and utility spaces of maintenance
facilities, receptacles shall be spaced not more than 50 feet apart, not including receptacles
required for fixed equipment. In office spaces of maintenance facilities, receptacles shall be
spaced not more than 20 feet apart, not including receptacles required for fixed equipment.
Receptacles shall be mounted 15 inches above the floor in finished spaces and 48 inches above
the floor in unfinished spaces. Provide receptacles at specific locations identified in Architectural
drawings.
18.10.7 Electric Automobile Charging

• Electric Vehicle (EV) parking spaces that are designated to be electric vehicle stations
shall be provided with electric vehicle supply equipment (EVSE) for the purpose of
conductive charging of the EV.
• Coordinate with architect and owner for the specific locations of EV charging stations.
EVSE shall be suitable for use by the general public typically at public parking areas,
transit stations, parking garages and Maintenance and Storage Facility employee and
visitor parking lots.

• EVSE installations shall comply with the 2020 Edition of the NEC – Article 625 – Electric
Vehicle Charging System. Provide the appropriate EVSE to accommodate the following
charging levels as defined by the Society of Automotive Engineers SAE J1772.
o Level 1: 120VAC delivered to the EV; full charge time is typically 11 to 16 hours
depending on the EV. Level 1 is anticipated for long-term or overnight parking.
o Level 2: 208-240 VAC delivered to the EV; full charge time is typically 4 t0 7 hours
depending on the EV. Level 2 is anticipated for shorter term parking likely during the
work day for commuters.
• EVSE shall be of the same model and manufacturer providing the same functionality, user
interface, communication protocol and supported by a single software package. Software
shall allow for adding future EVSE and shall provide the owner with a comprehensive
system to manage, track, and report on energy usage and revenue collection at individual
EVSE.
• In addition to power to each EVSE, provide communications to each EVSE. If wireless
communication is utilized on the EVSE, provide a ¾” inch empty communications conduit
for future use.
• Provide traffic-rated concrete bollards around EVSE to prevent accidental damage from
traffic.
18.10.8 Cell phone recharged station

Provision for cell phone recharged station shall be provided.
18.10.9 Solar Panel

Provisions for future solar power shall be provided to include but not limited to allocated rooftop
and/or carport space, allocation of power conduits, and panel capacity for installation. Solar
panels shall be considered with energy storage (minimum capacity for emergencies). Space and
consideration for connections shall also be identified for installation of future energy storage
systems.
18.10.10 Fare Vending, Collecting, Gates

Provisions for fare vending, collection and gates shall be provided. The equipment shall be fed
from a panelboard located in the electrical room. Provide raceway for future equipment.
18.10.11 Illuminated Signs

The number and location of patron direction and information signs and whether internally or
indirectly illuminated shall be as shown and described on architectural drawings. Exit signs for
passenger stations shall be provided in accordance with the above reference.


19.0 SOIL AND WATER AND ATMOSPHERIC CORROSION CONTROL

SYSTEMS
19.1 GENERAL
Design of the corrosion control systems shall conform to a 50-year design life for buried structures
and a 100-year design life for stations and consider the infrastructure design life. Corrosion control
provisions shall be required for all facilities when corrosion failure of such facilities may affect
safety or interrupt continuity of operations. Corrosion control systems shall be economical to
install, operate, and maintain. The geotechnical engineer, with the assistance of a registered
corrosion engineer or NACE Certified Corrosion Specialist or Cathodic Protection Specialist, shall
provide recommendations regarding the corrosivity of the environment and potential control
measures.
The basic design criteria shall meet the following objectives:
• The service life of SCRRA system facilities shall be maximized by avoiding premature
failure caused by corrosion.
• Minimize aesthetic deterioration resulting from the failure of material coatings and the
consequential onset of visible corrosion;
• Minimize detrimental effects of stray earth currents during normal transit operations to
facilities owned by SCRRA and others. Annual operating and maintenance costs
associated with material deterioration shall be minimized.
• Continuity of operations shall be enhanced by reducing or eliminating corrosion-related
failures of systems and subsystems.
All design relating to implementation of the corrosion control requirements shall conform to or
exceed the requirements of the latest versions of codes and standards identified in this DCM and
shall be compatible with relevant safety requirements.
Protection of metal structures shall include, but may not necessarily be limited to, corrosion control
techniques such as coating, electrical isolation, electrical continuity, and cathodic protection.
Corrosion control measures provided by others, for facilities owned by others, shall be taken into
account in the design. Coordination with the owners of the facilities shall be required to avoid
conflicts, such as interference with cathodic protection systems, trackwork, electrification,
signaling, and communications designs.
The designer shall identify concrete structures that may be subject to attack and shall specify
cement types in accordance with ASTM C150-07, Standard Specification for Portland Cement.
For severe environments, supplemental concrete coating systems, increase of concrete cover,
addition of corrosion inhibitors in concrete mix may be required, as well as potential cathodic
protection of the reinforcing steel within the concrete.

Structures that may be affected by soil and water corrosion shall be identified. Typically these
include, but are not necessarily limited to:
• Buried and on-grade reinforced concrete structures
• Metallic piping systems (water, fire water, sewage, storm water, fuels, etc.)
• Underground storage tanks
• Electrical conduits and control systems
• Rails and rail fasteners
Ductile iron pipe should have a surface preparation pursuant to the National Association of Pipe
Fabricators (NAPF) 500-03-04 for pipe and NAPF 500-03-05 for fittings.
The corrosion control designs shall be coordinated with other project element designs, including
mechanical, Utilities, electrical, civil, structures, trackwork, traction power, vehicles,
environmental, geotechnical, architecture, grounding, signaling, communications, safety, and
security in order to produce a fully comprehensive and integrated design.
The project site must be assessed for climate vulnerability (see Section 3.3), to ensure any work
19.2 MATERIALS AND STRUCTURES
19.2.1 Pressure Piping

All pressure piping and conduit shall be non-metallic, unless metallic materials are required to
adhere to SCRRA standards and/or the utility owner’s standards. Aluminum and aluminum alloys
shall not be used.
All new buried cast iron, ductile iron, and steel pressure piping within SCRRA ROW shall be
cathodically protected. In general, sacrificial galvanic anodes to minimize interaction with other
underground utilities are the preferred corrosion protection system. Corrosion protection systems
will adhere to the following minimum criteria:
• Comply with existing standards and specifications of the owner.
• Comply with federal, state, and local codes for regulated piping.
• Apply protective coating as described in Section 19.4, Coatings. All coatings shall be
electrically tested to ensure they are holiday-free prior to backfilling. Holiday detector
voltage shall depend on coating thickness in accordance with manufacturer
recommendations and in accordance with NACE RP0274 and SP0188.
• Piping encased in concrete, including thrust blocks, shall be provided with a coating
material extending minimum of 6 inches beyond the concrete to soil interface.
• Provide electrical isolation of pipe from interconnecting pipe, casings, rebar, and other
structures and segregation into discrete electrically isolated sections per
Section 19.3.1, Electrical Insulation of Piping.

• For pressure piping entering facilities below grade, pipe shall be electrically isolated
immediately inside of the wall penetration. For pressure piping entering facilities above
grade, pipe shall be electrically isolated immediately outside of the wall penetration. Pipe
penetrations through walls and floors shall be electrically isolated from building structural
elements, including rebar and building grounding system.
• Provide electrical continuity through the installation of copper wires across all mechanical
pipe joints per Section 19.3.2, Electrical Continuity of Underground Piping, with the
exception of insulating flanges.
• Provide permanent test/access facilities to allow for verification of electrical effectiveness
of insulators and coating and electrical continuity. Additional test/access facilities installed
at intermediate locations shall be at the discretion of SCRRA.
19.2.2 Copper Piping

Buried copper piping shall be electrically isolated from non-buried piping, such as that contained
in a station structure, through use of an accessible insulating union installed where the piping
enters through a wall or floor. Pipe penetrations through the walls and floors shall be electrically
isolated from building structural elements. The insulator shall be located inside the structure and
not buried.
• Electrically insulate underground copper pipe from dissimilar metals and from above
ground copper pipe with insulating devices per NACE SP0286.
• Electrically insulate cold water piping from hot water piping systems.
• Place buried cold water copper tubing in an 8-mil polyethylene sleeve or encase in double
4-mil thick polyethylene sleeves and bed and backfill with clean sand at least two inches
thick surrounding the tubing. Clean sand should have a minimum resistivity of no less than
3,000 ohm-cm, and a pH of 6.0–8.0.
• Buried hot water tubing may be subject to a higher corrosion rate. Protect hot copper
tubing by one of the following measures:
o Prevent soil contact. Soil contact may be prevented by placing the tubing above
ground or encasing the tubing with PVC pipe with solvent-welded joints.
o Apply cathodic protection per NACE SP0169.
19.2.3 Gravity Flow Piping (Non-Pressured)

Corrugated steel piping shall be internally and externally coated with a sacrificial metallic coating
and a protective organic coating. Cast or ductile iron piping shall be designed and fabricated to
include the following provisions:
• An internal mortar lining with an external bituminous coating on ductile iron pipe only (not
required for cast iron soil pipe)
• A bonded protective coating or unbonded dielectric encasement on the external surfaces
in contact with soils (AWWA C105)

• A bituminous mastic coating on the external surfaces of pipe 6 inches on each side of a
concrete/soil interface
• The need for electrical continuity, electrical isolation, and cathodic protection on an
individual basis.
Reinforced concrete non-pressure piping shall include the following provisions:

• Water/cement ratios meeting the minimum provisions of ASTM C76, Standard
Specification for Reinforced Concrete Culvert, Storm Drain, and Sewer Pipe
• Maximum 150-ppm chloride concentration in the total concrete mix (mixing water, cement,
admixture, and aggregates)
19.2.4 Casing Pipes

Buried metallic casing pipes shall be cathodically protected unless the casing pipe thickness is
increased to allow for corrosion without compromising the structural integrity of the casing pipe.
Casing isolators and spacers shall be installed on the carrier pipe to avoid electrical contact
between the casing and the carrier pipe. Test facilities shall be provided at each end of the casings
to allow testing of the status of electrical isolation between the casing and the carrier pipe. The
test stations shall have as a minimum:
• Two test wires connected to the carrier pipe;
• Two test wires connected to the casing;
• A reference electrode located adjacent to the surface of the carrier pipe as close as
possible to the end of the casing;
• A terminal (test) box located as close as possible to the pipeline and in an accessible
location.
19.2.5 Electrical Conduits

Buried metallic conduits shall include the following provisions:
• Galvanized steel externally coated with PVC and internally coated with urethane are
acceptable for direct burial, including couplings and fittings. The PVC coating is not
required when conduits are installed in concrete.
• Electrical continuity through use of standard threaded joints or bond wires installed across
non-threaded joints.
• Conduit within duct banks shall have a minimum of 3-inch concrete cover on soil sides.
Internal coating only may be provided when conduits are installed in concrete.
• Internal and external coating shall be provided for conduits installed above grade, in
corrosive atmosphere, and in wet atmosphere. Coating shall be of a type suitable for
exposure to wet and corrosive atmosphere.
• Couplings and fittings shall be coated with the identical coating materials used for the
conduit lengths.

19.2.6 Buried Concrete/Reinforced Concrete Structures

The design of cast-in-place concrete structures shall be based on the following provisions:
• The use of non-standard cement in high sulfate soils must be reviewed and approved by
SCRRA. The American Concrete Institute (ACI) Publication SP-77, “Sulfate Resistance of
Concrete,” should be used as a guideline for determining the cement type to be used for
specific soil conditions.
• The water/cement ratio and air entrainment admixture shall be in accordance with
specifications presented in the structural criteria to establish a dense, low-permeability
concrete. Additional information is provided in applicable sections of ACI 201.2R, “Guide
to Durable Concrete.”
• The maximum chloride concentration shall be 150 ppm in the total mix (mixing water,
aggregate, cement, and admixtures). The concrete mix should be such that the
water-soluble and acid-soluble chloride concentrations at the concrete/ reinforcing steel
interface do not exceed 0.15 and 0.2 percent by weight of cement, respectively, over the
life of the structure. Additional information is provided in applicable sections of ACI 222R,
“Protection of Metals in Concrete against Corrosion.”
• Concrete cover over reinforcing steel shall comply with ACI codes and provide a minimum
of 2 inches of cover on the soil/rock side of reinforcement when pouring within a form and
a minimum of 3 inches of cover when pouring directly against soil/rock.
The need for additional measures as a result of localized special conditions shall be determined
on an individual basis. Additional measures may include application of protective coating to
concrete, reinforcing steel, or both and the increase of concrete cover.
Precast standardized facilities, such as vaults and manholes, must be reviewed on an individual
basis to determine alternative criteria when they cannot be practically modified to meet some or
all of the provisions specified herein. Precast segmented concrete ring construction shall meet
the requirements of this section or be reviewed on an individual basis to determine alternative
criteria when they cannot be practically modified to meet some or all of the provisions specified.
19.2.7 Below Grade Shotcrete

Below grade shotcrete used for permanent support shall be in accordance with ACI 506.2 and
applicable provisions specified in this section. In the case of conflicting specifications, the more
rigid or conservative specification shall be applicable. No special corrosion control measures are
required for shotcrete applications that are not considered as providing permanent support.
19.2.8 Support Pilings

The following is applicable only to support piling systems that are to provide permanent support.
Pilings used for temporary support do not require corrosion control provisions. Designs based on
the use of metallic supports exposed to the environment, such as H or soldier piles, shall include
the use of a barrier coating. The need for special measures, such as cathodic protection, shall be
determined on an individual basis based on type of structure, analysis of soil borings for corrosive
characteristics, and the degree of anticipated structural deterioration caused by corrosion. The

minimum requirements listed here shall be coordinated with the structural design discipline. The
minimum corrosion control specification may not be appropriate in all conditions.
Reinforced concrete pilings, including fabrications with prestressed members, shall be designed
to meet the following minimum criteria:
• The water/cement ratio and cement types shall be in accordance with Section 19.2.6.
• Chloride restrictions for concrete with prestressed members shall be in accordance with
Section 19.2.6, with exception that the concrete mix should be such that the water-soluble
and acid-soluble chloride concentrations at the concrete/prestressed steel interface do not
exceed 0.06 and 0.08 percent by weight of cement, respectively, over the life of the
structure. Additional information is provided in ACI 222R, “Corrosion of Metals in
Concrete.”
• A minimum of 3 inches of concrete cover shall be placed over the outermost reinforcing
steel, including prestressing wires, if present.
Metallic supports shall have a barrier coating from the surface to a minimum of 10 feet below
expected low groundwater level. Sacrificial thicknesses shall be considered based on the
corrosivity of soil. The need for special measures, such as electrical isolation measures, electrical
continuity, monitoring devices, and cathodic protection, shall be determined on an individual
basis, based on type of structure, analysis of soil borings for corrosive characteristics, and degree
of anticipated structural deterioration caused by corrosion.
Concrete-filled steel cylinder columns, where the steel is an integral part of the load bearing
characteristics of the support structure, shall be designed considering the need for special
measures, such as increased cylinder wall thickness, external coating system, stray current
mitigation, and/or cathodic protection.
The design shall be determined on an individual basis based on type of structure, analysis of soil
borings for corrosive characteristics, and the degree of anticipated structural deterioration caused
by corrosion.
19.2.9 Reinforced Earth Retaining Walls

Epoxy-coated steel reinforcing strips shall be used in lieu of galvanized strips if the select granular
backfill material used for construction is subject to low-resistivity water infiltration.
19.2.10 Impermeable and Clay Soils

Where clay soils or impermeable surfaces limit ability for stormwater to infiltrate and transferring
water away from the site is not feasible, consideration shall be given to injection wells. Injection
wells are simple bores that extend through impermeable/clay soils to allow water to infiltrate into
the ground water table below. EPA permits will be necessary to install injection wells. As
applicable, injection wells shall be added at the bottom of swales, basins, or other retention
structures to aid infiltration.

19.3 PROTECTION OF UNDERGROUND STRUCTURES
19.3.1 Electrical Insulation of Piping

Where required, electrical insulation of piping shall be achieved using insulating flanges,
couplings, unions, non-metallic inserts, and/or concentric support spacers that meet the following
minimum requirements:
• Minimum clearance of 12 inches shall be provided between new and existing metallic
structures. SCRRA shall be notified if this clearance cannot be achieved due to
site-specific constraints.
• A protective coating shall be applied to all metallic devices (including those installed in
chambers) exposed to high humidity, partial immersion, and/or soils.
• Temperature and mechanical ratings shall be equivalent to the attached structure.
• There shall be sufficient electrical resistance after insertion into the operating piping
system such that no more than 2 percent of a test current applied across the device flows
through the insulator, including flow through conductive fluids, if present.
• Isolating devices for metallic pipelines buried in soils shall be provided with a protective
coating.
• Non-metallic, concentric support spacers and watertight end seals shall be used where
piping is routed through a metallic casing.
• Design shall specify the need for, and location of, isolating devices. Inaccessible isolating
devices, such as buried or elevated isolators, shall be equipped with accessible
permanent test facilities. Test facilities shall include, at a minimum, two insulated, tagged
wire test leads connected to each side of the isolating device and terminated at a test
station box
19.3.2 Electrical Continuity of Underground Piping

Electrical continuity shall be provided for all non-welded metallic pipe joints (with the exception of
insulating devices), and shall meet the following criteria:
• Direct burial, insulated, stranded, copper wire shall be used with the minimum length
necessary to span the joint being bonded.
• Wire size shall be a minimum of 6 AWG and shall be based on the electrical characteristics
of the structure and the resulting electrical network to minimize attenuation and allow for
cathodic protection. Wire resistance shall be such that the bond resistance is a maximum
of 110 percent of the theoretical calculated pipe resistance for an 18-inch length of pipe.
Bonding wires shall be installed using the thermite welding method. Exothermic welds and
adjacent bared piping shall be coated with a cold-applied, fast- drying mastic consisting of
bituminous resins and solvents, or an approved epoxy.
• A minimum of two wires per joint shall be used for redundancy.
• Surface preparation of the structure to be coated shall be required in accordance with the
coating manufacturer’s recommendations.

• Copper piping joints shall be soldered.
19.4 COATINGS
19.4.1 General
The corrosion control design shall specify surface preparation, application procedure, primer,
number of coats, and minimum dry film thickness for each coating system. Shop-applied coatings
shall be specified wherever possible, with the use of compatible coating systems for field touchup
and repairs. Coatings shall be able to demonstrate satisfactory gloss retention, color retention,
and resistance to chalking over their minimum life expectancies. Coatings shall have minimum
life expectancies, defined as the time prior to major maintenance or reapplication, of 15 to
20 years. Coatings specified for buried metallic or concrete facilities shall satisfy the following
criteria:
• Minimum 5-year performance record
• Ability to withstand reasonable abuse during handling and earth pressure after installation
• Minimum volume resistivity per ASTM D257
• Minimum thickness as recommended for the specific system, but not less than 15 mils
• Minimum adhesion and bonding strength requirements specified by the manufacturer
Potentially acceptable generic coating systems include, but are not limited to, the following:
• Extruded polyethylene/butyl-based system
• Coal-tar epoxies (two-component systems)
• Polyethylene-backed butyl mastic tapes (cold applied)
• Bituminous mastics (airless spray)
Non-bonding corrosion protection systems (polyethylene wrap) may be used in special instances
after review and approval by SCRRA.
19.4.2 Barrier Coating Systems

One of the following barrier coating systems, in accordance with the Steel Structures Painting
Council (SSPC) Surface Preparation Standards and Specifications, shall be used where corrosion
protection is needed but appearance is not a primary concern:
• Near-white blast surface according to SSPC-SP 10. Follow with a three-coat epoxy
system.
• Commercial blast surface according to SSPC-SP 6. Follow with a two-coat inorganic zinc,
high build epoxy system.
• Near-white blast surface according to SSPC-SP 10. Follow with a three-coat inorganic
zinc, high build epoxy system.

One of the following barrier coating systems, in accordance with SSPC Surface Preparation
Standards and Specifications, shall be used where both corrosion protection and good
appearance are needed:
• Near-white blast surface according to SSPC-SP 10. Follow with a three-coat inorganic
zinc, high build epoxy, polyester urethane system.
• Near-white blast surface according to SSPC-SP 10. Follow with a three-coat vinyl system.
• Commercial blast surface according to SSPC-SP 6. Follow with a three-coat inorganic
zinc, high build epoxy, polyester urethane system.
• Commercial blast surface according to SSPC-SP 6. Follow with a three-coat inorganic
zinc, high build epoxy, acrylic urethane system.
All coatings shall be applied according to the manufacturer’s specifications.
19.4.3 Metallic-Sacrificial Coatings

Acceptable coatings for carbon and alloy steels for use in tunnels, crawlspaces, vaults, or above
grade are as follows:
• Zinc (hot-dip galvanized [2 ounces per square foot] or flame sprayed)
• Aluminum (hot-dip galvanized [2-mil thickness] or flame sprayed)
• Aluminum-zinc
• Electroplated zinc (sheltered areas only)
• Inorganic zinc (as a primer)
Cadmium shall not be allowed.
19.4.4 Sealants
Crevices shall be sealed with a polysulfide, polyurethane, or silicone sealant as appropriate for
the application and exposure conditions.
19.5 CATHODIC PROTECTION

Cathodic protection installations shall be designed consistent with structure life objectives and
NACE International standards. Design of cathodic protection shall be by a NACE International
Certified Cathodic Protection Specialist, and include a Cathodic Protection Monitoring System
(CPMS). In general, sacrificial galvanic anodes to minimize interaction with other underground
utilities are the preferred corrosion protection system. The use of impressed current systems in
lieu of sacrificial anodes will be allowed only after review and approval by SCRRA.
When galvanic cathodic protection is used for new facilities, the facilities shall be provided with a
compatible coating system. All galvanic anodes shall be connected to the structure via test
stations. Anodes shall not be directly connected to the structure.
Designs shall be based on NACE International standards, recommended practices, and
theoretical calculations. At a minimum, the design process shall assess the following:

1. Soil environment
2. Presence of anaerobic bacteria;
3. Mutual structure protection or interference configuration
4. Limitation of protection potentials
5. Accessibility after construction is completed
6. Optimum location of anodes for ease of replacement and avoidance of interference with
other structures.
7. Test monitoring stations and facilities
8. Anode service life and ground bed resistance
9. Minimum anode service life of 25 years
At a minimum, the test facilities shall contain the following:

• Two structure connections for each structure
• One reference electrode test wire connection
• Conduits and terminal (test) boxes
The number, type, and spacing of the test facilities shall be sufficient to determine the adequacy
of cathodic protection, electrical continuity, and electrical isolation.
19.6 QUALITY CONTROL TESTING
19.6.1 Electrical Continuity

The electrical continuity of select utility structures and pipelines is required by the design criteria.
The requirements for determining and testing the proper electrical characteristics of these
structures shall be incorporated into the design of the structure. Guidelines for developing the
quality control test procedures for electrical continuity are as follows:
• All structures that are to be made electrically continuous shall be tested for electrical
continuity and compared to theoretically based criteria, and shall meet or exceed the
accepted criteria.
• A specific set of test procedures and acceptance criteria for the electrical continuity testing
shall be incorporated into the project specifications.
• Selection criteria for the entities to perform the quality control testing shall be incorporated
into the project documents. The criteria shall include the qualifications of the agency,
personnel requirements, and equipment requirements. A minimum of 5 years of
experience performing this work is required.
• Specific reporting requirements for the electrical continuity testing shall be incorporated
into the project documents.

19.6.2 Cathodic Protection

The application of cathodic protection on select underground utility structures and pipelines is
required by the design criteria. The requirements for determining proper application of cathodic
protection include the verification of electrical continuity and verification of cathodic protection
compliance with industry standards (NACE International). Guidelines for developing the quality
control test procedures for verification of cathodic protection levels are as follows:
• All structures that are required to have cathodic protection shall be tested in accordance
with NACE International SP0169. A test plan shall be submitted by the testing agency to
be approved by SCRRA.
• Specific reporting requirements for the cathodic protection testing shall be incorporated
into the project documents.
19.6.3 Coatings
The quality control measures required for the verification of proper application and handling vary
greatly depending on the coating type. Guidelines for establishing general procedures for quality
control testing are as follows:
• Coatings shall be tested in accordance with the manufacturer’s recommendations and in
accordance with NACE International recommended practices.
• A quality control test plan shall be required for the application and testing of all coated
surfaces. The test plan shall address the allowable coating thickness measurements,
adhesion requirements, hold points for test, test procedures to be used in the quality
control process, and reporting and acceptance requirements for each specific type of
coating system being used.
• All shop coated surfaces shall first be tested, witnessed, and accepted at the coating
facility.
• Additional field quality control hold points shall be required.
19.7 ATMOSPHERIC CORROSION CONTROL

Atmospheric corrosion control requirements shall be applied to mitigate corrosion caused by local
climatological conditions, air pollutants and airborne chloride near the ocean. Structures and
systems shall be protected by the use of materials selection, coatings, sealants, and design
details that provide for proper drainage in order to maintain necessary function and appearance
of transit system structures exposed to the environment. Corrosion surveys shall be conducted to

determine and document the corrosive characteristics of the atmosphere and to be used as the
basis of the atmospheric corrosion control system designs.
19.7.1 Evaluation of Atmospheric Exposures

Evaluation of atmosphere shall be conducted by research of the local air quality agency to identify
pollutant and airborne aggressive ions types, and levels. The pollutants and levels identified shall
be evaluated to determine approximate corrosion rates based on the atmospheric exposure to
these materials.
Evaluation of past meteorological history of the region shall be conducted through research of
local weather agencies. The data gathered shall be used to evaluate the impact on
atmospherically exposed structures. Design of the atmospheric corrosion control systems shall
be based on recommendations of the reports and shall be used to significantly decrease
atmospheric corrosion rates.
19.7.2 Graffiti-Resistant Coatings

Surfaces which are susceptible to graffiti shall be protected with graffiti-resistant coating. This
includes concrete and painted steel surfaces within stations, such as walls, columns, and
equipment enclosures. Such areas shall be protected up to a height of 10 feet. The coating shall
be a two-part epoxy-type coating, applied in three coats, a filler or prime coat, a color coat, and
a clear finish coat in accordance with the latest-published manufacturer instructions.
19.7.3 Metals Exposed to Below-Grade Atmospheric Environments

The water seepage into below-grade structures shall be minimized and any water that might enter
shall be drained in the most efficient manner. Below-grade metals and protective coatings shall
be selected after the corrosiveness of the environment is identified.
19.7.4 Steels and Ferrous Alloys

Carbon steel, ductile, and cast iron exposed to the atmosphere, except for track and track
fasteners, such as spring clips, spikes, and rail plates, shall be protected with a barrier or sacrificial
coating applied to external surfaces. Barrier coatings may be appropriate for track fastening
hardware inside tunnels. High strength, low alloy steels shall be protected similarly to carbon
steels except where used as a weathering steel exposed to the outside environment. The design
shall incorporate complete drainage of surfaces, the coating of metal-to-metal contacting
surfaces, and the sealing of crevices. The potential staining of adjacent structures shall be
considered.
Stainless steels series 200 and 300 are suitable for use in most exposed situations without further
protection, with Type 316 being preferred for superior corrosion resistance. Series 400 stainless
steel may also be used, if staining over time is not detrimental. A barrier coating shall be used on
stainless steel exposed to marine environments. Hardware used to couple or connect shall be the
same stainless series, or as approved by corrosion control engineering.
Corrosion resistance reinforcing steel with a minimum of 3-inch concrete cover, and corrosion
resistance metals for any exposed metal in the area subjected to extreme environmental
conditions shall be used.

Glass fiber concrete reinforcement bar in areas of saltwater spray or potential inundation from salt
or brackish water shall be considered after prior written approval from SCRRA.
19.7.5 Aluminum Alloys

Aluminum alloys shall receive a sealed, hard anodized finish to provide the best weather-resistant
surface. A barrier coating shall be used on aluminum exposed to airborne chloride or atmospheric
corrosive pollutants. Aluminum shall not be in direct contact with concrete unless properly coated.
19.7.6 Copper Alloys

Copper and copper alloys can be used where equipment is exposed to weather without additional
protection. A coating shall be utilized only where a natural patina is not desired. Bimetallic
couplings shall be prohibited.
19.7.7 Zinc Alloys

Zinc alloys can be used without additional protection. A shop-applied barrier coating may be
utilized to extend the design life of components or to enhance the component appearance.
Bimetallic coupling shall be prohibited, unless the intent is for sacrificial protection by the zinc
alloy.
19.7.8 Miscellaneous Electrical Equipment

Electrical equipment enclosures, such as, but not limited to, switch boxes, transformers, and
connection cabinets shall be non-metallic where practical. Where metallic equipment is required,
it shall include the following minimum provisions:
• Enclosures shall be placed in an air-conditioned environment, if possible. Otherwise,
• Metallic surfaces shall be coated with a barrier coating;
• Vapor phase inhibitors shall be used in sealed cabinets; and
• Compressor mounting hardware shall be a corrosion-resistant material, such as a
stainless steel.


20.0 COMMUNICATIONS SYSTEMS

20.1 SCOPE
This section describes the design criteria for SCRRA Communications Systems, which are a
collection of various wayside communications subsystems. These subsystems utilize local area
networks (LAN) and wide area networks (WAN) for remote control and monitoring at the Dispatch
Operations Center (DOC). The Communications System shall be designed to provide
interoperable subsystems that support the total operational and availability objectives of the
SCRRA system. These subsystems shall be designed to be technically compatible when
interconnected and form an integrated whole. This design criteria shall be applied by the design
consultant when additions, modifications, and removals within existing subsystems are required.
The design criteria shall be applied during the expansion of systems as SCRRA territory and
operations evolve.
The following functional areas shall be considered part of the Communications System and its
design:
• Train Control System (ATCS Radio)
• Voice Radio System
• Positive Train Control (PTC) Radio System
• Video Surveillance System
• Customer Information System (CIS)
• Ticket Vending System (TVD)
• Fiber Optic System
• Microwave Radio System
• Data Radio System
• Communications Shelter
• Communications Tower Structures
• Power and grounding
• Documentation and training
Systemwide functions
In addition, the design of the Communications System requires review and consideration of other
chapters within this manual:
• Chapter 7.0, Stations
• Chapter 8.0, Grade Crossings
• Chapter 11.0, Structures

• Chapter 13.0, Load Rating

• Chapter 14.0, Seismic Design
• Chapter 15.0, Excavation Support Criteria
• Chapter 23.0, Environmental Guidelines

The latest editions of the following standards, codes, and guidelines shall be used, as applicable,
for the design and implementation of the Communications System:
• American Railway Engineering and Maintenance of Way Association (AREMA)
• Association of American Railroads (AAR)
• Federal Railroad Administration (FRA)
• American National Standards Institute (ANSI)
• Telecommunications Industry Association (TIA)
• Federal Communications Commission (FCC)
• National Environmental Policy Act (NEPA)
• Antenna Structure Registration (ASR)
• National Historic Preservation Act (NHPA) Section 106
• Tower Construction Notification System (TCNS)
• Institute of Electrical and Electronics Engineers (IEEE)
• IEEE Standard 729 Software Design and Documentation
• IEEE Standard 730 Software Quality Assurance
• National Fire Protection Association (NFPA)
• National Electrical Code (NEC)
• National Electrical Manufacturers Association (NEMA)
• All applicable Underwriters Laboratories, Inc. standards
• California Occupational Safety and Health Administration (CalOSHA)
• Electrical, fire, and safety codes of applicable local jurisdictions
• Americans with Disability Act (ADA)
• SCRRA Engineering Standard Drawings Series 9000, Communications

20.3 GENERAL COMMUNICATIONS SYSTEM DESIGN REQUIREMENTS

It is critical that the Communications System supporting SCRRA system operations is highly
available. High availability aims to ensure an agreed level of operational performance for a higher
than normal period. For the purpose of this design criteria, whether a system is available shall be
determined from the users’ point of view and their ability to utilize a subsystem. System users
within SCRRA are diverse groups depending on the subsystem utilized. For example, the
following scenarios identify various system users:
• Riders using ticket vending devices at passenger stations to purchase a ticket
• Riders reliant on timeliness of scheduled train service
• Train dispatcher clearing a signal on the Valley subdivision
• Locomotive engineer requesting authority to enter Form B limits from a Roadway Worker
In Charge (RWIC)
• Security personnel reviewing video at a passenger station
The design consultant shall apply the following principles of systems design to achieve high
availability:
• Redundancy shall be added to the system to minimize single points of failure. Redundancy
prevents the failure of a single component leading to the failure of the entire system.
Components that cannot be eliminated as a single point of failure shall be evaluated for
acceptability in Mean Time Between Failures (MTBF). MTBF shall exceed the intended
time between planned maintenance, upgrade events, or system lifetime.
• Design organization, consistent application of standards, and documentation shall support
maintenance personnel’s ability to ensure a timely response for correction and repair of
system failures. Visibility of component failures shall be provided through automated
monitoring and notification.
• Automatic transition (failover) to a redundant standby system shall be reliable when the
active system fails.
• Systems shall be protected against extreme heat events causing outages through
shading, adequate air conditioning (with solar or battery back-up) or other; systems will be
protected from future flooding through elevation or appropriate casements.
Availability is expressed as a percentage of the uptime in a given year. The term downtime is
used to refer to periods when a subsystem is unavailable. Periods of downtime can be scheduled
or unscheduled. Scheduled downtime is a result of maintenance that is disruptive to the system
operation and cannot be avoided within the active system. This downtime is the result of a pre-
planned, management approved action. Examples of unscheduled downtime events include
power outages, failed components, temperature related failure, physically severed network
connections, and operating system failures. The design consultant’s Communications Systems
design shall minimize the impacts of unscheduled downtime.

20.3.1 Qualifications of Communications Designer

The Communications Designer responsible for SCRRA communications designs shall be a
licensed Professional Engineer in the state of California, with a working knowledge of electrical
engineering, electronics engineering, and telecommunications. The Communications Designer
shall have a minimum of five (5) years of experience designing communications systems for
passenger rail projects. The Communications Designer shall have a Bachelor of Science in
Electrical Engineering or related area of study, covering the analysis of analog and digital
communication systems, systems models, requirements development, performance analysis, and
component selection techniques. It is preferred that the Communications Designer have
familiarization with train control concepts and train operations to effectively translate operational
requirements into Communication Systems design requirements.
20.4 RADIO AND MICROWAVE ANTENNA TOWERS
20.4.1 Regulatory Compliance Requirements

Any antenna tower that utilizes licensed spectrum is regulated by the Federal Communications
Commission (FCC). These antenna towers are subject to the National Environmental Policy Act
(NEPA) in which Agencies must consider and disclose the environmental effects of their actions.
These actions (in this case, installation of a new antenna tower) become federalized through
mechanisms of funding, licensing, or permitting subject to federal control. Antenna towers built
within a Right of Way with minimal or no impacts to the environment may be eligible for
Categorical Exclusion (CATEX).
The placement of each FCC regulated antenna tower shall be assessed by the design consultant
for Extraordinary Circumstances. In accordance with 47 CFR Section 1.1307, preparation of an
Environmental Assessment (EA) is required for the following Extraordinary Circumstance criteria:
• High intensity lighting in residential neighborhoods
• RF exposure in excess of FCC guidelines
• Location within a designated wilderness area
• Presence of sensitive species or their habitat
• Historic districts and properties
• Indian religious sites
• Location within a floodplain
• Significant change in surface features (wetland fill, water diversion, deforestation)
• Structure over 450 feet tall (migratory birds)
The EA will determine whether an Environmental Impact Statement (EIS) is required or release a
Finding Of No Significant Impact (FONSI) and continue with the proposed action.
FCC regulated antenna towers are subject to Section 106 of the National Historic Preservation
Act (NHPA) and the Nationwide Programmatic Agreement (NPA) for Review of Effects on Historic
Properties for certain Undertakings Approved by the FCC. The Electronic Section-106 system

enables parties constructing a new tower to file E-Form 620 with the FCC. The system then
forwards the filing to stakeholders choosing to participate electronically, including the State
Historic Preservation Officer (SHPO), federally recognized Indian tribes, and other consulting
parties, allowing them to comment as the whether they have concerns about the proposed tower
construction. The FCC has also developed a proprietary Tower Construction Notification System
(TCNS) to facilitate identification of and contact with potentially affected tribes and State Historic
Preservation Officers (SHPOs). This system is a tool meant to facilitate Section 106 consultation
and is not a substitute for it. The TCNS system contains confidential maps that these stakeholders
can utilize for evaluation. Tribes can also request a government to government consultation, if
necessary, during the evaluation period.
FCC regulated antenna towers may be subject to the Antenna Structure Registration (ASR)
program. In general, this includes structures that are taller than 200 feet above ground level or
those that may interfere with the flight path (glide slope) of a nearby airport. Specific information
for the tower (latitude, longitude, height above ground level, and site elevation) must be submitted
for a TOWAIR determination for antenna registration.
Within the California Environmental Quality Act (CEQA), SCRRA received a Statutory Exemption
for construction and operation of commuter rail facilities within an existing railroad Right of Way
(ROW). Unless modified by the State, it is not anticipated that antenna towers constructed within
the ROW are subject to CEQA. Any antenna towers constructed outside of the ROW shall be
evaluated for CEQA.
All regulatory reviews shall be completed during the design phase and prior to any construction.
SCRRA’s Communications Licensing Coordinator (CLC) will facilitate the antenna regulatory
approval effort. The CLC shall be notified of proposed antenna tower locations at the 30% design
concept level. The design consultant shall provide all drawings, exhibits, and calculations required
for the CLC to complete regulatory applications at the 90% design phase.
20.4.2 Structure Requirements

Antenna tower design drawings shall provide detail for the following:
• Structure type (Monopole, Self-Supporting, or Tilt down tower)
• Structure height above ground level (AGL)
• FAA lighting, if required
• FAA painting, if required
• Antenna model number
• Antenna center heights and azimuths
• Antenna mounting requirements
• Transmission Lines
• Grounding and Lightning Protection
• Waveguide Bridge
• Exposure Category or clutter

• Topographic Category
• Seismic rating
• Climbing and Working Facilities
• Tower Security and Fencing
The design consultant shall complete a structural analysis for new and existing antenna tower
loads with ANSI/TIA-222-H or latest revision. This analysis shall be sealed by a qualified
Professional Engineer in the State of California and requires information such as: antenna tower
dimensions, local climate conditions, location and type of antennas, mounts, transmission lines,
and other appurtenances. Wind loading governs many tower designs, and as additional antennas
are placed on an existing tower, it shall be reevaluated for any necessary structural modification
requirements. When designing a new antenna tower, consult with SCRRA to determine location
specific additional tower load criteria for possible future expansion.
Antenna towers shall utilize an engineered foundation plan sealed by a qualified Professional
Engineer in the State of California using the latest edition of the California Building Code (CBC).
Microwave antenna tower designs shall include a soil survey geotechnical report for the proposed
tower location. The antenna tower foundation design shall factor wind, ice, and seismic loads.
The foundation design shall use a minimum wind speed of 100mph and ½ inch of solid radial ice.
The tower manufacturer shall provide the axial, shear, and moment base reactions.
Tilt down antenna towers shall be oriented to tilt down parallel to the tracks. The design consultant
shall confirm that the antenna tower will not conflict with overhead power lines when upright or
wayside infrastructure when in the tilt down position. As the antenna load increases, appropriate
counterweights shall be provided to counterbalance the antenna when in the tilt down position.
20.5 MICROWAVE RADIO NETWORKS
20.5.1 Scope
Point to point microwave radio is utilized by SCRRA for backhaul as a primary network in railroad
Right of Way where no fiber exists or where fiber networks are segmented (having no direct path)
from the Dispatch Operations Center (DOC). SCRRA’s microwave system utilizes route diversity,
in which secondary or alternate microwave paths serve as failover links to protect the system if
the primary link is lost.
20.5.2 Link Design

Microwave link design is an iterative process inclusive of the following activities:
• Selection of equipment and locations governed by eligibility
• Frequency planning governed by interference analysis
• Link budget governed by propagation losses (free space and obstacle loss) and branching
losses (waveguides, splitters, and attenuators)
• Fading predictions governed by rain attenuation, multipath propagation and diffraction-
refraction losses

• Quality and availability calculations
Each SCRRA microwave link shall have 99.999% availability as demonstrated by the path loss
and fade margin calculations. The minimum allowable fade margin shall be 20dB. Radio receiver
sensitivity shall be evaluated at a maximum Bit Error Rate (BER) of 1x10-6. Each end of the
microwave link shall use the same manufacturer’s equipment. The microwave equipment shall be
capable of hitless failover and have compatibility with SCRRA’s network management system.
20.5.3 Path Surveys

The design consultant shall verify that the microwave link design has optical Line of Sight (LOS).
LOS exists when there is a direct path between two separate points and no obstructions
(buildings, trees, hills or mountains) between them. In addition, the first Fresnel Zone shall be
clear of all obstructions. The path shall be driven to evaluate if additional clearance is required to
protect against future growth of buildings and trees.
The design consultant shall conduct path surveys after the 10 percent concept design phase.
These surveys shall be completed through means to confirm the LOS is not obstructed for the
intended link. Survey reports shall be submitted including photos, description of path, and path
profile with existing obstruction heights.
20.5.4 Frequency Planning

Existing frequencies used by the current SCRRA microwave network are in the Lower 6GHz (L6)
and 11GHz bands. After selecting proposed frequencies and equipment, the design consultant
shall conduct frequency planning with a certified FCC frequency coordinator to ensure that
frequencies are available for licensing and do not interfere with existing users in the surrounding
area. All information from the frequency planning shall be provided to SCRRA’s CLC.
20.5.5 Coverage
The designer shall coordinate with the microwave radio manufacturer to provide link calculations
that estimate availability. The link calculations will detail microwave radio equipment, output
power, frequency, antenna, waveguide, location coordinates, and mounting height.
In remote areas where maintenance access is difficult, a standby generator shall be considered
to support network availability. Microwave radio hardware shall contain a chassis with multiple
card configurations and redundancy to provide module protection. At locations where no fiber is
present at the microwave link site providing an alternate path, a telco circuit is required to be
installed as the alternate path.
20.5.6 Licensing
Microwave radio spectrum is licensed by the Federal Communications Commission (FCC). The
Universal Licensing System (ULS) is the consolidated database and application filing system for
most wireless radio services. SCRRA’s Communications Licensing Coordinator (CLC) will
facilitate the regulatory approval effort. The designer shall provide all information to complete the
FCC Form 601 (initial application).

Microwave site construction shall not commence without an approved FCC license. Per 47 CFR
1.946, licensees are required to construct their authorized system or meet specific coverage
requirements within a given time period and notify the FCC that the requirement was met. If the
licensee fails to construct a frequency, location, or coverage requirement, the frequency, location,
or license terminates automatically as of the applicable construction/coverage deadline.
Licensees may request a waiver of 47 CFR 1.946 to extend a construction or coverage period.
The design consultant shall communicate with the CLC to update for changes that impact a
microwave site during construction.
20.5.7 Design and Deployment

Microwave radio design shall include the following characteristics:
• Site Overview: The site overview shall include detailed property surveys, tower type,
placement, grounding, GPS coordinates, and supporting telco circuit (when applicable).
Antenna information shall detail type, height, azimuth, and standoff bracket. Antenna cable
configurations shall be described to capture the necessary waveguide types, grounding,
and connection points. At remote and/or strategic sites, generator standby power with an
automatic transfer switch shall be considered.
• Shelter Layout: The communications shelter layout shall identify the equipment rack that
houses the Microwave radio equipment. Waveguide port entrance into the shelter shall be
identified and aligned with overhead ladder rack for waveguide support.
• Circuit Schematic: The circuit schematic shall detail connections, cable types, power
sources, and breaker sizes. Dehydrator and alarm wiring shall be shown. Automatic
transfer switch and generator power wiring shall be detailed. Wayside microwave radio
equipment shall be supported by DC power with battery backup of 24 hours standby time.
At remote sites, 72 hours of standby time shall be designed. Standby time shall be
calculated to include 25 percent capacity for future equipment loads.
• Equipment Rack Layout: Microwave equipment rack detail shall be provided to show
equipment spacing, cable management, power, shelving, and total rack unit (RU) space
requirements.
Microwave radio deployment specifications shall require the following tests and verification:
• Grounding
• Antenna/waveguide return loss
• Hardware performance under power failure
• Pressurization
• Frequency accuracy
• Transmitter power
• Back office testing of alarm verification and network management system (NMS)
• Orderwire

• Bit Error Rate (BER)

• Failover to standby microwave links
20.6 OPTICAL WIDE AREA (FIBER) NETWORKS
20.6.1 Scope
The SCRRA preferred backhaul network type is an Optical Wide Area Network (WAN) utilizing
fiber optic cable. The design consultant shall consider feasibility of fiber installation in project Right
of Way or conduit for future fiber installation in locations that do not have fiber. If fiber or fiber
accommodations are excluded from a project, a detailed justification of the tradeoffs considered
shall be submitted to the SCRRA Director, PTC, C&S Systems, or Designate.
20.6.2 Logical Design

Fiber networks shall be designed in a ring topology with Ethernet IP/packet-based Rapid
Spanning Tree Protocol (RSTP) 802.1w. Spanning tree protocol addresses a network loop
topology by blocking ports, which absent RSTP would cause broadcast storms and degrade
network performance. Automatic Protection Service (APS) shall be utilized to support sub 5
seconds failover time.
Network optics shall be selected for each link based on optical link calculations. All optical link
calculations shall confirm a power budget with a minimum of 6dB margin to maintain high
availability within the network. When 6dB margin is not available, a higher optical power source
will be used in the link. Within the link calculation, optical losses incorporated shall include fiber
attenuation over link distance, connector losses, and splice losses. The manufacturer specified
worst-case transmitting power and receiver sensitivity shall be used in the calculation to account
for variation in optics performance.
When connecting logical ring links to active network switch equipment, switch port connections
shall be made consistently at each location from the railroad west link to Port 2 and the railroad
east link to Port 1 in a clockwise fashion around the ring. All logical ring link connection information
shall be detailed in an optical WAN drawing. The optical WAN drawing shall show all router,
switch, microwave, and telco circuit elements that support and illustrate the WAN transport of
information between a field location and the DOC in Pomona. Refer to ES9515 for additional
information.
The Train Control Ethernet switch shall be Open System Interconnection (OSI) Layer 2 network
capable, hardened, modular, fanless, and supported by both AC and DC power sources. The
local area network (LAN) connections at each location shall be made using Small Form-factor
Pluggable (SFP) port cards and Category 6 Ethernet port cards. Within the Layer 2 network, the
LAN connections shall be made by assigning VLAN 50 to the Ethernet switch port. The WAN
connection to the router shall be made by assigning VLAN 10 to the Ethernet switch port. The
following LAN devices are eligible to be connected to the train control network switch:
• ATCS wayside or base radio
• Ethernet radio access point
• VHF base radio

• PTC wayside or base radio

• Wayside Message Server (WMS)
• Site power monitors for standby battery plant(s)
• Crossing event collectors
• PTC initialization access point
• Room monitor camera
Any devices other than listed those above shall be approved by the SCRRA Director, PTC, C&S
Systems, or Designate prior to making a connection into the train control network. All devices
intended to be connected to the train control network shall be submitted to the SCRRA PTC C&S
Systems group to receive IP address assignments.
20.6.3 Physical Design

The design consultant shall use a 72-strand loose tube outdoor dielectric single-mode fiber cable
for backhaul networks. This cable shall meet the TIA 492CAAB OS2 standard, contain water
blocking material, and have a minimum pull strength of 600 lbs. This cable shall be installed along
the SCRRA right of way (ROW) and include an embedded trace wire for cable locating purposes.
Fiber networks shall be designed and terminated in a consistent manner following the railroad
west and railroad east orientation of a subdivision’s line plan or track charts. Fiber distribution
termination panels shall be arranged using a mirror image about the center of the equipment to
terminate fiber in the railroad west and railroad east directions. This arrangement, in order to
accommodate a 72-strand fiber cable, requires a 4-rack unit (RU) panel capable of 144 fiber
connections. Fiber distribution panels shall use SC duplex style connectors. Terminations in
numerical order shall be made following the standard TIA-598-C color code for fiber strand
assignments. Patch cables shall be of the same type of fiber as the backbone cable. Refer to
ES9510 for additional information.
When creating the physical ring, the same number of fibers used to create the ring shall be
allocated as spare fibers. These spare fibers shall be terminated in the same way as the active
fibers, so patch cables can be relocated quickly without requiring additional fiber splices. At the
extreme ends of the fiber cable and/or network ring, all fibers shall be terminated to allow for
power meter or optical time-domain reflectometer (OTDR) test visibility.
The physical fiber termination drawing shall detail fiber type, fiber strand number, splices,
underground splice enclosures, terminations, and active connections. The design consultant shall
ensure that the physical fiber diagram connections are consistent with the optical WAN logical
diagram. When modifying an existing ring, the design consultant shall consider the existing
physical connections of the ring (fiber strand assignments) and provide a connection scheme that
is consistent for ease of maintenance. For new or expansion fiber network rings, the connections
shall follow the physical geography of the wayside locations using the same fiber pair (for
example, fiber strands 1 and 2 with spare fiber strands 3 and 4) from railroad west to railroad
east. A second fiber pair (for example, fiber strands 5 and 6 with spare fiber strands 7 and 8) will
close the ring with a connecting link at each extreme geographic end. This standard approach
can be balanced with consideration of design tradeoffs for location adjustment and optics

selection. For example, although a fiber cable may terminate at a control point as the last
geographic location, the design consultant may want to terminate all fibers at the closest non-vital
communications shelter for communications personnel access and ease of testing rather than
within the vital control point. Refer to ES9610 for more information.
20.6.4 Location Design and Deployment

Fiber network design shall include the following characteristics:
• Logical Network Diagram: The logical network diagram shall detail the arrangement of the
fiber ring and identify the locations connected to each other. At the contract bid stage,
sensitive information such as IP addressing shall not be identified. After bid award and
during design support during construction, this information shall be coordinated with
SCRRA and added to the as-built documentation for SCRRA use.
• Physical Fiber Diagram: The physical fiber shall be detailed to identify all cable types,
locations, fiber distribution cards, fusion splices, underground fiber splice enclosures, and
fiber segment assignments from railroad west to railroad east.
• Site Overview: The site overview shall detail fiber pull box information, cable types, cable
slack and support, fiber splice enclosure, and innerduct requirements.
• Shelter Layout: The communications shelter layout shall identify the rack that houses the
fiber network equipment.
sources, and breaker sizes. The train control switch shall be supported by DC power with
battery backup of 24 hours standby time.
• Equipment Rack Layout: Fiber equipment rack detail shall be provided to show equipment
spacing, cable management, power, shelving, and total rack unit (RU) space
requirements.
Fiber network deployment shall include the following tests and verification:
• OTDR and power meter measurements taken bidirectionally at 1310nm and 1550nm
• Ethernet switch port verification (all ports)
• Optical link data
• Ring failover
20.6.5 Outside Plant Infrastructure

Fiber cable slack is important to support future adds, drops and repairs when unintentional
damage occurs within the fiber system. Fiber optic cable shall be installed with pull box spacing
that does not exceed 1500 feet. Every pull box that contains fiber shall have a 150 feet cable
service loop installed. When fiber splice enclosures are necessary, all fiber optic cables that are
spliced shall have 75 feet cable service loops within the pull box. This shall enable removal of the
underground fiber splice enclosure to facilitate future splicing within the Right of Way. Fiber optic
cable shall be labeled in accordance with ES 9645.

When a location requires access to the 72-strand fiber optic cable, it shall be made via an
underground splice enclosure of a 24-strand fiber lateral cable within innerduct for each buffer
tube that requires access. Lateral conduit shall be 4-inch schedule 40 PVC, with a minimum of 3
innerducts installed for future use. Within the lateral fiber cable, the blue buffer tube shall be used
for railroad west link connections and the orange buffer tube shall be used for railroad east link
connections.
Fiber optic cable markers facilitate access and identification during the long-term maintenance of
the cable. These markers provide important visual landmarks to determine fiber placement for
emergency repairs and future improvements. All new fiber cable installed shall include the
placement of fiber optic cable markers in accordance with ES9655.
20.7 VHF (VOICE) RADIO NETWORKS
20.7.1 Scope
The VHF band utilized by railroad operations for voice radio communications covers the frequency
range of 160.215MHz – 161.565 MHz. SCRRA channel assignments utilize the narrowband with
12.5 kHz equipment bandwidth. SCRRA uses two types of carrier squelch simplex channels: a
road channel and a yard channel. These channel types can be used by railroad dispatchers,
locomotive engineers, conductors, maintainers, yard personnel, and wayside work groups
(Employees in Charge (EICs)). Road channels are segmented by each train dispatcher’s
subdivision or territory and the dispatcher selects the preferred transmitting base station
communication. Specific VHF radio channel assignments can be found in the latest version of the
timetable.
The wireless VHF network is the primary voice network, covered by redundant base stations. VHF
base radio locations are connected to fiber or microwave backhaul networks when possible. For
remote base radio locations, a telco circuit shall be provided. The design consultant shall consider
VHF coverage when the SCRRA system expands to determine if additional base stations are
required.
20.7.2 Coverage
In order for a new Right of Way to be added to the VHF radio network, it shall receive full radio
coverage, with an availability of at least 99 percent, from a minimum of two Base Station sites. At
time of design this shall be simulated for radio frequency (RF) predicted area of coverage to the
locomotive antenna and to the roadway worker / maintainer portable radio. For simulation
purposes, the portable radio antenna gain shall be -11.3dB at a height of five (5) feet. Terrain data
will have a minimum of 30m resolution. Within tunnels, the design consultant shall use a
distributed antenna system comprised of radiating cable and low-profile antennas.
20.7.3 Licensing
The VHF band utilized by SCRRA railroad operations is regulated by the Federal Communications
Commission (FCC). The Association of American Railroads (AAR) issues sub-licenses to the
individual railroads that use voice radio. In applying for a license, certain information shall be
provided by the designer to SCRRA’s Communications Licensing Coordinator (CLC). The Height
Above Average Terrain (HAAT) shall be calculated, as it helps in determining the range in

broadcasts and can be subject to power restrictions. Using HAAT, Effective Radiated Power
(ERP), and antenna gain, the designer shall determine the maximum power for the license
application.

Voice radio design shall include the following characteristics:
• Site Overview: The site overview shall detail tower type, placement, grounding, GPS
coordinates, and supporting telco circuit (when applicable). Antenna information shall
detail type, height, azimuth (if antenna is directional), and standoff bracket. Antenna cable
configurations shall be described to capture the necessary cable types, diameters,
grounding, and connection points. Voice radio cables shall utilize ½ inch coaxial cable
when cable length is less than 100 feet. Otherwise 7/8-inch coaxial cable shall be used.
VHF radio equipment.
sources and breaker sizes. VHF radio shall be supported by DC power with battery backup
of 24 hours standby time.
• Equipment Rack Layout: VHF equipment rack detail shall be provided to show equipment
spacing, cable management, power, shelving, and total rack unit (RU) space
requirements.
Voice radio deployment shall include the following tests and verification:
• Grounding
• Voltage Standing Wave Ratio (VSWR) test measuring impedance match of transmission
line to antenna (reflected power)
• Back office testing of controls and indications
• RSSI Measurements via drive tests representing coverage to each base station
20.8 TRAIN CONTROL SYSTEM (ATCS RADIO)
20.8.1 Scope
Advanced Train Control System (ATCS) radio is a data radio network that operates in subdivisions
where Centralized Traffic Control (CTC) is active. The primary user of the ATCS radio system is
the train dispatcher via the Train Management Dispatch System (TMDS). ATCS radio is a
secondary system to improve network availability for train movements, which are a mission critical
function of SCRRA. Data transport is based on ATCS Spec 200, which supports train control
system messages (control, indication, recheck, and switch status) between Control Points and
Base Stations. The data radio system uses a pair of Multiple-Address-System frequencies in the
900MHz band for full duplex operation. Although the ATCS network is non-vital (not required for

the safe movement of trains), ATCS reliability directly impacts on-time performance. Therefore, a
primary (backhaul) network and secondary (RF) network shall simultaneously remain active.
The system redundancy of ATCS radio is arranged to become the primary operating network
when fiber, ethernet radio, or microwave (backhaul) networks are impacted as scheduled
downtime. This is an approach that can be utilized during construction phasing, upon review and
approval of SCRRA. The ATCS radio network may also become the primary operating network
for a Control Point when it becomes physically isolated due to theft, vandalism, or equipment
failure (unscheduled downtime).
The design consultant shall evaluate ATCS coverage for new Control Point (CP) locations. In
areas of SCRRA system expansion, the design consultant shall simulate coverage to determine
if additional ATCS base stations are required.
20.8.2 Coverage
In order for a CP to be added to the ATCS data radio network, it shall receive full radio coverage,
with an availability of at least 99 percent, from a minimum of two Base Station sites. At time of
design, this shall be simulated for radio frequency (RF) predicted area of coverage, using 20dB
fade margin to wayside CPs. Terrain data shall have a minimum resolution of 30 meters in the
simulation. If a CP cannot be covered by two Base Station sites, a leased telephone circuit shall
be used as an active standby system to the data radio link, requiring the use of an ATCS
communications controller.
In areas of SCRRA system expansion, Base Station locations shall be selected by balancing CP
coverage objectives with the impact of RF network collisions. ATCS radio utilizes a contention-
based protocol which allows many users (Control Points) to use the same radio channel without
pre-coordination. Although higher elevation (mountain top) Base Station sites can increase
coverage and require fewer overall sites within the system, the increasing number of RF network
collisions will decrease efficiency. This effect on the ATCS radio system has been referred to as
experiencing “slow codes”. A higher number of lower elevation (wayside) Base Stations with
overlapping coverage is preferred by SCRRA.
20.8.3 Licensing
ATCS radio utilizes licensed spectrum that is regulated by the Federal Communications
Commission (FCC). The Association of American Railroads (AAR) holds a single geographic area
license with six (6) 900MHz channel pairs, as a seventy (70) mile zone or “ribbon” on either side
of rights of way of all operating rail lines in the United States. The AAR issues sub-licenses to the
individual railroads that use ATCS.

Base to Mobile Frequency Mobile to Base Frequency

Channel Number (MHz) (MHz)
1 935.8875 896.8875
2 935.9375 896.9375
3 935.9875 896.9875
4 936.8875 897.8875
5 936.9375 897.9375
6 936.9875 897.9875
Metrolink uses Channel Number 3. In applying for a license, certain information shall be provided
by the designer to SCRRA’s Communications Licensing Coordinator (CLC). The Height Above
Average Terrain (HAAT) shall be calculated, as it helps in determining the range in broadcasts
and can be subject to power restrictions. Using HAAT, Effective Radiated Power (ERP), and
antenna gain, the designer shall determine the maximum power for the license application.

ATCS radio design shall include the following characteristics:
coordinates, and supporting telco circuit (when applicable). Control Points shall utilize tilt
down towers of 40 feet or 60 feet. Antenna information shall detail type, height, azimuth
(if antenna is directional), and standoff bracket. Antenna cable configurations shall be
described to capture the necessary cable types, diameters, grounding, and connection
points. ATCS radio cables shall utilize ½ inch coaxial cable when cable length is less than
100 feet. Otherwise 7/8-inch coaxial cable shall be used. When a tilt down tower is used,
a cable disconnect shall be installed within the tilt down access port. Tilt down tower when
lowered shall not foul the track.
ATCS radio equipment.
sources, and breaker sizes. ATCS radio shall be supported by DC power with battery
backup of 24 hours standby time.
• Equipment Rack Layout: ATCS equipment rack detail shall be provided to show
equipment spacing, cable management, power, shelving, and total rack unit (RU) space
requirements.
ATCS radio deployment shall include the following tests and verification:
• Grounding
• Poll ID assignment


• RSSI Measurements representing coverage to each base stations and total number of
base stations providing coverage
• Failover from fiber transport to RF transport
20.9 ETHERNET RADIO NETWORK
20.9.1 Scope
In areas of SCRRA operation where fiber is not available, wireless Ethernet radio access points
can be placed at the edge of a fiber network or within a microwave network where a
communications shelter is available. At isolated Control Points, Ethernet radio subscriber nodes
can form point to point connections to the access points, providing the last mile connection for
ATCS radio communications. In these scenarios, Ethernet radio is the primary network that serves
the Control Point backhaul. The secondary network would be the ATCS RF network.
20.9.2 Coverage
The wireless Ethernet radio shall utilize direct sequence spread spectrum modulation operating
in the Industrial Scientific and Medical (ISM) 900MHz band from 902MHz to 928MHz. The radio
shall be capable of synchronized RF transmissions for co-located radios. The radio shall also be
configurable for different transmit and receive frequency assignments.
At time of design this shall be simulated for radio frequency (RF) predicted area of coverage,
using 20dB fade margin to wayside Control Points. Terrain data shall have a minimum resolution
of 30 meters in the simulation.
20.9.3 Path Surveys

The design consultant shall verify that the Ethernet radio design has optical Line of Sight (LOS).
LOS exists when there is a direct path between two separate points and no obstructions
(buildings, trees, hills or mountains) between them. In addition, the first Fresnel Zone shall be
clear of all obstructions. The path shall be evaluated whether additional clearance is required to
protect against the future growth of buildings and trees.
The design consultant shall conduct path surveys after the 10 percent concept design phase.
These surveys shall be completed through means to confirm the LOS is not obstructed for the
intended link. Survey reports shall be submitted including photos, description of path, and path
profile with existing obstruction heights.
20.9.4 Licensing
Ethernet radio uses unlicensed spectrum. The design shall follow the manufacturer’s guidelines
for power. The design consultant shall complete an RF interference study to recommend optimal
channel assignments.

Ethernet radio design shall include the following characteristics:

coordinates, and supporting telco circuit (when applicable). Control Points shall utilize tilt
down towers of 40 feet or 60 feet. Antenna information shall detail type, height, azimuth
(if antenna is directional), and standoff bracket. To keep the Fresnel Zone clear, do not
mount other antenna or protrusion closer than 5 feet vertically. Antenna cable
configurations shall be described to capture the necessary cable types, diameters,
grounding, and connection points. Ethernet radio cables shall be outdoor ultraviolet (UV)
rated. When a tilt down tower is used, a cable disconnect shall be installed within the tilt
down access port. Tilt down tower when lowered shall not foul the track.
• Shelter Layout: The communications shelter layout shall identify the rack or wall detail that
houses the Ethernet radio equipment.
sources and breaker sizes. Ethernet radio access points shall be supported by DC power
with battery backup of 24 hours standby time. Ethernet radio subscribers shall have
redundant system and PoE power supplies when 48V DC battery plants are not available.
• Equipment Rack Layout: Ethernet radio equipment rack detail shall be provided to show
equipment spacing, cable management, power, shelving and total rack unit (RU) space
requirements.
Ethernet radio deployment shall include the following tests and verification:
• Surge protection
• RSSI Measurements representing coverage to each base stations and total number of
base stations providing coverage
• Failover from Ethernet radio transport to RF transport
20.10 GRADE CROSSING SYSTEM DATA COLLECTION NETWORK
20.10.1 Scope
Grade crossing locations contain an event recorder as an independent monitor of events for use
in cases of incident and accident investigation. This information is locally recorded and can be
retrieved locally. The grade crossing systems data collection network (Crossing Controller
Network) is an overlay system that can transmit this event recorder information to surrounding
communications shelters to be relayed to the Dispatch Operations Center via the backhaul
network.

20.10.2 Coverage
At time of design this shall be simulated for radio frequency (RF) predicted area of coverage,
using 20dB fade margin to wayside control points. Terrain data shall have a minimum resolution
of 30 meters in the simulation.
20.10.3 Licensing
The VHF band utilized by railroad operations are regulated by the Federal Communications
Commission (FCC). The AAR issues sub-licenses to the individual railroads that use voice radio.
In applying for a license, certain information shall be provided by the designer to SCRRA’s
Communications Licensing Coordinator (CLC). The Height Above Average Terrain (HAAT) shall
be calculated, as it helps in determining the range in broadcasts and can be subject to power
restrictions. Using HAAT, Effective Radiated Power (ERP), and antenna gain, the designer shall
determine the maximum power for the license application.

Crossing collector design shall include the following characteristics:
coordinates, and supporting telco circuit (when applicable). Crossing locations shall utilize
a pipe mast attached to the crossing enclosure. Antenna information shall detail type,
height, and azimuth (if antenna is directional). Antenna cable configurations shall be
described to capture the necessary cable types, diameters, grounding, and connection
points.
• Shelter Layout: The communications shelter layout shall identify the rack or wall detail that
houses the Crossing Collector equipment.
sources and breaker sizes. Crossing collector equipment shall be supported by DC power
with battery backup of 24 hours standby time.
• Equipment Rack Layout: Crossing collector equipment rack detail shall be provided to
show equipment spacing, cable management, power, shelving and total rack unit (RU)
space requirements.
Crossing collector radio deployment shall include the following tests and verification:
• Grounding
• Back office testing of event recorder information for crossing location

20.11 LEASED MPLS AND ROUTER REQUIREMENTS
20.11.1 Scope
SCRRA prefers to utilize agency owned network infrastructure as much as possible in order to
reduce its recurring operating costs. At select strategic network locations where approved by
SCRRA, leased MPLS is added to increase the availability of the overall network. MPLS is
typically a tertiary level of standby network for SCRRA.
A network router is installed at each communications shelter to provide an Open System
Interconnection (OSI) Layer 3 element to segment (via subnet) the following networks:
• Train Control
• Customer Information Systems
• Ticket Vending Devices
20.11.2 Planning
The designer shall coordinate the MPLS circuit with the SCRRA Communications MPLS
Coordinator. This is a long lead item that shall be defined and coordinated with the provider prior
to release of issue for construction documents.

MPLS and router design shall include the following characteristics:
• Site Overview: The site overview shall detail where the lessor demarcation point is located.
Design consultant shall construct dedicated conduit to the demarcation point and place a
dedicated pull box near the communications shelter in order for the lessor to complete
installation.
router equipment. MPLS leased equipment shall be placed on the communications shelter
backboard.
sources and breaker sizes. Router equipment shall be supported by DC power with battery
backup of 24 hours standby time or via AC power connected to a DC inverter. The router
is sensitive to power glitches and will reboot. The design shall take steps to minimize this.
• Equipment Rack Layout: Router equipment rack detail shall be provided to show
equipment spacing, cable management, power, shelving and total rack unit (RU) space
requirements.
Router and MPLS deployment shall include the following tests and verification:
• Router hardware performance under power failure
• Back office testing of all subnets and ability to see all devices on the network
• Failover testing to MPLS network

20.12 PRIMARY AND STANDBY POWER REQUIREMENTS
20.12.1 Scope
Power reliability is fundamental to SCRRA’s ability to maintain a highly available network. Primary
power and standby power are required within each communications shelter. Minimum standby
power times are determined relative to the accessibility to each location. Standby power systems
shall be sized based on operating load calculations for the communications location. For wayside
locations that are easily accessible, standby power shall operate the location for a minimum of 24
hours in the event of primary power loss. For remote locations, standby power shall operate the
location for a minimum of 72 hours in the event of primary power loss.
SCRRA communications shelters use a single phase 100A 240V/120V electrical meter service
as primary power. SCRRA Standby power utilizes DC voltage battery plants of 48V, 24V and 12V.
All standby power systems shall be monitored and have the ability to send alarm notifications to
the Dispatch Operations Center (DOC). In strategic and/or remote network locations, such as
mountain top base station locations, a standby generator may be required in addition to DC
battery plants.
20.12.2 Planning and Permitting

When placing a communications shelter at a new location, the design consultant shall coordinate
the electrical meter service with the SCRRA Communications Coordinator. This is a long lead
activity that shall be defined and coordinated with the utility provider prior to release of issue for
construction documents.
Standby generators whose internal combustion engines are greater than 50 brake horsepower
(bhp) or gas turbines greater than 2,975,000 British thermal units (Btu) per hour are required to
obtain a Permit to Construct (PC) from the South Coast Air Quality Management District
(SCAQMD) prior to the installation of the engines at a site. SCAQMD considers an emergency
backup generator as one that does not operate more than 200 hours a year and is only operated
in the event of an emergency power failure or for routine testing and maintenance. A PC is
required for new or relocated equipment as well as alteration of existing equipment. The SCAQMD
has certified certain models/families of equipment meeting all applicable air quality requirements.
A list of these certified dealers/distributors is available on their website.
Once a piece of equipment is installed, modified and/or operated SCAQMD processes the
application for a Permit to Operate (PO).
20.12.3 DC Battery Plants

DC battery plants shall use Valve Regulated Lead Acid (VRLA) batteries configured in plants to
provide 48V, 24V or 12V, depending on the equipment needs within the communications shelter.
The VRLA battery shall contain an absorbent glass mat (AGM) containing the electrolyte to allow
for plant arrangement in any orientation. Within the communications shelter, battery plants shall
be placed along the walls of the shelter while providing sufficient walk space for maintenance
personnel. The impact of battery plant weight and load distribution shall be considered when
placing plants in existing shelters and during foundation design stage of new shelters.


Primary and standby power design shall include the following characteristics:
• Site Overview: The site overview shall detail where the power demarcation point is
located. Designer shall construct dedicated conduit to the demarcation point and place a
dedicated pull box near the communications shelter in order for the power provider to
complete installation.
power systems equipment. Plans shall detail a panel schedule and load calculations.
Battery plant placement shall account for walk and work space.
sources, breaker sizes, power monitoring and alarms. Battery plant total ampere hours
shall be indicated on the design plans. New battery plants shall be designed to support a
25 percent future load in addition to anticipated equipment loads.
• Equipment Rack Layout: Router equipment rack detail shall be provided to show
equipment spacing, floor space and total rack unit (RU) space requirements.
Primary and standby power deployment shall include the following tests and verification:
• Power failure demonstration and battery cell standby capacity after 1 hour
20.13 COMMUNICATIONS SYSTEMS CONDUIT AND PULL BOX REQUIREMENTS
20.13.1 Scope
Communications system conduit and pull boxes support and protect the backhaul
communications infrastructure in essential ways. Selection and placement of conduit and pull
boxes can have significant impact on existing and future system requirements and ease of
maintenance.
20.13.2 Planning
SCRRA does not allow direct burial installation of any communications cable. All cable shall be
installed in PVC or HDPE conduit. All conduit shall be installed at a minimum depth of 36 inches.
PVC conduit shall be schedule 40 when placed adjacent to track and schedule 80 when placed
under track. All conduit shall remain clear of Zone 1 with exception to conduit crossing underneath
the tracks when necessary.
SCRRA prefers separate 4’x4’x4’ pull boxes for communications cable isolated from signal cable
when feasible. This decision shall be made in context of the project scope, funding and available
room for pull box placement and installation. When conduit crosses tracks or roadways, a pull box
shall be placed on either side. All pull boxes shall have H20 traffic rated lids to allow Right of Way
(ROW) maintenance vehicles to drive over them without causing damage.
Analysis of the project scope may provide cost savings for the installation of duct bank conduit in
one shared trench for multiple systems. These systems can include non-vital fiber, vital fiber, and
grade crossing express cable.

In greenfield SCRRA expansion projects or more remote areas there may be a cost advantage to
plowing in HDPE conduit in conjunction with other construction activities.

Conduit and pull box design shall include the following characteristics:
• Site Overview: Within location plans, the site overview shall detail all required pull boxes,
and conduit. The designer shall make clear anticipated distances, conduit sizes, and
quantity of conduit
• Conduit and pull box placement shall be coordinated on the civil plans with the civil
designer
20.14 PASSENGER STATION COMMUNICATIONS INFRASTRUCTURE
20.14.1 Scope
Passenger stations require a communications infrastructure to properly support ticket vending,
passenger communications, fiber optic systems, and security. Passenger stations are an area
that require interdisciplinary coordination to achieve a well-designed layout for maintenance,
future expansion and public use.
20.14.2 Station Communications Shelter

A 10’x20’ dual tenant station pre-fabricated communications shelter shall be included in all new
stations. The tenant side (10’x7’) of the shelter is reserved for use of the city/county owner of the
station and the SCRRA side of the shelter is 10’x13’. The dual tenant shelter shall have separate
AC breaker panels so that utility power can be divided between city/county paid use and SCRRA
paid use. The dual tenant shelter shall be divided by a chain link fence and shares overhead cable
ladder between the areas. Each tenant side has a floor void for underground conduit entry, a
waveguide entry and a backboard for Main Point of Entry (MPOE) circuits. There are two HVAC
units that are powered and controlled by SCRRA. The design consultant shall include the
following items in the communications shelter:
• Air conditioner thermostat
• High temperature alarm thermostat
• Low temperature alarm thermostat
• Emergency exit sign with light
• Magnetic door alarm switch
• Smoke detector
• Exterior light fixture with photocell
• Eyewash station
• First aid kit
• Fire extinguisher

• Telecommunications main ground busbar (TMGB)

• Plywood backboard(s) painted white
• 30A (L14-30P) exterior generator receptacle weatherproof cover
• Door security bars
• Waveguide windows
• Room monitor camera system
At a minimum, the shelter shall utilize a 200A meter service with two (2) 100A load centers
(120V/240V). Final load calculations shall determine supplied service amperage. The design
consultant shall include panel schedule information.
The shelter foundation shall be a full concrete pad with voids for the underground conduit entry.
The full foundation pad shall be designed to support the weight of heavy standby battery plants.
Within the communications shelter, two (2) post 90-inch high equipment racks shall be used. Four
(4) post racks and racks with vertical cable management shall not be used in order to maximize
space for future growth. In addition, no electrical conduit and junction boxes shall be installed on
the vertical channels of the racks. These items may facilitate a short-term purpose but they fail to
use the available space efficiently, reducing walkways, working space and overall rack placement.
The station communications shelter requires a conduit connection for communications data
transport to the following equipment on the station platform:
• Ticket vending devices
• LED message signs
• LED monitors
• Video surveillance cameras
• Emergency management panel (EMP)
• Public address speakers
The station communications shelter requires a conduit connection for power for the following
equipment:
• LED message signs
• Video security cameras
• Public address speakers
The following equipment shall be powered from the station electrical panel rather than the
communication shelter:
• Platform lighting and photosensors
• Platform irrigation when applicable
• Ticket vending devices

• LED monitors
20.14.3 Station Customer Information Systems (CIS)

Station CIS consists of LED message signs, speakers for public address, ticket vending devices
(TVDs), LED monitors and an emergency management panel (EMP).
Typical LED message sign placement is in a back to back configuration on a light pole. The sign
closest to the communications shelter shall determine the designation of sign 1. LED message
signs are connected with multimode fiber to the first sign and serially via an RS422 daisy chain
thereafter. All signs shall be placed to meet ADA requirements for passengers and at heights to
reduce the chance of vandalism.
TVDs and LED monitors are collocated to provide ticket purchasing passengers with train
schedule information. This equipment shall be installed facing north when possible and placed
under a canopy to shield direct light and provide improved visibility.
Within the communications shelter, a CIS ethernet switch shall be designated to connect all
equipment. This switch will connect to the backhaul router for communication with the Dispatch
Operations Center (DOC) and CIS support personnel. A CIS controller computer shall be installed
to provide message and audio information from the head end system located at the DOC.
Twelve (12) strand multimode fiber cables shall route to the TVDs, LED monitors, and first LED
message sign on each platform. Each fiber cable shall terminate on a fiber distribution panel. A
modular media converter chassis shall hold multiple point to point media converters to translate
from fiber to Category 6 Ethernet cable.
An uninterruptible power supply (UPS) shall be installed to provide power to each platform’s string
of LED message signs and CIS equipment. Controllable AC power strips shall connect to the UPS
and support the power cycle of individual receptacles for remote troubleshooting.

The communications shelter and CIS systems shall include the following characteristics:
• Site Overview: Within location plans, the site overview shall detail station platform layout
and systems equipment placement. All platform light poles shall be labeled and assigned
a number for system reference and maintenance. Symbols for LED signs, speakers,
TVDs, EMP and LED monitor shall indicate placement for installation and bidding
purposes.
• Station platform conduit and pull box placement shall be coordinated on the civil plans
with the civil designer. Equipment placements and those that require city electrical power
shall be coordinated with the station electrical designer.
CIS equipment. Plans shall detail a panel schedule and load calculations. Battery plant
placement shall account for walking and working space.
sources, breaker sizes, power monitoring and alarms.

• Equipment Rack Layout: CIS equipment rack detail shall be provided to show equipment
spacing, floor space and total rack unit (RU) space requirements.
• Light pole and canopy placement shall be coordinated on the civil plans with the civil
designer and special consideration shall be made for the loading of the CIS equipment on
these structures.
CIS deployment shall include the following tests and verification:
• Demonstration of test messages to LED signs, LED monitors, EMP, TVDs and Public
Address Speakers.
20.15 VIDEO SURVEILLANCE SYSTEMS (VSS)
20.15.1 Scope
Video surveillance systems are required to improve security at SCRRA passenger stations and
other facilities. Although these systems are not mission critical infrastructure for operations, they
have importance in preventing theft and vandalism that impact mission critical systems.
20.15.2 Planning
Video Surveillance Systems consist of the following equipment:
• Cameras
• VSS Ethernet switch capable of power over Ethernet (PoE)
• Uninterruptible power supply
• Network Video Recorder
• Category 6 patch panels
• Fiber patch panels
At passenger stations, cameras shall be placed at TVDs and distributed along the platform to
provide remote security visibility. Mounting of equipment shall be on light poles and canopies,
based on conduit access and optimum visibility. Power over Ethernet (PoE) extender equipment
may be installed in small NEMA 4X boxes collocated on the light poles.

VSS design shall include the following characteristics:
and camera equipment placement. All light poles and canopies shall be labeled and
assigned a number for reference. Symbols for VSS cameras shall indicate placement for
installation, bidding and maintenance purposes.
VSS equipment.
sources and breaker sizes.

• Equipment Rack Layout: VSS equipment rack detail shall be provided to show equipment
spacing, floor space and total rack unit (RU) space requirements.
• Conduit and pull box placement shall be coordinated on the civil plans with the civil
designer.
• Light pole and canopy placement shall be coordinated on the civil plans with the civil
designer and special consideration shall be made for the loading of the VSS equipment
on these structures.
VSS deployment shall include the following tests and verification:
• Demonstration of video at Security Operations Center (SOC).
20.16 TICKET VENDING DEVICE (TVD) SYSTEMS
20.16.1 Scope
Ticket vending devices provide revenue recovery for SCRRA. These systems shall be designed
to have high availability as a part of SCRRA’s fiscal responsibility.
20.16.2 Planning
TVD Systems consist of the following equipment:
• Ticket vending cabinet
• Media converter
• Fiber patch panel
• TVD switch

TVD systems design shall be limited to the following:
and TVD equipment placement.
• TVD conduit and pull box placement shall be coordinated on the civil plans with the civil
designer.
TVD systems equipment.
sources and breaker sizes.
• Equipment Rack Layout: TVD equipment rack detail shall be provided to show equipment
spacing and total rack unit (RU) space requirements.

21.0 WAYSIDE SIGNALS

21.1 SCOPE
The consultant providing design services for SCRRA operated and maintained property shall
specify equipment and applications that not only provide optimum safety but shall also maximize
the operational efficiency and reliability of the shared commuter/freight rail system. The design
shall incorporate methodologies, applications and equipment that have been proven to be reliable,
durable and effective on SCRRA properties or similar commuter/freight rail environments and that
are currently accepted by SCRRA. The introduction of new materials, which require an inventory
of additional spare parts, additional training and/or instructions must be approved by the SCRRA
Director, PTC, C&S Systems, or Designate, herein referred to as SCRRA.
Any proposed designs shall incorporate features that aid signal personnel in the inspection,
testing, repair, and overall maintenance of the system. As much as is practical within the scope
of a project, equipment to be installed shall be scalable for future expansion, and the signal
enclosures shall be sized accordingly. Application logic software shall be fail-safe and conform to
all applicable regulatory rules and regulations and be designed simple in form to be easily
understood by personnel responsible for the maintenance and care of the system. Where these
criteria refer to system logic and design criteria using vital relays, the same logic shall be applied
to solid-state electronic interlocking application programs.
All designs shall adhere to the rules and regulations contained in 49 CFR 234, 235, and 236.
Signal designs shall incorporate the rules and instructions as contained in the most current issue
of the California Public Utilities Commission General Orders, General Code of Operating Rules
(GCOR), Maintenance of Way Operating Rules (MOWOR), Metrolink General Orders, Timetable
and Special Instructions and AREMA Communications & Signals Manual of Recommended
Practices. Where the AREMA manual is used, “may” and “should” are to be interpreted as “shall”
unless in conflict with these standards or otherwise directed by SCRRA. Note that the SCRRA
General Orders, Timetable, and Special Instructions supersede GCOR and MOWOR where they
conflict.
is designed to be resilient to future climate conditions. If the site is vulnerable to flooding all
signaling systems must be elevated out of likely flood exposure and/or provided with watertight
sealing of ducts, conduits or other penetrations.
The designer is advised that wayside signaling systems, crossing warning systems,
communication systems and positive train control (PTC) systems are present on the SCRRA
tracks and right-of-way. Any modifications to the wayside signaling system must consider and
mitigate impacts to these other systems. Please refer to the following Design Criteria Manual
Sections for related information;
• Section 20.0, Communications Systems
• Section 22.0, Positive Train Control (PTC)

• Section 33.0, Grade Crossing Signals.
21.2 POSITIVE TRAIN CONTROL (PTC) CONFIGURATION MANAGEMENT

All wayside signal equipment, programs, devices and components are critical features necessary
to the safe and efficient operation of SCRRA’s Positive Train Control System. Any changes being
proposed to wayside systems are subject to SCRRA’s Change Configuration Management policy
and procedures. Consultants providing signal design services are required to comply. Refer to
SCRRA’s Design Criteria Manual Section 22.4 for related requirements and direction.
21.3 NEW METHODOLOGIES, APPLICATIONS OR EQUIPMENT

Design service consultants recommending new methodologies, applications, or equipment not
currently used on SCRRA properties will be required to obtain, before commencing with design
efforts, approval from SCRRA. No design submittals containing new methodologies, applications,
or equipment will be approved without prior consent. When proposing new equipment not
currently utilized by SCRRA, the company providing design shall provide SCRRA with
documentation detailing where the equipment is currently in use as well as general maintenance
requirements for the equipment. Upon approval, the responsible design services consultant will
be required to provide additional information to supplement SCRRA’s instructions and standards.
Requirements may include additions and/or revisions to, but are not limited to, the following
documents:
• SCRRA Timetable
• SCRRA Instructions Governing Installation, Maintenance, Inspection, and Testing of
Signal Apparatus and Signal Systems
• SCRRA Maintenance of Way Operating Rules
During construction or replacement of all critical lineside equipment and equipment cabinets,
consider passive heat mitigation measures such as external shading using structures, use of
vegetation, and painting cabinets with heat-reflective paint coating. Assess whether electronic
design temperature thresholds for signaling electronics and signal cables are appropriate given
projected climate change.
All new equipment shall be provided with an air conditioning unit. Consideration will be given to
increased insulation thickness in equipment houses or cabinets to maintain temperature for longer
periods.
Equipment houses and equipment cabinets shall be provided with external connection for
temporary power to permit use of external generator. Monitoring of house temperature and
external power shall be considered on a case-by-case basis after consultation with SCRRA.

21.4 QUALIFICATIONS OF SIGNAL DESIGN PERSONNEL
21.4.1 Qualifications of Signal Designer

Signal Designers who work on SCRRA signal circuits or programs are subject to the approval of
SCRRA. The classification of Signal Designer is generic and refers to the responsible individual
who produces or modifies signal circuits or programs. A company or third-party agency may
classify this position as a Signal Engineer or other title.
In general, a Signal Designer shall have a minimum of five (5) years of experience designing
signal systems for Class 1 freight or commuter rail systems which are governed by the FRA and
adhere to the guidelines set forth in the AREMA C&S manual.
SCRRA may require that Signal Designers demonstrate their familiarity with applicable
regulations, both state and federal, and their familiarity with traditional relay logic, ladder logic or
Boolean logic equations. Principles of railroad signaling, including automatic block signals,
centralized traffic control and interlocking system’s functionality must be demonstrated to the
satisfaction of SCRRA. An understanding of train operations and the interaction of the signal
system is required, as well as the ability to analyze braking distances and the ability to calculate
locking release times. In addition to this, the Signal Designer must have an ability to demonstrate
their understanding of how the signal system interacts with grade crossing warning systems and
PTC systems.
The Signal Designer may be interviewed by SCRRA or designate. The interview may require a
demonstration of circuit and program analysis. The determination of qualification is at the sole
discretion of SCRRA.
These requirements apply to both signal circuit and application program development, either
developing new systems or modifying existing systems.
21.4.2 Qualifications of Signal Checker

The classification of Signal Checker is generic and refers to the responsible individual who
performs Quality Control (QC) and safety analysis of signal designs or application programs. A
company or third-party agency may classify this position as a Senior Signal Engineer or other
title. In general, the Signal Checker is subject to the qualifications of a Signal Designer as
described in Section 21.4.1. In addition to these qualifications, the Signal Checker must possess
an additional five (5) years of experience checking signal designs and vital application programs.
The Signal Checker may be interviewed by SCRRA or designate. The interview may require a
demonstration of circuit and program analysis and a demonstration of applicable checking and
testing methods used in the performance of their duties. The determination of qualification is at
the sole discretion of SCRRA.
21.4.3 Qualifications of Signal Test Engineer

The classification of Signal Test Engineer is generic and refers to the responsible individual who
performs and directs testing and commissioning of new, or modifications to existing, signal
systems. A company or third-party agency may classify this position as a Signal Test Engineer or
other title. In general, the Signal Test Engineer is subject to the qualifications of the Signal
Checker as described in Section 21.4.2. In addition to these qualifications, the Signal Test

Engineer must possess an additional five (5) years of experience performing and leading field-
testing efforts for signal system testing and commissioning.
The Signal Test Engineer must be able to demonstrate an ability to develop, coordinate and
execute field test plans. The Signal Test Engineer must possess a thorough understanding of
SCRRA train operations, signal and crossing system functionality, positive train control
functionality and demonstrate an ability to analyze and determine the level of testing needed to
safely commission signal and crossing system modifications in a commuter rail environment.
The Signal Test Engineer may be interviewed by SCRRA or designate. The interview may require
a demonstration of the candidate’s ability to organize and perform in-service testing activities. The
determination of qualification is at the sole discretion of SCRRA.
21.5 DESIGN CHECK REQUIREMENTS

Signal system design work shall only be completed by signal design firms authorized by SCRRA
to provide such services.
To ensure the quality and integrity of SCRRA system design plans and programs, all new or
modified systems shall receive a QA/QC check at each design submittal level. The check shall
ensure that all designs meet the requirements of applicable regulations, recommendations and
standards. All design applications shall meet or exceed the manufacturer’s minimum
requirements.
All authorized signal design firms shall have an established, written, procedure outlining the firm’s
QA/QC process. This process shall be submitted to SCRRA for review upon the request of
SCRRA. Additionally, the firm performing signal design work shall store all QA/QC check plans
for a minimum of three (3) years after final project submittal has been made. These project check
plans shall be produced to SCRRA for review upon the request of SCRRA.
When an independent check is required, two complete plan sets, or an electronic PDF copy shall
be distributed to the designated firm performing the independent check. An independent check is
required when a new program is being planned or when changes to an existing program are
extensive enough to warrant a complete system re-test.
21.6 SIGNAL PLAN DESIGN REQUIREMENTS
21.6.1 General
Signal computer aided drafting and design (CADD) files are living documents that must be
properly maintained to ensure the integrity of the signal system. Duplicate CADD files increase
the possibility of inaccurate drawings being distributed to construction or maintenance forces.
Files shall not be duplicated without the authorization of the SCRRA. Drawings shall be produced
utilizing Bentley MicroStation. CADD files shall be version 7 compatible in the two-dimensional
format. Designers shall adhere to the format requirements indicated within this section.
Prior to beginning a design project, CADD files shall be requested from SCRRA. The design firm
shall provide a general description of the project along with specific milepost limits. SCRRA shall
provide current CADD files, SCRRA border files, SCRRA official cell libraries, and any pertinent
typical files (example, pre-wired typical files) available. Files shall be provided to the designer
electronically via email or through delivery on a compact disc or USB drive.

Upon completion of the design, the contractor shall return the CADD files to SCRRA. The designer
shall also include an itemized list of the files returned. The list shall categorize files by new,
modified, and deleted files. Upon completion of construction, CADD files returned to SCRRA shall
be in SCRRA maintenance format, with SCRRA borders and job notes attached.
Any modifications made to SCRRA CADD files require that a job note be added to the drawing
affected. No changes, regardless of size or content, shall be made without attaching a job note.
Border files shall be reference attached to the drawing files. New cells shall not be added to the
SCRRA cell library without proper authorization from SCRRA. Any new cells developed with
approval shall be returned to SCRRA so that they may be included within the SCRRA cell library
for future distribution.
21.6.2 CADD File Coordination

There will be projects that overlap between signal design consultants where two or more firms
are performing work within the same plan set. It is the sole responsibility of all design firms to
coordinate their efforts between themselves and SCRRA to ensure that the final as-built plan
set(s) are accurate and correctly reflect all changes and modifications performed.
Upon initial file request, it is the design consultant’s responsibility to verify with SCRRA whether
the requested file is currently checked out to another firm. If the file is currently checked out, it is
the requesting consultant’s responsibility to notify the other consultant of their intent to work within
the same plan set. It is then the responsibility of the requesting firm, as a part of their work
authorization, to present SCRRA with a coordination plan detailing how the two projects will
coordinate final as-built conditions and proper plan field distribution. This plan must be approved
by SCRRA before the requesting firm may begin any design work.
21.6.3 CADD Standard Deviations and Modifications

Drawings, borders, and cells shall not be scaled up or down. All design work shall be performed
on grid. Signal design consultants shall adhere to these standard requirements. Deviations shall
only be done with permission from SCRRA. Signal design consultant may be required to
reimburse SCRRA for all costs associated with correcting plan discrepancies.
21.6.4 Filename Convention

The first two characters of the file name shall display the subdivision related to the drawing as
follows in Table 21-1:
TABLE 21-1. CADD FILE SUBDIVISION NAMING

Extension Subdivision
MO Montalvo
OL Olive
OR Orange
PA Pasadena
PV Perris Valley

RD Redlands
RI River
RO Rialto
SG San Gabriel
SW Short Way
VN Ventura
VY Valley
After the subdivision, six characters of the file name shall display either a specific milepost location
or a specified area from one milepost to another. For example, 025_20 is milepost 25.20 and
043051 is milepost ranging from 43 through 51.
All CADD files shall be returned to SCRRA with the “.dgn” file extension. SCRRA uses a sub
extension naming convention for further information on the file. The sub extension shall be
preceded with a “_”.
TABLE 21-2. CADD FILE SUB EXTENSION NAMING

Sub Extension Description
AXX Aspect Chart
BXX Field Verification Drawing
CXX Construction Drawing
LXX Layout Drawing
MXX Maintenance (As in service) Drawing
TXX Temporary Drawing
CFC Construction Front Cover
MFC Maintenance Front Cover
File sub extension examples include the following:

• sg040_20_c09.dgn – File is for milepost 40.20 on the San Gabriel subdivision, sheet 9,
containing construction work.
• ri000001_m02.dgn – File is for track and location plans within milepost 0 through 1 on the
River subdivision, sheet 2, as in service.
Aspect charts contain an additional character within the file name associating direction as follows:
• vy068072e_a01.dgn – File is for an eastbound aspect chart within milepost 68 through 72
on the Valley subdivision, sheet 1.
• vy068072w_a01.dgn – File is for a westbound aspect chart within milepost 68 through 72
on the Valley subdivision, sheet 1.

21.6.5 Format Requirements

If typical CADD files are available, they shall be used as seed files for all signal CADD work. The
following file format settings shall be adhered to:
• All new design files shall be single sheet, with lower left corner starting at XY=0,0
(GLOBAL ORIGIN)
• All design work shall be placed on the appropriate levels as follows:
TABLE 21-3. SIGNAL CADD FILE LEVEL USAGE

Level Description
1 Circuits and general text notes
2 Black boxes and shapes (No fill)
3 Yellow/Grey Shapes (Filled solid)
4-7 Reserved for future
8 Wire size
9 Relay location number
10 Wire nomenclature
11 Relay qualifier
14 Contact qualifier
15 Contact number
16 Crossing DOT number
26 Title block
• Drawing settings shall have SETTINGS SAVED as follows:

o Levels 1-39 ON, Levels 40-63 OFF
o Data Fields turned OFF (All views)
o SNAP and GRID locks ON, LEVEL lock OFF
o TX = 0.08 (Text size)
o FT = 0 (Font)
o Text Justification = Center Center (CC)
o Line Spacing = 0.05
o WT = 1 (Line Weight)
o LV = 1 (Level)
o AS = 1 (Active Scale)

o AA = 0 (Active Angle)
o CO = 0 (Color)
o View #1 = View of title block area
o View #5 = View of complete drawing (FIT ALL)
• The design file name shall be placed in the lower left-hand corner of the design file border
and shall match the external file name.
• Crossing Street Width (Standard) = 10 grid spaces minimum
• Track = WT=7, LV=1
• Distance between Tracks = 6 grid spaces
• Circuits = WT=2, LV=1
• Black Boxes and Shapes = WT=3, LV=2
• Project Revision Information = JBNOTE cell
• All circuits shall be placed ON GRID
• Identifiers shall be placed directly above the item:
o Street Names
o DOT Number
o CPUC Number
o Engineering Stationing
o Control Point Name
• Engineering Stationing shall be followed by an abbreviated descriptor as follows:
o SIG = Signal
o HB = Head Block (Powered or hand thrown)
o DERAIL = Derail (Powered or hand thrown)
o IJ = Insulated Joint
• The front cover sheet shall contain an index of the drawings included in the plan set. The
index shall indicate the sheet number and corresponding sheet title block name. The cover
sheet shall indicate the drawing set name.
• Do not DROP STATUS on cells.
• Track and Location sheets shall be drawn so that each sheet in the book could be placed
side by side with all corresponding tracks, cables, and circuits lining up.
Wayside signal plans utilize a color scheme for depiction of design changes within existing or new
plan sets. The use of non-colored depiction of design changes (black X’s and O’s) is not allowed.
Acceptable color codes are as follows:

• Red = In Yellow = Out

o Default color scheme.
o All new information shall be colored red.
o All removal information shall be colored black with a yellow fill in background.
• Green = In Brown = Out
o Color scheme to be used if “Red = In, Yellow = Out” already used.
o All new information shall be colored green.
o All removal information shall be colored brown.
• Blue = In Gray = Out
o Color scheme to be used if “Red = In, Yellow = Out” and “Green = In, Brown = Out”
already used.
o All new information shall be colored blue.
o All removal information shall be colored black with a gray fill in background.
21.6.6 Plan Set Composition

Plan set makeup shall follow a logical flow as shown in the following lists. Not all plan sets shall
contain the following specific sheets or may have additional sheets based upon specific needs.
• Signal Circuit Plan – Contains multiple locations complete with signal equipment,
stationing, location to location circuitry and cable
o Cover Sheet (Index)
o Signal Circuit Plan
• Control Point Location Plan – Contains specific location circuitry and details
o Track and Location Plan
o Aspect Sheet
o Fiber Optic Circuit Plan
o Communications Circuit Plan
o Radio/Block Diagram & Code Assignments
o Crossing Circuit Plan (If remote start crossing circuits within the location)
o Program Options Plan (If remote start crossing circuits within the location)
o PTC Radio Sheet
o Track Circuit Details
o I/O Connections
o Lighting Circuits

o Switch Circuits
o Local Control Panel
o Local Control Panel Circuits
o Power, Battery & Alarm Circuits
o WAGO Detail
o Racks # Layout
o Comm. Equipment Rack # Layout
o Terminal Board Layout (Front)
o Terminal Board Layout (Back)
o Side A – House Layout
o Side C – House Layout
o Cable Sheet
o Conduit Plan
o Comm. Tower Details
• Intermediate Signal Location Plan – Contains specific location circuitry and details
o Aspect Sheet
o Fiber Optic Circuit Plan
o Crossing Circuit Plan (If remote start crossing circuits within the location)
o Program Options Plan (If remote start crossing circuits within the location)
o Electrocode Circuits
o PTC Radio Sheet
o Signal Lighting Circuits
o Power & Battery Circuits
o Racks # Layout
o Cable Sheet
o Conduit Plan
• Electric Switch Lock/Leaving Signal – Contains specific location circuitry and details


o Track and Battery Circuits (Electric Switch Lock)
o Track, Signal, and Battery Circuits (Leaving Signal)
o Case Layout
o Cable Layout
o Conduit Layout
• Aspect Charts
o Signal aspect strings with applicable code rates
o Charts to include braking information from SCRRA Braking Calculator
o Charts to include relevant speed information for turnouts and tracks. This information
shall be obtained from SCRRA’s most current Timetable.
o Charts shall be direction based, meaning east and west aspects over an area are
shown on separate sheets.
21.6.7 Location Naming Guidelines

Crossing names shall be as listed within the Federal register. New station and control point names
are subject to the approval of SCRRA’s Chief Operating Officer. Existing station and control point
names shall not be changed without the permission of SCRRA’s Chief Operating Officer. All other
system location names shall be generic in nature and refer to the location’s milepost as a general
locator.
21.7 SIGNAL SPACING AND SIGNAL PLACEMENT
21.7.1 Signal Spacing

It is the goal of the SCRRA to establish signal block lengths that utilize standard aspect
sequences. Unconventional aspect sequences, such as consecutive approach aspects to a stop,
should be considered as a last resort and adopted only with the permission of SCRRA.
Signal spacing shall consider all factors necessary to provide safe and efficient train operations.
Signal blocks should be a nominal 6,000 to 8,000 feet in length except where traffic density
requires shorter blocks for closer signal system headways. Under ideal circumstances, such
spacing allows mixed traffic to operate with optimum headways and, combined with the use of an
advanced approach aspect, provides safe braking distance for freight trains.
On projects where signal spacing or aspects strings are being affected, SCRRA may request that
a signal system headway study be performed to quantify impacts to commuter operations.
21.7.2 Signal Placement

Where possible, block signals shall be placed to the right of the track governed, except back-to-
back ground signals shall be placed where practical to minimize construction costs. Left-hand
signals shall be placed where track centers do not accommodate right-hand placement. Bridge
or cantilever signal structures shall be placed where more than two tracks must be signaled and

where right-of-way (ROW) constraints will not permit placement of ground signals. Where
visibility, spacing, and braking considerations allow, it is desirable to locate signals at grade
crossings to minimize additional insulated joints and economize commercial power requirements.
Where practical, signals shall be placed in full view of station platforms so that the aspect
displayed can be seen by the locomotive engineer when leaving the station. Doing so will
eliminate the need for operating crews to comply with TIMETABLE RULE 9.9 - TRAIN DELAYED
WITHIN A BLOCK as they depart the station.
Signals shall be placed and aligned to allow optimum viewing by the locomotive engineer. Where
possible, signals shall be placed adjacent to tangent track. Where practical, the locomotive
engineer shall be provided an unrestricted view of the signal for a minimum of 2,000 feet in
advance of the signal. 2,000 feet provides over 15 seconds of preview for a 79-mph train. In lower
speed territory where 2,000 feet preview is not practical, 15 seconds of preview at timetable speed
will be acceptable, subject to the approval of SCRRA.
Where signals are located on curves and adjacent tracks are present, signal height should
consider visibility obstructions from standing rail cars. The designer shall verify that upper and
lower signal units are visible. The use of bridge or cantilever signals may be required under these
circumstances.
The designer shall perform a thorough field review of proposed wayside signal locations to ensure
that signals are placed in accordance with SCRRA standards and will not be obstructed by
vegetation, buildings, highway overpasses, or other structures. Each location shall provide
adequate space for each signal, signal enclosure, and other related apparatuses. The selected
site shall provide ample walkways and access for railroad maintenance personnel.
21.7.3 Wayside Signal Devices

In general, absolute signals at control points will have two heads and automatic signals
approaching control points will have two heads. Typically, all other automatic signal applications
will have one head.
Signal heads shall be of color light type and comply with the with the requirements of SCRRA
Engineering Standard ES 8525. Each lamp unit shall be equipped with an LED assembly as
described in the AREMA C&S Manual, Part 7.1.5. Unused lamps are to be affixed with
manufacturer provided blank cover plates.
Ground signals shall comply with the requirements of SCRRA Engineering Standards ES 8500,
ES 8505 and ES 8506.
Cantilever and bridge structures shall be installed with a minimum clearance of 23 feet 6 inches
above top of rail, unless a special design consideration is granted by SCRRA. This placement will
accommodate future track elevation increases. Cantilever signal structures shall comply with the
requirements of SCRRA Engineering Standard ES 8510. Bridge signal structures shall comply
with the requirements of SCRRA Engineering Standard ES 8515.
Dwarf signals shall comply with the requirements of SCRRA Engineering Standard ES 8520. No
portion of a dwarf signal shall be placed closer than 6 feet from centerline of any track. No portion
of the dwarf signal shall be located higher than 34 inches above top of rail. (Note: Although the
CPUC regulation allows placement of signal apparatus up to 36 inches above top of rail, the 2-

inch variation should accommodate settling of the track, thus ensuring compliance with the
regulation).
The use of dwarf signals is restricted to areas where trains operate at slow speeds or where high-
mast ground signals are not practical. Typically, dwarf signals are used only where trains enter
CTC territory from non-signalized tracks. Dwarf signals are not allowed for use on main or siding
tracks without the permission of SCRRA.
21.8 SAFE BRAKING AND AVERAGE GRADE CRITERIA
21.8.1 Safe Braking Criteria

The signal system will be designed for the greatest possible passenger train efficiency while
accommodating freight train braking.
Both freight and passenger braking shall utilize SCRRA’s Braking Distance Calculator which
will be provided by SCRRA upon request. Tons Per Operative Brake (TPOB) and speeds for
freight trains shall be those listed within SCRRA’s Timetable Special Instructions, Rule 6.31.2 -
OTHER MAXIMUM SPEEDS. Additionally, the signal design consultant shall ensure freight
braking complies with any subdivision specific freight TPOB and speed restrictions. These
restrictions are listed within the current SCRRA Timetable, current General Orders or Track
Bulletins. It is the responsibility of the signal design consultant to verify current speeds and
tonnage restrictions throughout the Timetable, Special Instructions, and current General Orders.
Any discrepancies found must be immediately brought to the attention of SCRRA for resolution.
For both passenger and freight trains, it is the signal design consultant’s responsibility to verify
that all classes of trains operating through the area of consideration have acceptable braking
distances to safely operate. If block distances being analyzed do not allow for safe braking of any
class, it is the design consultant’s responsibility to propose remedial actions to SCRRA that will
ensure compliance.
SCRRA signal aspects and indications are listed within SCRRA’s Timetable – Appendix C. It is
the signal design consultant’s responsibility to arrange aspect sequences so that all classes of
trains can safely operate in accordance with the aspect’s intended indication. Specifically, all
classes of trains must be able to:
• Safely stop before passing a red aspect (stop indication).
• Safely reduce speed before arriving at a reverse turnout. Reductions must be analyzed
using the reverse turnout’s prescribed turnout speed, as listed in the current Timetable.
• Safely comply with signal indication’s associated speeds.
Special considerations for aspect strings include, but are not limited to:
• It is SCRRA’s policy to display an advance approach (Rule 9.1.7) aspect in approach to
any approach (Rule 9.1.9) aspect, approach restricting (Rule 9.1.8) aspect or any
approach diverging (Rule 9.1.6) aspect.
• All Restricting (Rule 9.1.13) and Restricted Proceed (Rule 9.1.14) aspects shall be
analyzed and considered as stop indications in braking calculations.

• Approach Sixty (Rule 9.1.4) and Approach Fifty (Rule 9.1.5) aspects are not currently used
on SCRRA property. Use of these aspects requires the approval of SCRRA.
• Advance Approach (Rule 9.1.7) aspects should not be used where the approach block is
less than 2,500 feet, or where the distance from the advance approach to the stop signal
provides stopping distance for less than timetable speed for all classes.
• Approach Diverging (Rule 9.1.6) aspects should only be used in advance of control points
that have the same turnout speeds. Where turnout sizes vary within a control point, the
Approach Restricting (Rule 9.1.8) aspect may be required approaching the lower speed
turnout, and a Restricting (Rule 9.1.13) aspect be provided for the diverging move through
the lower speed turnout.
Other methods or programs used for calculating braking distances may not be used without the
permission of SCRRA.
The SCRRA Engineering Standards contain braking and deceleration tables for both passenger
and freight. These are provided as examples only and should not be considered in lieu of results
obtained using the SCRRA Braking Distance Calculator.
21.8.2 Average Grade Criteria

The average grade shall be calculated for all signal blocks and the 1,000-foot and 6,000-foot
approach distance to the signal being analyzed. This information is then entered in the SCRRA
Braking Distance Calculator where it is used to determine safe braking distances.
The grades and distances used to determine average block grades shall be the information shown
within SCRRA’s current Composite Map Plan and Profile charts. SCRRA has compiled these
charts for each of its subdivisions where commuter trains operate. For subdivisions where there
are no Composite Map Plan and Profile charts, the signal design consultant shall use SCRRA’s
applicable track charts. These books will be provided to the signal design consultant upon
request.
The formula for determining average grade is:
An example for determining the average grade within in a signal block is:

Example: SCRRA Valley Subdivision Composite Map Plan and Profile
21.9 SIGNAL SYSTEM EQUIPMENT
21.9.1 Signal Control Systems

Control points shall use solid-state interlocking systems configured for direct control of LED color
light signal units and be integrated with an internal Positive Train Control (PTC) system interfacing
capability. The solid-state interlocking system shall function in accordance with the requirements
set forth in the SCRRA Standard Specific Section 34 42 38 INTERLOCKING CONTROLS.
Solid-state interlocking systems shall utilize customized application programs designed,
developed, and tested for the specific requirements of the intended location. Executive programs
shall be not be customized and may only be manufacturer developed and supplied programs.
Control point locations shall be equipped with custom local control panels (CLCP) for field
maintenance operation. Local control panels shall have a keyed switch allowing for exclusive
dispatcher, field, or fleeting control. CLCPs shall have a track diagram of the assigned location
and be equipped with buttons or switches to allow for field request of signals and power operated
switch machines. The CLCPs shall have LED lights to indicate dispatcher, field, or fleeting control,
signal clear/stop, switch position (normal/reverse), track occupancy, switch locked, and light out
indications. CLCPs can be either fixed or soft panel type configurations. The CLCPs shall not
require any licensing or user fees to maintain or operate.
Automatic signals shall use solid-state systems configured for direct control of LED color light
signal units and be integrated with an internal Positive Train Control (PTC) system interfacing
capability. Solid-state systems shall function in accordance with the requirements set forth in the
SCRRA Standard Specification Section 34 42 40 SOLID-STATE CODED TRACK CIRCUITS.

Application software shall be standard SCRRA universal programs. Customized programs are not
allowed without the permission of SCRRA. Executive programs shall not be customized and may
only be manufacturer developed and supplied programs.
Both the interlocking and automatic signal systems shall have the capability to emulate standard
Electrocode© code rates and communicate through the rail with existing control equipment to
transmit and receive vital block information.
The use of vital or non-vital relays to provide interface between coded track and non-coded track
control systems is prohibited unless approved by SCRRA.
All signal control systems shall be equipped with data recorders that will record information useful
in maintenance and repair of the system. Data recorders shall provide a minimum of 72 hours of
recording without overwrite. Directly connecting external recording devices to signal lamp wires,
track wires, switch motor control, or indication circuits is prohibited without the permission of
SCRRA.
Elevate electrical components of signal/communications system along track that are sensitive to
water damage by elevating concrete pads. In areas where contact with salt water (through wave
action or spray), use of water-resistant enclosures is preferable.
Wayside communications control equipment – Refer to Section 20.0 Communications Systems
for related information.
Positive Train Control (PTC) wayside control equipment – Refer to Section 22.0 Positive Train
Control for related information.
21.9.2 Signal Equipment Houses

Signal equipment houses shall comply with the requirements set forth in the SCRRA Standard
Specification Section 34 42 46 SIGNAL EQUIPMENT HOUSES.
21.9.3 Pre-Assembled Instrument Enclosures

SCRRA has an established Blanket Purchase Order (BPO) contract with an approved vendor for
the purchase of pre-assembled instrument enclosures. The pre-assembled instrument enclosures
comprise most variants of wayside signal system applications and include standard house
assemblies for universal control points, end of siding control points, automatic signal locations,
and leaving signal locations.
Signal design consultants incorporating these enclosures into their designs shall use the pre-
assembled instrument enclosure CADD files as a base for their project specific designs. CADD
files will be made available to the signal design consultant upon request.
The signal design consultant shall modify the pre-assembled instrument enclosures, using the
standard SCRRA Signal Plan CADD Requirements, to configure the enclosure design for their
project’s specific needs. It is the signal design consultant’s responsibility to ensure that all
equipment, naming conventions, and wiring configurations meet SCRRA standards and adhere
to their project’s specific requirements.
The pre-assembled instrument enclosures can be ordered for a project with the use of a single
SCRRA material ordering number. It is noted that pre-assembled instrument enclosures can only

be used when the project materials are being purchased through SCRRA. For projects where
materials are contractor provided, the signal design consultant shall use the pre-assembled
instrument enclosures as a base for their design requirements, in conjunction with SCRRA’s
Standard Specification Section 34 42 46.
21.9.4 Power Operated Switch Machines

Switch machines shall be 110-volt direct current (VDC), 3-wire motor control with a 360:1 gear
ratio. Power switch motor and indication assembles shall be mechanical. The use of electronic
circuit controllers is prohibited without permission from SCRRA.
Switch machines shall be of the type that provide point locking while the switch machine is in hand
operation.
Power switch machine layouts shall be in accordance with SCRRA Engineering Standards. Signal
designer is reminded that layouts and configurations vary, depending on turnout size and whether
the layout is wood or concrete tie type.
Standby power systems for switch machine motor control shall be provided by a separate 110
VDC supply source such as those manufactured by C-Can or National Railway Supply. All power
systems for switch machine motor control shall be equipped with stand-by power capability in the
event of a commercial power failure.
In double track corridors, switch machines shall be mounted to the field side of the tracks.
Power switch machines shall have separate external motor control relays assigned for each
individual machine. Each switch machine shall have an assigned, separate, 20-amp breaker for
motor control power interruption. The breakers shall be located near the custom local control
panel.
Each switch machine will have individual normal, reverse, and hand throw lever indication circuit
inputs assigned into the signal controller unit. The normal and reverse indication circuits shall be
externally back-checked by the opposing motor control relay.
21.9.5 Power Systems for Wayside Signal Locations

Commercial power sources shall meet the requirements of SCRRA Standard Specification
Section 34 42 62 SERVICE METERS.
All signal locations shall be supplied power from a commercial power source. Each location shall
be evaluated, and the appropriate service connection provided. At a minimum, a 120/240 VAC,
single phase, 100-amp service shall be provided. Where commercial power is not available, an
express cable connection may be used to connect to the nearest available power source. In all
cases, the power cable connection shall be sized in accordance with the National Electrical Code
requirements for appropriate conductor size. The use of shared commercial power sources is
prohibited unless approved by SCRRA.
Each signal enclosure shall be affixed with an external connection point allowing for a temporary
generator connection. In areas critical to railroad operations, signal locations shall be equipped
with a permanent standby power generator.
The use of 208 VAC commercial power sources is prohibited.

Each signal enclosure shall be equipped with standby battery and charging systems. These
systems shall comply with SCRRA Standard Specification Section 34 42 52 RECTIFIERS,
BATTERIES AND BATTERY CHARGING EQUIPMENT. Battery chargers shall be CALGreen
compliant, programmable, be affixed with a visual display for current and voltage readings and
have temperature sensing capabilities.
Batteries used for signal systems shall be low maintenance, lead-acid, single wet cell and conform
to the requirements of AREMA C&S manual parts 9.1.1 and 9.1.30.
Battery capacity for signal systems shall provide a minimum of 48 hours of standby time under
normal operating conditions. Normal operating condition is defined as the signal system operating
with all signals lit for 24 hours, four power switch machine throws per hour, and all track circuits
occupied for at least 12 hours. Battery capacity shall be determined using the SCRRA Battery
Sizing Calculator, which will be provided upon request.
21.9.6 Hand Operated Switches

Hand operated switches used in signalized territory shall be equipped with a switch circuit
controller for open switch point detection. The switch circuit controller shall be mounted and
connected to the track in accordance to SCRRA Engineering Standard ES 8760. Independent
battery relay track circuits are preferred for fouling track occupancy detection. All hand throw
switches equipped with a switch circuit controller require a front rod per SCRRA Engineering
Standard ES 8650.
The arrangement of the normal and reverse switch indications shall be in accordance to SCRRA
Engineering Standard ES 8140. Normal and reverse switch indications shall be connected to the
nearest wayside signal location for proper block detection.
The use of track circuit shunting type indication circuits is prohibited. The use of track circuit open
and shunt type detection circuits, used in conjunction with insulated joints, is allowed for
temporary construction phasing but shall not be installed for permanent use. When track circuit
open and shunt type detection circuits are used, it is required that the track circuit polarities be
opposing on each side of the insulated joints.
21.9.7 Leaving Signal Applications

Leaving signals or electric switch locks shall be installed at required hand operated switches in
accordance with CFR 49 236.410. A thorough understanding between the signal design
consultant and SCRRA is required to determine if a hand operated switch will need a leaving
signal or electric switch lock. Leaving signals are preferred over electric switch locks. Use of
electric switch locks should be used only when a leaving signal is not possible and then only with
the permission of SCRRA.
Leaving signals shall not have number plates and typically will be dwarf signals unless a standard
ground signal assembly is needed due to field conditions. A leaving signal can only be installed
in conjunction with the use of a circuited derail. Leaving signals can be controlled locally with the
use of a dedicated solid-state signal controller or connected remotely to the nearest wayside solid-
state signal controller. A hard-wired cable connection is the preferred method of connection to a
wayside signal location. However, the use of Phase Shift Overlay (PSO) circuits for this purpose

is allowed if there are no interferences or conflicts with crossing warning systems or other audio
frequency type circuits.
It is the responsibility of the signal designer to ensure that the solid-state signal controller
controlling the leaving signal has application software capable of providing safe leaving signal
functionality.
Leaving signals will display an approach (Rule 9.1.9) aspect when clear and require integration
into SCRRA’s PTC network. PTC map file variables will be controlled by a reverse indication true
+ appropriate WLR true + normal indication false = leaving signal clear indication. Light out
detection monitoring is not required for leaving signals.
Leaving signals will only be clear if;
• No outer opposing controlled signals are cleared or in time, and;
• No track occupancy exists between outer opposing controlled signals, and;
• All other hand operated switches existing between the same outer opposing controlled
signals are normal.
Track circuits will be installed on the approach to a leaving signal to provide approach lighting for
the leaving signal. Typically, an AC/DC type (Ring-10) track circuit will be used for this purpose
unless conflicts with crossing warning equipment exist. In these cases, a conventional DC track
circuit shall be used.
21.9.8 Electric Lock Equipped Hand Throw Switches

Electric switch locks shall be mounted and connected to the track in accordance to SCRRA
Engineering Standard ES 8765-01 and 8765-02.
Electric switch locks shall be affixed with a separate circuit detecting the removal of the padlock
from the locking device. This circuit shall be used to drop the normal switch indication.
All switch locks will include provisions for approach locking, time release, and quick unlock
release. A common timer can be used for more than one electric lock if both switches are in sight
of each other and share the same track circuit. For switches that do not have line of sight, a
separate timer shall be used. Additionally, for switches without a line of sight, false normal
indications will prevent the adjoining switch lock from unlocking unless it has completed full time.
Quick unlock circuits typically shall be two-wire EPIC III circuits connected so that at no time will
they react to a shunt placed within ten (10) feet in front of the switch points. Island circuits for
crossings may not be used as quick unlock circuits.
21.9.9 Relays and Miscellaneous Equipment

All relays used for signal system control and functionality shall be those listed within SCRRA
Engineering Standard ES 8110. All circuits being checked by relays should be double break,
meaning both the positive and negative side of the circuit should be cut through the relay.
Miscellaneous signal components shall be those that are in accordance to SCRRA Standard
Specification Section 34 42 60 SIGNAL SYSTEMS MISCELLANEOUS PRODUCTS.

21.9.10 Non-Coded Track Circuit Requirements

DC track circuits will be designed using biased neutral relays.
Battery eliminators (such as 1TC, 2TC and 3TC) will be used for conventional Battery/Relay type
track circuits.
Maximum track circuit lengths vary with ballast resistance, drainage, condition of ties, condition
of road crossings, platforms, insulated rods, plates and joints, track wire lengths, relay used, other
circuits on the track or external interferences. DC type track circuits are not recommended for
circuit lengths over 6,000 feet if possibility of external interference exists. Center fed battery track
circuits should be limited to 12,000 feet in total length.
Center-fed track circuits shall have track relays with the same operating characteristics on either
end. The maximum recommended offset of the battery from the center of a center-fed track circuit
is 800 feet. Center-fed type track circuit will not be used for any type of crossing warning control.
DC track circuits will be used for all track circuits within the limits of a control point.
Independent track circuits are preferred for all turnout fouling sections (defined as section from
polarity joints to the clearance joints). Separate track circuits will be used on turnout or crossover
fouling sections where the turnout speed is 45MPH or greater.
Loss of shunt (minimum 5 seconds, 10 seconds typical) timers will be utilized for all track circuits
within the limits of a control point.
When configuring for a holding signal, approach tracks must be configured with a 10 second loss
of shunt timer.
When using Electro Code over line, track relays used to cut the Electro Code line circuit shall be
configured with a loss of shunt timer.
Two section release, using the first two track circuits within the control point, will be used to
release ASR. For end of siding configurations, the main track relay and the exiting track circuit
(typically coded track) will be used.
If the track circuit on a non-signaled track is used for two-section release, the track circuit on the
non-signaled siding must slot the governing signal.
PSO IV equipment can be used. All PSO equipment must be configured per manufacturer’s
guidelines and must not interfere with any other systems.
Where marginal shunting conditions are anticipated, DC track circuits should be considered in
lieu of coded track circuits. When DC track circuits are used for this purpose, vital fiber optic cable
connections shall be installed to transmit vital block information between signal locations.
21.9.11 Coded Track Circuit Requirements

Electronic coded track circuits shall be used wherever practical to transmit and receive vital block
signal data. Most SCRRA subdivisions utilize Electro Code 4® typical freight code rates. Any new
systems shall be able to interface with the typical code rates used on SCRRA without the use of
relay interface systems.

SCRRA requires the use of Alternating Code 5 for non-vital block occupancy indications. The
following Code Rates and Aspects in Table 21-4 shall be typically used depending on site specific
conditions;
TABLE 21-4. TYPICAL CODE RATES AND CORRESPONDING ASPECTS

Transmit
Receiving PTC Map Track Code
Code Rate Aspect File Code Rate
7 Proceed (Green or Green over Red) 3 7
Advance Approach (Flashing Yellow or Flashing Yellow over
4 7 7
Red)
3 Approach Fifty (Yellow over Green) 5 4
3 Approach Sixty (Yellow over Flashing Green) 4 4
8 Approach (Yellow or Yellow over Red) 9 4
2 Approach Diverging (Yellow over Yellow) 6 4
9 Approach Restricting (Yellow over Flashing Red) 8 4
7 Diverging Clear 10 2
4 Diverging Advanced Approach (Red over Flashing Yellow) 11 2
8 Diverging Approach (Red over Yellow) 12 2
NA Restricting (Flashing Red) 13 8
NA Stop Proceed (Red with number plate) 14 8
NA Stop Inspect Proceed (Red with number and P plate) 28 8
NA Stop (Red without number plate) 15 8
NA Dark (with number and P plate) 29 8
NA Dark 30 8
6 Accelerated Tumble Down NA 6
Non-vital code providing block indication, or a hand throw
5 NA 5
switch in the block out of normal correspondence
Non-vital code indicating power off or a lamp out condition in
M the block (Power off will indicate from the east end CP and NA M
lamp out will indicate from the west end CP
21.9.12 Track Circuit Polarity Requirements

The following are typical locations where track circuit polarities must be staggered at insulated
joint locations:
• At locations where coded track circuit is on both sides of the insulated joints.
• DC track circuit Relay/Battery and Relay/Relay locations.
The following are typical locations where it is acceptable to have the same polarities on either
side of the insulated joints:

• DC track circuit Battery/Battery locations.

• DC track circuit/Electro Code track circuit if the DC track circuit is configured with a loss
of shunt timer.
• DC track relays in the center of a crossover that has two track circuits.
• At insulated joints in the center of a crossover that are configured as shunt fouling.
21.10 APPLICATION LOGIC AND SYSTEM FUNCTIONALITY
21.10.1 Software Management Control Plan for Processor-Based Signal and Track
Control Systems
The Software Management Control Plan (SMCP) applies to all existing processor-based signal
and train control systems subject to 49 CFR Part 236, Subparts A-G, deployed on the railroad. It
also applies to processor-based highway-rail grade crossing active warning systems which
provide safety-critical data to or receive safety-critical data from a signal or train control system,
processor-based or not. The SMCP defines standard practices for the management of the train
control system safety-critical software used on SCRRA’s Metrolink rail system. The plan is
applicable to all product lines that are governed by 49 CFR Part 234 section 275 and Part 236
section 18.
When modifying existing application software, it is the designer’s responsibility to obtain a current
copy of the SMCP database, a field microprocessor data download detailing all installed current
executive and application software checksums and CRCs, as well as the current existing
application software, and to check that all items match. Any differences shall be reported to
SCRRA for correction.
Upon completion of the project, a field data download detailing the final executive and application
software checksums and CRCs as well as the final application software shall be submitted to
SCRRA for an update to the SMCP database.
21.10.2 Application Logic Requirements

Application logic software shall conform to all regulatory requirements and AREMA guidelines.
Applicable Route Locking, Indication Locking, Time Locking, or Approach Locking shall be used.
The company providing application logic programs must have a documented process of paper
checking, computer simulation and rack testing of new or modified programs. All programs and
supporting testing documentation shall be submitted to SCRRA before the programs are placed
into service. Upon being placed into service, the executable application program files become the
property of SCRRA.
All new application programs, or changes made to existing application programs, require a paper
check, computer simulation and rack test, regardless if a reduced test procedure is going to be
used.
When modifications are made to an existing application program, the company providing the
application program shall recommend either a reduced test procedure or a complete retest of the
location. Only reduced test procedures developed by the signal controller’s manufacturer may be

used. All such recommendations shall summarize the changes and list the required field test
procedures. These recommendations must be approved by SCRRA prior to implementation.
Route Locking shall be released utilizing the first two consecutive track circuits.
Two section ASR releasing shall be used. ASR releasing shall be accomplished using the first
two track circuits within a control point. Crossover track circuits may be used to accomplish this
for diverging routes if the crossover track circuit has an independent battery and relay and is input
into the signal controller individually. Where a single track circuit exists within a control point, the
exiting track circuit for the route will be used. Where the exiting track circuit is in non-signaled
territory, the exiting track circuit (if used for ASR release) must slot the signal for the route.
New installations may use Approach Locking only when directed by SCRRA. At a minimum,
approach locking shall be effective if any approaching control signal is clear, or any approach
track is occupied, to a point at least 1,500 feet in advance of the first restrictive aspect (not green)
approaching the control signal being analyzed.
SCRRA standard ASR times are six (6) minutes. Where any new work, or any significant
modifications are being made, the signal designer shall recommend ASR times in accordance
with AREMA C&S Manual part 2.4.20, using 30 seconds for the approach to the approach signal
rather than the 1,500 feet at 30 MPH. ASR times shall be rounded up to the nearest 30 seconds.
ASR times shall be set for sixty (60) seconds for signals governing movement from non-signaled
territory. Separate signal timers may be used on each signal or in pairs, where Microprocessor
systems are used and as determined by SCRRA.
Program nomenclature is to follow SCRRA naming conventions. Program Logic is to follow the
typical SCRRA program logic. A sample SCRRA application logic program with corresponding
location plan set shall be provided upon request. Any relay installations shall follow the same
principles of application logic as microprocessor-based systems.
Application logic shall follow the following sequence of activities in order shown for the clearing of
a signal:
• Request the switch(es) for the appropriate route.
• Request the signal.
• Check the Route – Switches in position, opposing signals at stop and not in time, vital
codes received, detector tracks up, and any other applicable conditions.
• Tumble down to the adjoining Control Point upon request of a route into that block.
• Apply the route locking, locking all switches in the route.
• Upon verification of route locking (Switch Motor Control Relay outputs de-energized), clear
the signal.
• Upon confirmation of signal aspect, transmit the applicable vital code, or information byte,
to the approach signal.
When signal is not cleared and is at stop, an approach code, or information byte, shall be
transmitted, allowing a train to proceed up to the stopped signal. Approach codes shall be
transmitted behind a train while it is traversing through a control point.

An occupied detector track will not tumble out codes from the control point. However, application
logic must be arranged so that a train flagging into a control point will cause vital codes to be
turned off for the track that the train is flagging into.
Application logic shall be arranged so that a pumping switch correspondence will not result in a
tumble down for adjacent track blocks. However, if the motor control lever check circuit (WJP)
becomes de-energized while the detector track is occupied, a tumble-down will occur.
21.10.3 Sectional Releasing Requirements

Sectional releasing shall be utilized whenever possible. Once the train has cleared the fouling
section of the switch, and the associated track circuit’s loss of shunt time has expired, switch
locking may be released. With the train still occupying the detector section, another viable route
can be provided after switch locking is released and if there is adequate clearance to do so. An
example of Sectional Releasing is shown below;
Figure 21-1. Shows the original route where the 4E signal is cleared over a diverging route. An
eastbound train then proceeds past the 4E signal on the diverging route.
Figure 21-2. Once the diverging train move has cleared the 2T and 1T track circuits and occupies
only the 1AT track circuit, the 1 crossover may then be requested normal and the 4E or 4W signals
cleared for a straight route.
FIGURE 21-1. INTERLOCKING SECTIONAL RELEASE (SHOWING ORIGINAL ROUTE)

FIGURE 21-2. INTERLOCKING SECTIONAL RELEASE (SWITCH LOCK RELEASE, SIGNAL

CLEARING)
Figure 21-3. Shows the original route.
Figure 21-4. Shows the eastbound train having travelled past the 2T track circuit and occupying
only the 2AT track circuit. Under this scenario, switch locking can be released for the 1 crossover.
However, due to the potential for an unintentional roll back, no signals can be cleared until the
eastbound train exits off the 2AT track circuit.
FIGURE 21-3. INTERLOCKING SECTIONAL RELEASE (SHOWING ORIGINAL ROUTE)

FIGURE 21-4. INTERLOCKING SECTIONAL RELEASE

(Showing Switch Lock Release, No Signal Clearing)
21.10.4 Independently Controlled Switches (ICS)

Independently Controlled Switch (ICS) machine logic will be used on crossovers which meet
clearance requirements for ICS as described in this section.
ICS logic allows both switch machines on either end of a crossover track to work independently
from each other. As an example, one switch can be out of correspondence, or reverse, while the
other end of the crossover is showing in normal correspondence. This arrangement allows for
MOW personnel to reduce their required track and time limits to only the track they are working
on. Additionally, in the event of a switch failure, train moves can still proceed on signal indication
on the adjacent track.
Occupying a main detector track while an ICS equipped crossover switch is out of
correspondence, or reverse, will not affect adjacent track normal signal routes.
Occupying either crossover track circuit will place signals to stop on BOTH tracks.
Requisites for ICS include the following:
• ICS switches must have separate office controls and indications.
• ICS switches must have separate motor control relays and individual indication circuits
reporting into the signal controller.
• ICS equipped crossovers must have independent, battery/relay crossover track circuits
for each switch’s fouling track. Bridled track relay configurations, or shunt fouling
configurations, are not allowed.
• The custom local control panel (CLCP) must be configured for separate controls and
indications. ICS equipped crossovers must be clearly identified on the CLCP.
• The dispatcher’s screen, timetable, and the switch machine itself must clearly identify the
crossover as being ICS equipped.

• In addition to these requirements, the following information provides a guide in determining

if a crossover has the proper clearance to be equipped for ICS. Crossovers not meeting
this criterion must not be configured for ICS.
FIGURE 21-5. ICS MEASUREMENTS
ICS shall be determined in the following way on each side of the crossover:
• Measure 11 feet from the closest effective joint to the frog
• From that point, measure to the closest straight rail (Measurement C)
• If Measurement C meets or exceeds the required clearance from the following table’s
switch size, the crossover is ICS compliant.
TABLE 21-5. MINIMUM DISTANCE FOR MEASUREMENT C CLEARANCE

Total Clearance
Turnout Size Minimum Clearance String Distance Required – “C”
#8 6’-6” 0’-8” 7’-2”
#10 6’-6” 0’-6” 7’-0”
#14 6’-6” 0’-4-1/2” 6’-10-1/2”
#20 6’-6” 0’-1-1/2” 6’-7-1/2”
#24 6’-6” 0’-1” 6’-7”
21.10.5 Signal Lamp Out Logic

Lamp out application logic shall incorporate aspect downgrades that minimize train delay. Under
normal conditions, the upper and lower units of two-unit signals shall be illuminated. The principle
can be summarized as follows: A Top or Bottom Green will downgrade to a Flashing Yellow or
Yellow as appropriate, all other Lamp outs will downgrade to a Restricting Aspect unless the Dark
Aspect does not affect safety. The principle is that the lamp out condition will be acted upon more
quickly when a restricting aspect is displayed. When elaborate lamp out downgrade schemes are
used, signals may not be reported until there are multiple lamps out. Lamp out schemes shall be
shown on the aspect charts or circuit plans within each individual location plan set. A lamp out
indication shall be sent to the Dispatcher and shall be displayed on the Local Control Panel. The
following typical downgrade logic shall be incorporated:

TABLE 21-6. ONE UNIT SIGNAL, ONE LAMP OUT

Lamp Out Aspect Transmitting Track Code
Green Flashing Yellow 7
Flashing Yellow Flashing Red 8
Yellow Flashing Red 8
Flashing Red Dark 8
Red Dark 8
TABLE 21-7. TWO UNIT SIGNAL, TOP UNIT LAMP OUT

Transmitting Track
Lamp Out Aspect Code
Flashing Yellow over
Green over Red 7
Red
Yellow over Flashing Green (for a number plated
Dark over Yellow 4
signal)
Yellow over Flashing Green (for an absolute signal) Flashing Red over Red 8
Yellow over Green (for a number plated signal) Dark over Yellow 4
Yellow over Green (for an absolute signal) Flashing Red over Red 8
Yellow over Yellow (for a number plated signal) Dark over Yellow 4
Yellow over Yellow (for an absolute signal) Flashing Red over Red 8
Flashing Yellow over Red Flashing Red over Red 8
Yellow over Red Flashing Red over Red 8
Flashing Red over Red Dark over Flashing Red 9
Red over Green Dark over Flashing Red 8
Red over Flashing Yellow Dark over Flashing Red 8
Red over Yellow Dark over Flashing Red 8
Red over Flashing Red Dark over Flashing Red 9
Red over Red Dark over Red 8

TABLE 21-8. TWO UNIT SIGNAL, BOTTOM UNIT LAMP OUT

Transmitting Track
Lamp Out Aspect Code
Green over Red Green over Dark 7
Yellow over Flashing Green Yellow over Yellow 4
Yellow over Green Yellow over Yellow 4
Yellow over Yellow Yellow over Yellow 4
Flashing Yellow over
Flashing Yellow over Red 7
Dark
Yellow over Red Yellow over Dark 4
Flashing Red over Red Flashing Red over Dark 9
Red over Flashing
Red over Green 2
Yellow
Red over Flashing Yellow Red over Flashing Red 8
Red over Yellow Red over Flashing Red 8
Red over Flashing Red Flashing Red over Dark 9
Red over Red Red over Dark 8
The applicable code transmitted from signals displaying the lamp out condition indicated above
shall also downgrade if applicable.
21.10.6 Approach Lighting

Application logic shall be configured to provide “approach lighting” of signals. Control signals shall
light on approach, when a “signal control” bit is received from control station, and when a test clip
or switch is “closed” (i.e., lamp test). Where multiple track operations are present, all signals on
adjacent tracks governing movements in the same direction as a track occupancy shall be
illuminated where practical. Where a signal on one track is dark, the signal on the adjacent track(s)
will not be put to Stop or Restricting unless there are concerns that the lit signal will be mistaken
as governing movement on the track with the dark signal. One example is a bridge or cantilever
signal with a curve in the approach and an overhead structure that inhibits preview. In those
instances, the signal on the parallel track will be put to Stop or Restricting, and approaches
downgraded accordingly. Special lighting circuits should be considered to illuminate a signal
displaying a Stop aspect where an approach lighting circuit is effective less than 2,500 feet in
approach of the signal. Although each design will utilize approach lighting, SCRRA Operations
will be consulted regarding whether the feature will be applied. The designer shall evaluate each
location to determine if special circuits should be applied to ensure aspects can be readily
observed and acted upon by the locomotive engineer.
21.10.7 Interfacing with Foreign Railroads

SCRRA interfaces with foreign railroads on many of its subdivisions. When designing a signal
system interface between railroads, the ideal configuration is end-to-end with discrete signals,

each controlled by their respective railroad. This may not always be possible due to space, limited
signal preview, or in cases of parallel tracks where trains crossover between the two railroads.
The design must account for the operational and philosophical differences between the two
railroads. Failure modes must be identified and mitigated to the greatest extent that is safely
possible. In general, this means the preferred interfacing method is either discrete circuits
between the railroads or the introduction of a coded track circuit interface. Either of these
configurations reduce the need and dependency on a serial connection.
Where there is a crossover between the two railroads, it is important that a fault on one railroad
should not impact the ability of the adjoining railroad to operate on its parallel routes. The design
should also account for the need to perform routine maintenance without requiring permission or
coordination from the adjoining railroad.
Where the two railroads connect end-to-end, providing a restricting aspect up to the adjoining
railroad’s entering signal may be a desirable configuration. Where the two railroads are separated
by a crossover, an ICS arrangement with a discrete cable connection may be desirable.
21.11 VITAL WAYSIDE OPTICAL NETWORK SYSTEM REQUIREMENTS

In areas of track where shunting is not reliable, the use of DC track circuits shall be considered.
In areas where DMUs are proposed to be operated, DC track circuits shall also be used. As DC
track circuits only provide track occupancy, aspect information shall be transferred between
wayside signal locations utilizing vital wayside optical networking. Additionally, where nearside
signaling is utilized, adjacent affected crossings shall utilize vital wayside optical networking.
Vital wayside optical networking shall utilize a single mode 24 fiber cable, containing two buffer
tubes. If both signal and crossing vital wayside optical networking is utilized in a location, separate
fiber cables shall be utilized, with no intermingling of signal and crossing fibers. A fiber to ethernet
switch shall be utilized to provide fiber connection as well as microprocessor ethernet connection.
At the termination locations, a vital loopback fiber cable shall be installed to provide loopback
capability in the event of a single fiber cable break.
21.12 STATION NEARSIDE SIGNAL APPLICATION AND CONFIGURATION

REQUIREMENTS
Where trains entering and stopping within the station cause an adjacent crossing or crossings to
activate, deactivate, and finally activate again upon the train leaving the station towards the
crossing, station nearside signaling should be considered. Nearside signaling inhibits the adjacent
crossing when a train is to enter and stop at the station. Nearside signals are placed between the
edge of the station and the closest adjacent crossing, providing a protecting signal.
Currently SCRRA is researching different options for nearside signaling. No design shall be
performed without prior approval from SCRRA.
21.13 WAYSIDE HAZARD DETECTION SYSTEMS
21.13.1 Hazard Detector Placement

When determining placement for hot bearing, dragging or high-wide load detectors, consideration
should be given as to where a train will be expected to set out and store a defective rail car. Signal

designer will need to coordinate with track designer for the installation of a set-out spur track, or
detector may need relocation to meet this need.
In the even project requirements dictate the need to remove an existing detector, the signal
designer shall consult SCRRA as to whether the existing detector needs to be relocated.
All hazard detector locations are listed within the timetable. Any new or relocated detectors require
coordination with SCRRA Operations so that the information can be properly bulletined.
21.13.2 Hot Bearing Detectors

Hot bearing detectors shall be placed not more than 20 miles apart, and not closer than 2,500’
from any turnout or 200’ from any road crossing. Consideration should be given if the proposed
location will incur extraordinary train braking, and if so, the detector should be placed elsewhere.
Hot bearing detectors shall comply with SCRRA Engineering Standard ES8800.
Hot bearing detectors shall broadcast messages over the applicable subdivision’s operating road
channel and shall not be connected to the signal system.
21.13.3 Dragging Equipment Detectors

Dragging Equipment Detectors shall be placed not more than 5 miles apart, and not closer than
2,500’ from any turnout. Dragging equipment detectors shall comply with SCRRA Engineering
Standard ES 8800.
Dragging equipment detectors shall broadcast messages over the applicable subdivision’s
operating road channel and shall not be connected to the signal system.
21.13.4 High-Wide Load Detectors

High-Wide load detectors shall be placed 5 miles prior to entry of a narrow bridge or tunnel. High-
Wide load detectors shall meet the basic requirements of SCRRA Engineering Standards ES
8830 and ES 8831.
High-Wide load detectors shall broadcast messages over the applicable subdivision’s operating
road channel and shall not be connected to the signal system.
21.13.5 High Water Detectors

High water detectors shall be placed on bridges or culverts that have an increased likelihood of
water rising over the bridge and washing out the track structure. High-water detection equipment
shall meet the requirements of SCRRA Engineering Standard(s) ES 8820.
The high-water detector shall notify the signal system, placing signals governing movement over
the detector to stop. High-water detector shall not allow clearing of signals until the detector has
been inspected and reset.
Signals governing movement over high-water detectors shall be affixed with a “P” plate as per
SCRRA Engineering Standard ES 8545.

21.13.6 Rock Fall and Slide Detectors

Rock fall and slide detectors shall be placed where there is an increased likelihood of rock or mud
slides. Rock fall and slide detection equipment shall meet the requirements set forth in the AREMA
C&S Manual Part 5.1.12. All proposed detection system design architectures shall be approved
by SCRRA.
Rock fall and slide detectors shall notify the signal system, placing signals governing movement
over the detector to stop. Rock fall and slide detectors shall not allow clearing of signals until the
detector has been inspected and reset.
Signals governing movement over rock fall and slide detectors shall be affixed with a “P” plate as
per SCRRA Engineering Standard ES 8545.
21.14 DESIGN STAGES

The design cycle is an iterative process that may involve numerous groups, such as Railroad
Operations, Finance, Contracts, other railroad engineering disciplines, and other stakeholders.
The design firm performing the signal design may provide the design services directly through
SCRRA or through a third-party group, for example OCTA. Many signal projects involve multiple
disciplines and therefore require close coordination with other design parties.
The various design stages include:
The 5 percent Submittal, or third-party equivalent, may be produced by the agency or the design
firm with agency oversight. The purpose of the submittal is to establish a systems design concept
for the project. The submittal generally consists of:
• A conceptual overview plan for the preferred alternative which consists of a single line
drawing identifying existing and proposed track configurations as well as new additions or
modifications to existing signal equipment and locations.
• A conceptual overview plan of each alternate configuration (if any).
• A rough Order of Magnitude budget estimate.
• A Project Design Report, when required, describing the scope of the project, existing
conditions, operational benefits, construction phasing, and details on alternatives with a
recommended preferred alternative.
• If working directly for SCRRA, a design delivery schedule detailing dates the firm shall
provide each submittal.
The 30 percent Submittal, or third-party equivalent, builds upon the 5 percent Submittal. This
document is suitable for review by all relevant stakeholders. Upon completion of the 30 percent
submittal and acceptance of it, the track configuration should be considered final. The submittal
generally consists of:
• Preliminary 500:1 scale layouts of the preferred alternative chosen at the conclusion of
the 5 percent submittal review including the existing and proposed new track configuration
as well as proposed new, modified, and removed signal equipment and locations.

• Preliminary aspect charts encompassing the entire project area as well as three existing
locations railroad east and west of the project area limits complete with safe braking
calculations.
• A preliminary Order of Magnitude budget estimate.
• If working directly for SCRRA, a preliminary material list containing long lead time items
may be required in advance of design completion, particularly with a grade crossing
project where an agreement is required with the public agency.
• If required, a technical specification outline listing all signal specifications.
The 60 percent Submittal, or third-party equivalent, builds on the 30 percent submittal. The
submittal contents shall be developed to a point where the systems can be reviewed for
operational completeness, though it is understood that due to ongoing discussions certain
elements may not progress to an operational level. Detailed information such as terminal, rack,
and equipment locations may not be advanced to a level for review, however if a separate material
procurement is necessary, such detailed information may be required to be completed. The
submittal generally consists of:
• Draft 500:1 scale layouts.
• Draft aspect charts complete with safe braking calculations.
• Draft track and location plans detailing a general overview of each signal location and
circuits running between signal locations.
• Draft location specific circuit plans containing all required circuits for an operational review
for completeness as well as detailed information such as terminal, rack, and equipment
locations in progress.
• An updated Order of Magnitude budget estimate.
• If working directly for SCRRA, a draft material list containing a complete list of long lead
time items.
• Draft battery calculations for each signal location.
• Draft ASR calculations for each signal location.
• Draft crossing approach calculations for each signal location.
• If required, draft technical specifications.
• If working directly for SCRRA, an SCRRA approved updated design delivery schedule.
The 90 percent Submittal, or third-party equivalent, builds on the 60 percent submittal and
represents the systems in their final configuration. All submittal contents shall be considered final,
allowing for a review of operational functionality and system completeness. Major issues with
stakeholders are resolved and ongoing discussions will not impact the overall project. The
• Final 500:1 scale layouts.

• Final aspect charts complete with safe braking calculations.

• Final track and location plans.
• Final location specific circuit plans.
• A final engineer’s estimate.
• If working directly for SCRRA, a final material list.
• Final battery calculations.
• Final ASR calculations for each signal location.
• Final crossing approach calculations.
• If required, final technical specifications.
The 100 percent Submittal, or third-party equivalent, incorporates and finalizes comments
received from the 90 percent submittal. Major issues with stakeholders are resolved and ongoing
discussions will not impact the overall project. The submittal generally consists of:
• Final 500:1 scale layouts.
• Final aspect charts complete with safe braking calculations if modifications were made
between the 90 percent and 100 percent submittals.
• Final track and location plans.
• Final location specific circuit plans.
• A final engineer’s estimate.
• If working directly for SCRRA, a final material list.
• Final battery calculations if modifications were made between the 90 percent and 100
percent submittals.
• Final ASR calculations if modifications were made between the 90 percent and 100
percent submittals.
• Final crossing approach calculations if modifications were made between the 90 percent
and 100 percent submittals.
• If required, final technical specifications.
The “Issued for Construction” or “Issued for Bid” package closes out the design phase of the
project. The design is complete, and the construction package is ready for distribution. The
• Final design for distribution incorporating any final changes.
• The package including all plans, technical specifications, and an engineer’s estimate.

Design services during construction (DSDC) provides services for agency or third-party work.
These services generally consist of:
• Customized application software development for microprocessor-based systems.
• Intermediate signal application software shall utilize typical application software developed
and retained by SCRRA, unless the location is completely custom and typical software
cannot be used.
• New or modified PTC Wayside Interface Unit map files.
• If required, Request for Information (RFI) review and submittal review and response.
• Technical support during cutover for application software changes.
• Gathering and controlling project related as-built documentation from both the construction
contractor and location-based plan changes held within field enclosures.
• If working for a third-party, the development and submittal of a conformed project as-built
plan set.
• The development and submittal of SCRRA maintenance as-built plan sets on SCRRA
signal borders with CAD files.
• Distribution of SCRRA maintenance as-built plans to the field, with removal of invalidated
plans within the affected enclosure(s).
The design stages listed above are guidelines for the design cycle. SCRRA and/or third-party may
require additional submittals or services. SCRRA and/or the third-party may choose to combine
stages or introduce additional review cycles, however the spirit of review shall remain consistent.
For example, if there are significant changes during the 30 percent operational review, SCRRA
may require a 40 percent in progress submittal for review which reflects those changes. Also, due
to the scope of a project, SCRRA may elect to skip the 30 percent and 60 percent submittals,
going directly to a 90 percent design submittal.


22.0 POSITIVE TRAIN CONTROL

22.1 SCOPE
The Rail Safety Improvement Act (RSIA) of 2008 mandated Positive Train Control (PTC) for
SCRRA commuter rail following the requirements of 49 CFR Part 236, Subpart I. PTC uses
communication-based/processor-based train control technology that provides a system capable
of reliably and functionally preventing train-to-train collisions, overspeed derailments, incursions
into established work zone limits, and the movement of a train through a main line switch in the
wrong position. PTC technology automatically controls train speeds and movements should a
train operator fail to take appropriate action for the conditions at hand. PTC systems must also
provide for interoperability in a manner that allows for equipped locomotives traversing other
railroad’s PTC-equipped territories to communicate with and respond to that railroad’s PTC
system, including uninterrupted movements over property boundaries.
This design criteria shall be applied to all designs along the railroad Right-of-Way (ROW), herein
referred to as wayside. The design consultant shall evaluate the implementation of PTC on new
lines or identify impacts to PTC when making design changes on existing lines. These changes
include not only new or modified infrastructure within the design, but the removal or elimination of
existing infrastructure. Design changes that impact PTC shall be reported through the SCRRA
change management process. The design consultant shall understand critical features and their
importance to PTC.
22.2 PTC SYSTEM COMPONENTS

SCRRA has implemented an interoperable PTC System on all line segments where passenger
operations are conducted. This system is known as the Interoperable Electronic Train
Management System (I-ETMS) and has Type Approval from the Federal Railroad Administration
(FRA). The system interfaces with signal systems, wayside devices, and SCRRA’s Train
Management Dispatch System (TMDS, or herein, Computer Aided Dispatch (CAD) system) via
multiple communications links. I-ETMS provides the means to enforce compliance of movement
authorities, speed restrictions, work zones and switch positioning while retaining existing field
signal system and CAD system functions as the primary means of maintaining train separation
and protection. The PTC system is designed and implemented to follow the standards and
guidelines established by the Interoperable Train Control (ITC) Committee, which is composed of
the four largest U.S. freight railroads ‐ BNSF, CSX, NS, and UPRR. Within the operating area,
SCRRA is a host railroad to BNSF, UPRR and Amtrak. SCRRA is a tenant railroad on BNSF,
UPRR and NCTD.
I-ETMS is composed of four (4) unique segments:
• Office Segment: this segment contains a Back Office Server (BOS), which interfaces with
other railroad BOS, the CAD system, and the Locomotive and Communications segments.
The Office segment normalizes a railroad’s operating data for exchange over an
interoperable interface. The BOS contains databases for track geometry, wayside
signaling configurations and permanent speed restrictions. This segment is non-vital.
Modifications will be made to this segment without disruption to the in-service system.

• Wayside Segment: this segment monitors and reports switch position, signal indications,
and status of other monitored wayside devices to the Locomotive and Office segments via
the Communications Segment. The Wayside segment consists of microprocessor-based
signal equipment to which a Wayside Interface Unit (WIU) has been added.
• Locomotive Segment: this segment is a set of independent onboard hardware, software,
and devices that interface with the locomotive control equipment and includes a Train
Management Computer (TMC), a Computer Display Unit (CDU), a locomotive
identification (ID) module, a GPS receiver, and a brake cut-out switch. Each enabled
locomotive provides current position, manages restrictions, calculates braking distance
and enforces braking when the locomotive engineer fails to respond to directives. The
Locomotive segment accepts movement authorities, temporary speed restrictions, other
mandatory directives, train consist data, and other information from the Office segment.
• Communication Segment: this segment consists of an asynchronous messaging system
and multiple wired and wireless networks through which messages are exchanged
between the Locomotive, Wayside and Office Segments. The messaging system is known
as Interoperable Train Control Messaging (ITCM). Through the Communications segment,
the Locomotive segment can subscribe to receive WIU status messages from the Wayside
Status Relay Service (WSRS). The WSRS runs as an application located in the back office
that accepts status messages from WIU. Upon receipt of a status message, WSRS looks
up subscriptions and forwards the message to the subscribing Locomotive segment.
22.3 PTC CHANGE CONFIGURATION MANAGEMENT AND AGENCY

COORDINATION REQUIREMENTS
PTC has introduced additional levels of approval for design and construction projects that take
place on SCRRA property. In order to identify and schedule all PTC related actions required to
install new infrastructure or modify existing infrastructure on the railroad, formal PTC Change
Configuration Management is necessary. Design consultants are responsible to identify design
changes or new design elements that will impact PTC systems.
Design consultants shall ensure all design changes made to the track structure, signal appliances,
bridges, grade crossings, operating rules, procedures or policy are reported to SCRRA in
accordance with configuration and change control procedures. The failure to properly identify a
project’s impact to PTC has a cumulative effect that can negatively impact the schedule and lead
to increased project costs. Design consultants are a key partner to help prevent this. PTC Change
Configuration Management training can be given by SCRRA at the request of the design
consultant. This training is recommended to take place during the kickoff phase of the project.
Using the project applicable activities described under Section 22.5, PTC Systems
Implementation, the Design Consultant shall allocate within the Project budget an estimate for
PTC.

22.3.1 Definition of Critical Features and Track Database Elements

Within the PTC system, the track database, or SUBDIV file, contains critical features and their
GIS location (latitude, longitude and elevation). Critical features are railroad features that affect
the performance of trains and can undermine the effectiveness of the SCRRA PTC system if not
accurately provided for in the Configuration Management System. Critical features within the
SCRRA PTC System include:
• Track type
• Grades
• Track Alignment / Curves / Superelevation
• Type of Structure
• Type of Bridge
• Switch points
• Switch Type (Powered, Electrically Locked, Hand Operated, Leaving Signal, Non-
clearing)
• Turnout (Size, Direction)
• Derail Type
• Clearance Points
• Grade crossings (Roadway alignment (angle), Roadway width, Crossing Panels, Warning
devices, Approach Timing, Traffic Signal Interconnection)
• Wayside Signals (Type, Aspect, Direction, Location, Program)
• Control Point Limits
• High Water Detector
• High/Wide Load Detector
• Milepost Signs
• Speed Change Signs
• Freight Restrictions (Tons Per Operative Brake)
• Whistle Post / Quiet Zone
• Damage or Remove Track Marking
• Begin/End CTC sign
22.3.2 System Implementation Planning and Schedule Requirements

SCRRA’s philosophy for PTC Change Management is to foster it at the lowest organizational
levels possible with staff who work with the system on a day-to-day basis. At approximately the
65 percent design level, the SCRRA Project Manager (PM) will place the project into SCRRA’s
Jazz Change Tracking System via a Change Request (CR) to begin the notification process.

Based on the project scope, SCRRA will appoint a Technical Review Team (TRT) composed of
SCRRA stakeholders anticipated to be impacted by the project. This group shall receive
continuous updates with any and all proposed modifications throughout the duration of the project.
The design consultant shall note that once the CR is in the Jazz system, it is manually monitored.
Periodic communication with the SCRRA PM ensures the project’s seamless progression through
the PTC Change Management Process.
No later than the 100 percent design submittal, the proposed construction phasing shall be
provided to the TRT by the SCRRA Project Manager. The TRT will identify the PTC SUBDIV
changes at that time. Throughout procurement and construction, the design consultant shall
consider the PTC impacts of value engineering proposals. These need to be communicated to
the SCRRA Project Manager and the TRT. When applicable, project specifications shall include
provisions of potential schedule impacts due to value engineering proposals which are dependent
on the timeliness of submission to the TRT for review and approval.
All final data shall be provided to the TRT no later than 45 calendar days before a scheduled
cutover of any construction phase. No changes shall be permissible beyond that time, without a
review and approval of the TRT and an associated delay in schedule. Depending on the sequence
of SUBDIV changes introduced by multiple construction projects, there may be times where no
changes in schedule will be permissible.
The Change Control Board (CCB) membership consists of SCRRA director level staff. The CCB
approves changes that are systemic or emergency in nature. In addition, the CCB will review and
approve any projects that are escalated from the TRT.
22.3.3 Project Documentation Requirements

The design consultant shall evaluate design proposals at each submittal stage to determine if
SCRRA reference documents subject to the Configuration Management change process are
impacted. Designated design submittal stages shall include markups or exhibits that communicate
the changes (additions, modifications or removals) to SCRRA stakeholders such as the PTC TRT,
Operations and Executive staff for review. The design consultant shall communicate changes
using the guidelines below on the following Controlled Documents:
• Timetable: Prepare markup of any changes in PDF format. Place markups in the
subdivision section of the timetable where the change will apply. Include written
justification for changes proposed.
o Designated design submittals: 60 percent, 90 percent, 100 percent, Construction As-
built
• Track Chart: Prepare track schematic exhibit that will communicate changes in turnout
information, operating speeds, track geometry and composition, and profile information.
Format shall match SCRRA’s latest track charts. Base CADD files shall be provided to
SCRRA.
o Designated design submittals: 30 percent, 60 percent, 90 percent, 100 percent,
Construction As-built

• Composite Maps: Prepare markup of any changes in PDF format. Markup each existing
composite map sheet where the change will apply. Base CADD files shall be provided to
SCRRA.
o Designated design submittals: 100 percent, Construction As-built
• Google Earth KML files: SCRRA maintains Google Earth KML files that are created using
the information from the data tables in the track charts. Markup changes to the data tables
in the PDF.
o Designated design submittals: 100 percent, Construction As-built
TABLE 22-1. PROJECT DOCUMENTATION SUBMITTAL REQUIREMENTS

Affected PTC Construction
Document 30 percent 60 percent 90 percent 100 percent As-built
Timetable    
Track Chart     
Composite Maps  
Google Earth KML  
At either the 100 percent or Construction As-built level, SCRRA will modify these documents in-
house, using the markups provided. Once the changes are complete, a copy will be distributed to
the design consultant for final review and quality check of the documents.
Head-end videos are available on SCRRA’s Google Earth KML files. Head-end videos will be
updated at SCRRA’s discretion. The design consultant shall consider the last revision date when
reviewing head-end videos for wayside information.
22.4 PTC WAYSIDE SYSTEMS ENGINEERING REQUIREMENTS

PTC wayside systems contain active equipment that sends status messages to the locomotive or
back office systems via the SCRRA communications system. PTC wayside systems utilize
specially encrypted messages over the non-vital communications system in accordance with the
FRA’s I-ETMS Type Approval. Changes to these systems shall be documented to both SCRRA
and interoperable stakeholders.
Design Criteria Section 20, Communications Systems, shall be reviewed by design consultants
making changes to PTC wayside systems in conjunction with this Section. It is important to identify
changes in systems that are subject to FCC requirements early in the design cycle to allow time
for environmental/historic preservation notifications and licensing approvals.
PTC wayside signal locations such as control points or intermediate signals are composed of
three components: the PTC wayside radio, the wayside messaging server (WMS) and the
wayside interface unit (WIU). The locomotive’s Computer Display Unit (CDU) is required to
receive WIU status messages (WSMs) from a wayside device a minimum of 5.19 miles ahead of
the train’s current location. Changes to the existing wayside systems shall be evaluated in order
to maintain performance requirements.

The PTC system’s existing radio frequency (RF) design allows for the locomotive radio to have
multiple attempts to receive a WSM before it assumes a more restrictive condition within the PTC
operating zones. There are 3 zones of operational impact in advance of a locomotive:
• Zone 1: exposure to false enforcement when a brake application is invoked when actual
conditions allow the train to operate safely
• Zone 2: exposure to false warning when the PTC CDU displays an enforcement warning
when actual conditions permit safe operation without it
• Zone 3: exposure to false display when the PTC system displays a restriction when actual
conditions allow safe movement without a restriction
PTC radio performance requirements are driven by the system’s impact to locomotive operations.
The transmission of these messages and the underlying communications systems shall be highly
reliable.
22.4.1 Qualifications of the PTC Radio Frequency Designer

The designer responsible for SCRRA PTC radio designs shall be a licensed Professional
Engineer in the State of California, with a working knowledge of electrical engineering, RF
engineering and telecommunications. The PTC Radio Designer shall have a minimum of five (5)
years of experience designing radio systems for passenger rail projects. The PTC Radio Designer
shall have a Bachelor of Science in Electrical Engineering or related area of study, covering the
analysis of analog and digital communication systems, systems models, radio propagation,
cellular technology concepts and principles of frequency reuse. The PTC Radio Designer shall be
certified by the PTC-220 LLC group, which allows for access, RF simulation and management of
the PTC radio system within Infovista’s Planet software. It is preferred that the PTC Radio
Designer have familiarization with train control concepts and train operations to effectively
translate operational requirements into PTC radio system design requirements.
22.4.2 Frequency Allocation and Slot Planning Coordination

PTC-220 LLC, owns spectrum for 14 nationwide 25kHz-wide Interoperable Train Control (ITC)
frequency channels between 220 and 222 MHz, specifically reserved for PTC use. PTC radio
deploys a frequency reuse plan and Time Domain Multiple Access (TDMA) timeslot assignments
for base stations and wayside interface units. The Los Angeles basin is defined as a single Major
Trading Area (MTA) which fits the interoperable requirements of the PTC system. Currently
Transportation Technology Center, Inc. (TTCI) is the point of contact and coordinator of all
changes between the stakeholder railroads within the Los Angeles MTA.
The design consultant’s PTC radio designer shall propose site selection, antenna characteristics,
antenna height and orientation, and calculate effective radiated power (ERP). Planet software
shall be used to generate the predicted coverage and interference levels among sites and
summarized in a proposal. This proposal shall be submitted to the SCRRA Communications
License Coordinator for review. Once accepted by SCRRA and forwarded to TTCI, TTCI will
incorporate the information into the slot plan assignments for base stations and WIUs.

22.4.3 PTC Wayside Radio

ITC compliant radios use 25 kHz wide channels in the 220MHz band. The PTC wayside radio is
half-duplex (they cannot transmit and receive simultaneously). It has two receive channels, one
for the common channel and one for the local base channel. The PTC wayside radio can transmit
on only one channel at a time. The duty cycle limit shall be set to 10 percent.
The PTC wayside radio shall be provided by SCRRA for all direct or third-party related projects
due to licensing agreements with the manufacturer. Project specifications shall clearly provide
this information as well as a requirement for coordination between the Construction Contractor
and SCRRA for installation, configuration and testing of the PTC wayside radio.
22.4.4 Wayside Messaging Server (WMS)

The Wayside Message Server (WMS) is an embedded computer and switch that receives WIU
information and encapsulates it into ITCM format for message transport. The WMS sends this
information over the radio to locomotives and to the Back Office Server (BOS) through the
wayside PTC radio. If the WMS loses its connection to the wayside radio, it may be configured
with a cellular interface as a backup to get the messaging to the BOS.
The WMS shall be provided by SCRRA for all direct or third-party related projects due to licensing
agreements with the manufacturer. Project specifications shall clearly provide this information as
well as a requirement for coordination between the Construction Contractor and SCRRA for
installation, configuration and testing of the wayside messaging server.
22.4.5 Wayside Interface Unit (WIU)

At signal locations where vital microprocessors are utilized, the Wayside Interface Unit (WIU) shall
be a component built into the microprocessor. Executive software versions to be utilized that have
PTC features shall be reviewed and approved by SCRRA. When placed, a WIU shall be capable
of transmitting to at least one base station.
22.4.6 WIU Mapping and Configuration

The WIU shall transmit information from the control point or intermediate signal to the Back Office
Server for processing. Control point WIUs shall transmit switch position information and signal
aspect information. Intermediate signal WIUs shall transmit signal aspect information. When
mapping WIU assignments, switches shall be assigned first followed by signals. Switch and signal
assignments shall be in alphanumeric order. Switches are assigned 2 bits, while signals are
assigned 5 bits.
TABLE 22-2. PTC WIU MAPPING – TYPICAL WEST END OF SIDING

Type Name Offset
Switch 1 0
Signal EA 2
Signal EC 7
Signal W 12

22.4.7 PTC Base Station Radio

ITC compliant radios use 25 kHz wide channels in the 220 MHz band. The PTC base radio is half-
duplex (cannot transmit and receive simultaneously). It can receive up to eight channels
simultaneously. Two channels are used for the common channel and the local channel of the
base station. The remaining channels are set to the local channels that the surrounding WIUs will
use for transmissions. The PTC base radio can transmit only on one channel at a time. The duty
cycle limit shall be set to 50 percent.
New PTC base radio sites shall be coordinated with SCRRA’s Communications Licensing
Coordinator and TTCI to determine necessity, given the existing base station coverage and limited
spectrum available within the Los Angeles MTA. If another railroad’s base station provides
coverage to the project’s wayside, the system will rely on interoperability and a new base station
will not be necessary. If a new base station is necessary, 95 percent of the 90-meter track buffer
shall have a signal strength coverage of -94.37 dBm, and a minimum C/I of 11.5 dB. Each WSM
shall be received by at least one base station site.
If necessary, the PTC base radio shall be provided by SCRRA for all direct or third-party related
projects due to licensing agreements with the manufacturer. Project specifications shall clearly
provide this information as well as a requirement for coordination between the Construction
Contractor and SCRRA for installation, configuration and testing of the PTC base radio.
22.4.8 PTC Locomotive WiFi Initialization

Before a train can move onto mainline track, the train must be initialized. This generally occurs in
yards, terminals, or layover facilities at the beginning of a trip and is necessary after the train is
terminated. With the locomotive stationary, a wireless 802.11 a/b/g/n data network is utilized to
verify the onboard SUBDIV and upload any necessary changes. Operating data such as train
consist, work zones, temporary speed restrictions, advisories, critical alerts and other relevant
information will also be communicated.
WiFi initialization design placement shall consider train movements within a facility to determine
required coverage to the locomotive. Often multiple access points are installed to provide
coverage to locomotives in various operating orientations. The coverage boundary shall be
defined by a minimum signal to noise ratio (SNR) of 20dB.
Placement of the access point shall consider the proximity of an SCRRA backhaul connection
and the use of Power over Ethernet, (PoE) 802.3at. Access points shall be placed at a height of
19 feet.
22.5 PTC SYSTEMS IMPLEMENTATION

Refer to SCRRA’s PTC Engineering and Construction Change Management Process document
for information regarding the measurement, verification and validation of critical features prior to
placing a construction phase in service.
During and after construction the design consultant shall anticipate and support the SCRRA PM
in the following activities (as determined applicable within the project’s scope):
• Resurvey during substantial completion of project construction
• Changes to BOS

• Build of SUBDIV file incorporating critical feature changes

• SUBDIV testing and field validation
• Signal WIU verification and validation
• CAD testing and field validation
• Radio licensing changes
• Update of Controlled Documents
• Iterations required for construction phasing


23.0 ENVIRONMENTAL GUIDELINES

23.1 SCOPE
General information and guidance regarding environmental compliance requirements for SCRRA
projects is provided in this chapter. This information must be used in conjunction with specific
design criteria established in the other chapters of this DCM. If the designer encounters situations
where these guidelines are impractical to satisfy or where conflicts exist, the matter should be
reviewed with SCRRA for resolution.
Construction, environmental, and permitting information presented in this chapter is taken from
several sources, including permitting information available through the jurisdictional agencies
referenced.
23.2 TYPES OF CONSTRUCTION ACTIVITIES AND ASSOCIATED PERMITTING

PROCESSES
For SCRRA projects, non-administrative job functions generally fall under emergency
construction, maintenance activities, and program work categories. Each of these work categories
is identified by specific characteristics where special permit processes may apply.
23.2.1 Emergency Construction

Emergency construction is immediate work required to protect lives and property. These are
projects that must be conducted immediately to protect or replace existing infrastructure (for
example, culverts, rails, or bridges) or to repair damaged facilities (for example, bridge abutments
or footings) to allow their continued safe use. Emergency construction is usually associated with
specific events such as floods, landslides, and structural failures. These projects are generally
performed within the footprints of existing facilities and do not result in major changes to existing
facilities. Emergency construction may include minor upgrades or improvements, provided they
do not result in a major change in the original footprint or operations of the facility prior to the
emergency.
Emergency construction includes work to repair flood damage, remove debris from culverts and
bridges, repair landslide damage, respond to derailments, or make repairs due to vandalism.
Although these projects can generally be permitted under special regulatory provisions that allow
for emergency response, environmental considerations must be identified during and evaluated
after the emergency construction.
During emergency construction, more substantial retrofitting or improvement of an existing
structure/facility may be identified. Construction that would substantially alter the original design,
operation, or function of SCRRA infrastructure would be considered maintenance activities or
program work, as discussed below.
23.2.2 Maintenance Activities

Maintenance activities include regular maintenance and repair of existing infrastructure or
facilities that can be performed after completing the appropriate levels of environmental evaluation
and permitting. Maintenance activities may include minor improvements of existing infrastructure

or facilities (particularly work within existing footprints or ROW) and work following emergency
construction to ensure that the damaged facility is repaired for the long term.
Maintenance activities undertaken during normal operations may or may not require specific
permits. These activities should not begin until the appropriate levels of environmental evaluation
have been completed to determine the potential for impacts on sensitive biological and cultural
resources, to identify means to avoid or minimize adverse impacts, and to determine which
agencies have jurisdiction over the activity or project location. When appropriate SCRRA may
enter into long-term maintenance agreements to minimize duplicative permitting.
23.2.3 Program Work

Program work consists of new projects that have been planned in advance with environmental
compliance and permitting built into the planning schedule before construction. It includes
construction of new buildings, bridges, and railways that are not within existing ROW or that would
result in substantial improvements/changes to existing facilities. Program work should not begin
until the appropriate levels of environmental evaluation have been completed to determine the
potential for public opposition, impacts on sensitive biological and cultural resources, to identify
means to avoid or minimize adverse impacts, and to determine which agencies have jurisdiction
over the activity or project location. Construction can begin only after an evaluation of potential
environmental issues and after obtaining appropriate permits and jurisdictional approvals.
23.3 ENVIRONMENTAL COMPLIANCE PROCESSES

The environmental compliance process differs in emergency versus non-emergency situations.
The first step in environmental compliance is to determine whether the proposed work has the
potential to affect an environmentally sensitive resource (for example, cultural resources,
wetlands, lakes, streams, drainages, coastal areas, and special status plants or animals). If
environmentally sensitive resources are not present, then the work can proceed after local
permits (for example, grading permits, building permits, and road encroachment permits) have
been obtained. California Environmental Quality Act (CEQA) compliance may be required for
projects outside existing ROW even if environmentally sensitive resources are not present (see
Section 23.4.1 for further discussion of CEQA).
23.3.1 Emergency Construction Process

If the proposed work will be done immediately in order to protect lives and property and will be
limited in extent, then the work may qualify as emergency construction. Under the CEQA, an
emergency is defined as “a sudden, unexpected occurrence, involving a clear and imminent
danger, demanding immediate action to prevent or mitigate loss of, or damage to, life, health,
property, or essential public services. ‘Emergency’ includes such occurrences as fire, flood,
earthquake, or other soil or geologic movements, as well as such occurrences as riot, accident,
or sabotage” (California Public Resources Code, Section 21060.3). Other agencies such as the
United States Army Corps of Engineers (USACE), California Department of Fish and Wildlife
(CDFW), and California Coastal Zone Commission have definitions for an “emergency” that
should be reviewed to determine application to the construction activity proposed.

Initial Agency Contact

The government agency(s) to be contacted depends on the environmental resource (for example,
wetlands, streams, or coastal areas) affected by the emergency. If the emergency construction
will affect a wetland, stream, lake, or marsh, then USACE and CDFW should be contacted
immediately. Other agencies to be contacted may include the Regional Water Quality Control
Board (RWQCB) and county and local municipal agencies with jurisdiction over drainage
infrastructure and flood control facilities. When an agency is contacted, the following information
should be provided:
1. The SCRRA contact person
2. The SCRRA contact phone number
3. What the emergency involved
4. Why it qualifies as an emergency
5. The type and extent of work to be done
6. Exact location of the emergency
Work Plan
After contacting the agencies, a SCRRA contact person should be identified and a work plan and
site map prepared. These three items should be prepared and submitted to the agencies as soon
as possible. If photographs of the emergency are available, they should be sent to the agencies.
Issuance of Emergency Permits

SCRRA shall notify the appropriate agencies prior to initiating emergency work activities. The
notification will include the information identified in Section 23.3.1. The agencies may issue the
Notice to Proceed within 24 to 48 hours of SCRRA’s submittal of a work plan and site map. The
agency notification and, if provided, agency Notice to Proceed must be kept on-site during
emergency construction. Emergency repairs in sensitive areas typically require a construction
monitor (biologist) to avoid or minimize encroachment into sensitive areas. Generally, SCRRA will
be responsible for compensatory mitigation at reduced ratios. All emergency permits and agency
conversations where directions were given or decisions were made should be documented,
including email correspondence, and entered into the project file.
Supplemental Non-Emergency Work

If non-emergency work is necessary to ensure that the damaged facility is repaired for the long
term, then the non-emergency permitting process should be followed, including acquisition of
environmental clearances, CEQA/National Environmental Policy Act (NEPA) compliance, and
other permits. If the emergency construction does not require additional work, then the project
can be closed by documenting how SCRRA complied with the terms and conditions of the
emergency construction environmental procedures. All emergency permits and agency
conversations where directions were given or decisions were made should be documented,
including email correspondence, and entered into the project file.

23.3.2 Non-Emergency Construction Process

If the proposed work is not immediately needed to protect lives and property, then it does not
qualify as an emergency and should be conducted as maintenance or program work. This type of
work includes repairs, maintenance, retrofit and upgrade of existing infrastructure, new projects,
and supplemental work following emergency construction.
Environmental Review
SCRRA’s environmental expert, whether an environmental consultant or SCRRA staff member,
should review the proposed project and the environmental issues associated with implementing
the work at approximately the 5 to 30 percent design phase depending on the project’s complexity
and geographic location. This initial review should identify which agencies should be contacted,
what permits or approvals are potentially required, and the environmental constraints to the
proposed work.
Potential Project Modifications

The environmental review may identify issues that require the Chief, Program Delivery to evaluate
the significance of those issues relative to project schedule, budget, and operations. For example,
if a new siding is planned for an area supporting habitat for an endangered species or wetlands,
the Chief, Program Delivery may relocate the siding to avoid the habitat, thereby avoiding the
often significant time and cost to prepare a biological assessment or habitat conservation plan
and to purchase credits through an authorized mitigation bank or in-lieu fee program. That
particular environmental constraint would then be avoided. This stage in the project is the most
appropriate and effective time to identify environmental constraints and make project adjustments
to avoid or minimize the issue, if possible. The availability of current resource mapping is critical
to informing this decision.
Initial Agency Contact/Project Review

Once the appropriate agencies have been identified and project design has progressed to a level
that adequately defines the project (5 to 30 percent design phase), then a contact person at the
agency should be established and informed of the proposed project and its schedule. This
pre-application meeting is generally completed through the submittal of project description
information, site photographs, and sensitive species/habitat information. The agencies will review
the project at this time and provide comments regarding jurisdiction, permit requirements, and
CEQA compliance. Certain permits will not be issued prior to completion of CEQA compliance
(see Section 23.4.1 for further discussion of CEQA).
Potential Additional Project Modifications, Mitigation, Monitoring, and Reporting

SCRRA may choose to modify the proposed project in response to agency comments to avoid or
minimize environmental impacts. Any unavoidable environmental impacts will need to be
mitigated. Mitigation measures generally involve onsite or offsite environmental compensation in
the form of habitat creation, dedication, or restoration/enhancement or purchase of credits in an
appropriate mitigation bank. Mitigation strategies that propose on-site mitigation within SCRRA
ROW will generally be avoided. Where sensitive habitats are being affected or where construction
occurs in proximity to a sensitive environmental resource, such as wetlands, least bells vireo, or

California gnatcatcher, a construction monitoring program will likely be required. The monitoring
program and reporting requirements will need to be established in coordination with and approved
by the applicable jurisdictional agency.
Performance of Work in Accordance with Permits and Approvals

The environmental requirements of the project should be communicated to the Chief, Program
Delivery prior to commencement of any construction activities. These requirements should then
be communicated to onsite workers through daily “tool box” or “tailgate” meetings or
project-specific environmental training. The information conveyed to work crews should include
the limitations and conditions of the environmental permits and approvals. These permits and
approvals shall be added to the project’s special conditions and included in the contractor
specifications to the extent feasible.
Documentation of Work Performed

During construction, the environmental monitor should keep a daily log and obtain photographs
documenting that the work was performed in compliance with terms and conditions of all
applicable permits. At this time, all close-out documentation should be prepared and submitted to
the agencies for their written concurrence that the project was completed in accordance with
permit terms and conditions.
23.4 ENVIRONMENTAL PERMITS

Environmental evaluations and permits commonly required for railroad work are discussed below.
Table 23-1, located at the end of this chapter, lists typical SCRRA work and potential permits
associated with that work.
SCRRA projects are subject to federal, state, and local environmental regulations and guidelines.
State-funded projects or projects requiring a permit or approval from a State or local agency are
subject to the CEQA. SCRRA projects that are federally funded are subject to NEPA and the
implementing regulations of the federal agency (e.g. Federal Transit Administration (FTA)
regulations). However, construction of facilities for railroad passenger service within existing
railroad and highway ROW is generally exempt from the CEQA and NEPA evaluation process.
All SCRRA projects should be reviewed during the planning phase to determine if specific
environmental regulations, such as Federal Water Pollution Control Act (National Pollutant
Discharge Elimination System (NPDES) [40 CFR 122]), Endangered Species Act (16 United
States Code [USC] 1531-1543), and National Historic Preservation Act (36 CFR 800), may
regulate the construction process.
23.4.1 California Environmental Quality Act

CEQA applies to projects undertaken, funded, or requiring issuance of a permit by a California
public agency (California Public Resources Code, Section 21000; 14 California Code of
Regulations [C.C.R.], Section 15000). However, on September 13, 1991, the SCRRA
Commission filed a Notice of Exemption with the California State Office of Planning and Research
and the County Clerk of the County of Los Angeles authorizing a Statutory Exemption (14
California Administrative Code Section 15260, et seq.) for the “…construction and operation of
commuter rail facilities within existing railroad rights-of-way in Los Angeles, Ventura, San

Bernardino, Riverside, Orange, and San Diego Counties.” These activities are exempt from the
regulations of CEQA under California Public Resources Code, Section 21080(b)(11) and 14
C.C.R., Chapter 13, Article 18, Section 15275. [Note: Subject to Revision]
A project that falls under a statutory exemption is not subject to CEQA even if it has the potential
to significantly affect the environment. A copy of the SCRRA Notice of Exemption/Statutory
Exemption is provided in Appendix J. [Note: Subject to Revision]
For projects conducted outside existing ROW or outside the counties specified in the Statutory
Exemption, SCRRA may be subject to CEQA compliance and evaluation. For these projects,
SCRRA should consult with a source knowledgeable of both the CEQA process and commuter
rail construction and operations.
23.4.2 National Environmental Policy Act

Under NEPA (42 USC 4321; 40 CFR 1500.1), a process was established by which federal
agencies must study the environmental effects of their actions “significantly affecting the quality
of the human environment.” SCRRA projects that involve a federal agency, either through direct
participation, funding, or authorization of a discretionary permit (for example, a Section 404 Clean
Water Act permit), may be subject to NEPA evaluation.
The process for complying with NEPA and federal surface transportation statutes is defined in the
joint Federal Highway Administration/Federal Transit Administration “Environmental Impact and
Related Procedures” (23 CFR 771). The regulation sets forth the agencies' policy of combining
all environmental analyses and reviews into a single process. It defines the roles and
responsibilities of FTA and its grant applicants in preparing documents and in managing the
environmental process within the various project development phases. The principle component
of this regulation is discussed below.
Under “Classes of Action” (23 CFR 771.115), applicants intending to apply for federal transit
funding should notify FTA at the time a project concept is identified. Once the applicant has
furnished sufficient information and documentation, FTA will advise the applicant of the probable
class of action and the related level of documentation required in the NEPA process. There are
three classes of action:
1. Categorical Exclusion (23 CFR 771.115(b)) – Categorical Exclusions are granted for
actions that do not individually or cumulatively involve significant social, economic, or
environmental impacts. The projects listed in 23 CFR 771.117(c) and 771.118(c) require
little or no construction and involve minimal or no effects off-site. The regulation gives a
list of the types of projects that are categorically excluded. Once FTA has determined that
a Categorical Exclusion applies, it may act on the application for financial assistance.
2. Environmental Assessment (23 CFR 771.115(c))
3. Environmental Impact Statement (23 CFR 771.115(a))

23.4.3 Federal Clean Water Act, Section 404

The Federal Water Pollution Control Act (Clean Water Act) Amendments of 1972 established the
Section 404 Regulatory Program. Under this act, it is unlawful to discharge dredged or fill material
into waters of the United States without first receiving authorization (usually a permit) from
USACE. The term “waters of the United States” defines the extent of geographic jurisdiction of
the Section 404 program. The term includes such waters as rivers, lakes, streams, tidal waters,
and most wetlands. A discharge of dredged or fill material involves the physical placement of soil,
sand, gravel, dredged material, or other such materials into the waters of the United States.
Section 404 regulated activities that have received judicial attention include land clearing; stream
channelization; the placing of pilings for bridges and piers; and discharges for converting waters
to dry land, for raising bottom elevations, from road construction, and for loss or modification of
aquatic habitat.
Avoidance and minimization of impacts on identified wetlands shall be considered carefully during
the preliminary engineering and environmental review phase of any proposed SCRRA
improvements. Delineation of wetlands and other waters of the United States in the project vicinity
and a jurisdictional determination from USACE is recommended early to determine the level of
involvement by USACE. Based on the results of the preliminary engineering environmental review
phase, a conceptual wetland mitigation report and design may be required. Mitigation, in the form
of enhancement of existing wetlands or construction of replacement wetlands to replace specific
wetland functions and values lost due to project-related disturbances, will be determined during
permit approval.
Section 404 permitting is required for SCRRA projects involving jurisdictional waters of the United
States or wetlands. The three primary types of Section 404 permits addressing SCRRA actions
are Nationwide Permits, Individual Permits, and Regional General Permits.
Nationwide Permits
Nationwide Permits (NWPs) are preauthorized permits for certain types of activities that are
substantially similar in nature and cause only minimal individual and cumulative environmental
impacts or would result in avoiding unnecessary duplication of regulatory control exercised by
another federal, state, or local agency provided that it has been determined that the environmental
consequences of the action are individually and cumulatively minimal. For NWPs, NEPA
evaluation has already been completed as part of the preauthorization process. Therefore, no
additional NEPA documentation is required. There are two types of NWPs, those that require a
preconstruction notification (PCN) and those that do not require notification (non-notifying).
NWPs requiring a PCN are generally not useful for emergency situations although they can be
useful for maintenance operations and program work because they take less time to process than
Individual Permits, discussed below.
Non-notifying NWPs are most useful for emergency situations because they can be applied
immediately. Before applying this permit, SCRRA must be sure that the terms and conditions of
the non-notifying NWP are met.
For SCRRA projects, NWP 3, Maintenance, would apply in emergency situations. NWP 14, Linear
Transportation Crossing, and NWP 33, Temporary Construction, Access, and Dewatering,

generally apply to maintenance operations and program work. USACE reissues the NWPs every
five years.
Individual Permits
The basic form of authorization is the Standard Individual Permit (IP). Activities that do not qualify
for authorization under the NWP program, discussed above, may qualify for authorization under
an IP. Authorization under an IP may be obtained only through application with USACE. These
permits are issued for activities that have more than minimal adverse impacts on waters of the
United States. The IP process can be lengthy and requires evaluation of alternatives to the
proposed discharge, including conducting the project in an upland area. Each permit application
involves a thorough NEPA evaluation and review of the potential environmental and
socioeconomic effects of the proposed activity, public review, and potential benefits of the
discharge. The length of time required to prepare and process an IP makes this permit impractical
for emergency construction and many maintenance operations and program work that SCRRA
conducts.
Regional General Permits

Like NWPs, Regional General Permits (RGPs) are preauthorized permits for certain types of
activities that are substantially similar in nature and cause only minimal individual and cumulative
environmental impacts. RGPs are authorized through notice and comment and may be
conditioned with requirements for case-by-case reporting or notification. RGPs are available by
contacting the local USACE district and requesting the applicable RGPs, if any are in effect. RGPs
are typically reissued every five years.
23.4.4 Federal Rivers and Harbors Act, Section 10

The Rivers and Harbors Acts of 1890 (superseded) and 1899 (33 USC 401, et seq.) are
administered through the USACE regulatory program. Various sections establish permit
requirements to prevent unauthorized obstruction or alteration of any navigable water of the
United States. Section 10 (33 USC 403) of the Rivers and Harbors Act covers construction,
excavation, or deposition of materials in, over, or under such waters, or any work which would
affect the course, location, condition, or capacity of those waters. Activities requiring
Section 10 permits include structures (for example, piers, wharfs, breakwaters, bulkheads, jetties,
weirs, and transmission lines) and work such as dredging or disposal of dredged material, or
excavation, filling, or other modifications to the navigable waters of the United States.
The geographic jurisdiction of the Rivers and Harbors Act includes all navigable waters of the
United States, which are defined as “those waters that are subject to the ebb and flow of the tide
and/or are presently used, or have been used in the past, or may be susceptible to use to transport
interstate or foreign commerce” (33 CFR 329). This jurisdiction extends seaward to include all
ocean waters within a zone 3 nautical miles from the coastline (the “territorial seas”). Limited
authorities extend across the outer continental shelf for artificial islands, installations, and other
devices (see 43 USC 333 (e)).
USACE permits are required to authorize certain structures or work in, or affecting, navigable
waters of the United States pursuant to Section 10 of the Rivers and Harbors Act. Certain activities
may fall under an authorized NWP or RGP. If this is not the case, an individual Section 10 permit

is required. SCRRA projects that require the modification or alterations of flood control projects
and/or structures constructed by USACE are subject to a 408 Permission in accordance to 33
USC 408. When required, the issuance of the 408 Permission is required prior to the filing of a
PCN under Section 404 of the Clean Water Act.
23.4.5 Navigable Waters

Federal law prohibits construction or repairs that alter clearances of any bridges, dams, dikes, or
any other obstruction across navigable waters of the United States unless first authorized by the
United States Coast Guard (USCG) (33 CFR 114-115). USCG approves the location and
clearances of bridges through the issuance of bridge permits or permit amendments under the
authority of Section 9 of the Rivers and Harbors Act of 1899, the General Bridge Act of 1946, and
other statutes. This permit is required for new construction, reconstruction, or modification of a
bridge or causeway over waters of the United States.
23.4.6 Federal Clean Water Act, Section 402 – National Pollutant Discharge
Elimination System
Any SCRRA facility that is currently discharging, or proposing to discharge, waste into any surface
water of the state must comply with waste discharge requirements. For discharges to surface
waters, the requirements are to obtain a federal NPDES permit from the RWQCB in the project
area.
SCRRA facilities that discharge waste into a municipal sanitary sewer system do not need to
obtain an NPDES permit. The United States Environmental Protection Agency (USEPA), the
State Water Resources Control Board (SWRCB), and the respective RWQCB or local wastewater
management agency may require some industries to treat industrial hazardous wastes before
such wastes are discharged to a municipal sanitary sewer system. These requirements are
available from the local wastewater management agency.
Storm Water
Industrial – SCRRA facilities whose discharges are composed entirely of industrial storm water
runoff may be eligible to be regulated under a General Industrial Storm Water Permit issued by
the SWRCB rather than an individual NPDES permit issued by the RWQCB. The General
Industrial Storm Water Permit regulates storm water runoff from eligible transportation facilities.
General Construction Activity – The SWRCB has adopted a General Construction Activity
Storm Water Permit for storm water discharges associated with any construction activity including
clearing, grading, excavation reconstruction, and dredge and fill activities that results in the
disturbance of at least 1 acre of total land area. For SCRRA construction projects that disturb
more than 1 acre of topsoil, SCRRA must complete the NPDES permit process, which includes
submitting a Notice of Intent (NOI) to the SWRCB, preparing a Storm Water Pollution Prevention
Plan (SWPPP) to be kept on-site during construction, and submitting a Notice of Termination
(NOT) to the SWRCB when construction activities and requirements of the permit are complete.

23.4.7 Federal Clean Water Act, Section 401 – Regional Water Quality Control Board
Under the Clean Water Act, Section 401 water quality certification is required for any permit or
license issued by a federal agency (USCG Section 10 permits and USACE Section 404 permits)
for any activity that may result in a discharge into waters of the state to ensure that the proposed
project will not violate state water quality standards. For example, if someone proposes to
discharge dredged or fills material into navigable waters of the United States, including wetlands;
they must obtain a Section 404 permit from USACE and a Section 401 water quality certification
from U.S. EPA. In California, U.S. EPA has delegated this authority to the State Water Resources
Control Board (SWRCB) and RWQCB. The USACE Section 404 permit is by far the most common
federal permit issued in California that requires a Section 401 certification from the RWQCB. This
water quality certification is part of the 1974 Clean Water Act, which allows each state to have
input into projects that may affect its waters (rivers, streams, lakes, and wetlands). RWQCBs are
responsible for issuing Section 401 certifications in California; unless the project extends across
two RWQCBs in which case the SWRCB will issue the certification.
The California EPA SWRCB has issued guidance on Section 401 certification waivers that apply
to all RWQCBs. The SWRCB lists the Section 404 NWPs that are exempt from Section 401
certification. An updated listing of NWPs with Section 401 certification waived in California is
available from the appropriate RWQCB office.
23.4.8 California Department of Fish and Wildlife, Section 1600

Under Section 1600 of the Fish and Wildlife Code, CDFW regulates the alteration of streams,
wetlands, and other waterbodies. Any person, government agency, or public utility proposing any
activity that will substantially divert or obstruct the natural flow or substantially change the bed,
channel, or bank of any river, stream, or lake, or proposing to use any material from a streambed
must notify CDFW of such activity before beginning the project.
Generally, the notification applies to any work undertaken within the normal high-water mark of a
wash, stream, or lake that contains or once contained fish and wildlife or supports or once
supported riparian vegetation.
CDFW provides regular permitting through the processing of a streambed alteration agreement.
SCRRA would file a “Notification of Lake or Streambed alteration” form (FW 2023, REV. 01/01/18)
and “Project Questionnaire” form (FW 2024) with the local CDFW office. For permitting of
emergency construction, CDFW has established a process for emergency notification.
Section 1610 of the Fish and Wildlife Code exempts certain types of emergency work from the
notification requirements. Notification is not required before beginning emergency work necessary
to protect life and property and/or repair public service facilities necessary to maintain service as
a result of a disaster.
All CDFW regions request that applicants notify the applicable regional office within 14 days of
beginning emergency construction. Region 5 (South Coast Region) requests that applicants
complete and submit its “Notification of Emergency Work” form.

23.4.9 Federal Endangered Species Act, Section 7

The Endangered Species Act (ESA) (16 USC 1531-1543) provides a program for the conservation
of threatened and endangered plants and animals and the habitats in which they are found. The
United States Fish and Wildlife Service (USFWS) and National Marine Fisheries Service (NMFS)
administer the program and maintain a worldwide list of threatened and endangered species.
The law requires federal agencies, in consultation with USFWS and/or NMFS, to ensure that
actions they authorize, fund, or carry out are not likely to jeopardize the continued existence of
any listed species or result in the destruction or adverse modification of designated critical habitat
of such species. The law also prohibits any action that causes a "taking" of any listed species of
endangered fish or wildlife. Likewise, import, export, interstate, and foreign commerce of listed
species are all generally prohibited.
Consultation with USFWS and/or NMFS is required for any activity that may affect a federally
listed threatened or endangered species, or habitat that has been designated as critical habitat
for a listed species. The need for consultation is typically determined during the environmental
review and permitting phases of the project and the mitigation measures are identified in the
environmental document(s) and permit(s). Depending on the project’s potential to adversely affect
a listed species, USFWS or NMFS may be required to issue a biological opinion before federal
agency approvals or permits are issued.
In limited circumstances, if a plant or animal species is found in the project area that has been
added to the list(s) since completion of the environmental review and permitting phases of a
project, additional field survey and consultation will be required.
23.4.10 California Endangered Species Act

CDFW administers the California Endangered Species Act (CESA) under Fish and Wildlife Code
Sections 2080 through 2085. A permit or approval from CDFW is required whenever an activity
may affect state-listed threatened or endangered plant or animal species. The CESA allows for
“take” incidental to otherwise lawful development projects. Fish and Wildlife Code Section 2081
(b) and (c) describes the incidental take permit process. The CESA emphasizes early consultation
to avoid potential impacts on rare, endangered, and threatened species and to develop
appropriate mitigation planning to offset project-caused losses of listed species. Complete
requirements and procedures for CESA Incidental Take Permits are found in 14 C.C.R.
783.0-783.8.
The CESA has no provisions for emergency construction that may affect threatened or
endangered species; therefore, it is necessary to begin immediate consultation with CDFW
whenever an emergency activity may affect such species.
Multiple Species Conservation Plans (MSCPs) and Natural Community Conservation Plans
(NCCPs) have been developed by various entities such as cities, counties, and utilities in a
number of areas that include provisions for permitting pursuant to the ESA and CESA. Because
MSCPs and NCCPs provide for protection and preservation of existing listed species as well as
species that may be listed in the future, these MSCPs and NCCPs have the potential opportunity
to streamline the permitting process while providing an adequate level of protection. Projects that
meet the terms and conditions of these MSCPs and NCCPs and are in the MSCP and NCCP

areas can use the MSCP or NCCP to authorize a project if the project proponent becomes a
signatory to the MSCP or NCCP and agrees to its terms and conditions.
To be covered under a local MSCP or NCCP, SCRRA will have to apply for coverage through the
applicable local jurisdictional (e.g. County or City) via a discretionary permit or similar approval,
and, if required, comply with CEQA. Without this level of agency involvement, SCRRA may not
be able to take advantage of the conditions of the local MSCP or NCCP.
23.4.11 National Historic Preservation Act, Section 106

The SCRRA system is rich in historic architectural, structural, and archaeological resources,
including railroad station buildings and other facilities, railroad appurtenances, bridges, tunnels,
engineering works, and recorded archaeological sites. It is essential that SCRRA projects be
carried out in a manner that minimizes the potential for harm to such resources, consistent with
applicable regulations and guidelines.
Significant architectural and archaeological resources are protected by Sections 106 and 110 of
the National Historic Preservation Act (NHPA). The NHPA (16 USC 470) is the primary federal
law governing the preservation of cultural and historic resources in the United States. It created
the implementing procedures of the Advisory Council on Historic Preservation (ACHP) to evaluate
all federal actions that will have an effect on properties listed on or eligible for listing on the
National Register of Historic Places. Specifically, Section 106 of the NHPA (16 USC 470(f))
requires that a federal agency involved in a proposed project or activity is responsible for initiating
and completing the review process. Section 110 of the NHPA sets out the broad historic
preservation responsibilities of federal agencies and is intended to ensure that historic
preservation is fully integrated into the ongoing programs of all federal agencies.
Federal actions subject to NHPA review include, but are not limited to, construction, rehabilitation,
and repair projects, demolition, licenses, permits (for example, Clean Water Act Section 404
permits), loans, loan guarantees, grants, and federal property transfer. The agency sponsoring
one of these activities is required to seek ACHP comments.
Section 106 applies to historic properties such as building sites, districts, structures, and objects.
For example, SCRRA structures that are over 50 years old and significantly retain their original
design and form and are relatively unique may qualify as a historic property. The Section 106
process requires agencies to identify such properties in advance of actions that may affect the
integrity of the structure or site. FTA recently released its Section 106 Program Comment, which
could potentially be applied to multiple railroad improvements owned and maintained by SCRRA.
Leveraging the Program Comment requires early identification of rail-related historic properties
located within the existing ROW and then determining which improvements and activities could
be exempted from consideration of their effects.
A determination of eligibility and identification of potential effects is completed during the
environmental review. The agency considers the possible effects of the action on the property
and resolves any adverse effects through consultation with concerned parties such as the
California State Historic Preservation Office (SHPO). Mitigation measures addressing any
adverse effects would be specified in the environmental document(s) and recorded in a
Memorandum of Agreement (MOA) between SCRRA, FTA, FRA, SHPO, and ACHP, as
necessary.

23.4.12 Other Potential Permits and Approvals

In addition to the federal and state regulations discussed above, SCRRA projects will usually
require working with local (county and municipal) agencies, particularly for work outside
established rail corridors. Cities and counties prepare planning documents (General Plans) that
provide guidance for development in a specific area and include relevant Land Use and Zoning
regulations.
California Coastal Act

Under the California Coastal Act of 1976 (Division 20, Public Resources Code), construction
proposed within the coastal zone (that is, 3 miles seaward and 1,000 yards inland of the high tide
line) may be regulated by a Coastal Management Plan administered by the California Coastal
Commission (CCC). Development occurring within the coastal zone will require a Coastal
Development Permit. Many coastal communities have developed local coastal plans (LCPs). LCP
permits may be required from the local agency; otherwise, if there is no LCP, a coastal permit will
be required from CCC.
Under the federal Coastal Zone Management Act of 1972 (16 USC 1451-1464), federal or
federally assisted projects must be, to the maximum extent possible, consistent with the approved
state coastal zone management program (CZMP). A determination of consistency with the
approved CZMP is required from the state before federal approval of the project may be granted.
This consistency is ordinarily obtained during the preliminary engineering/ environmental review
phase of a project.
California Public Utilities Commission

The California Public Utilities Commission (CPUC) ensures that railroad-highway grade crossings
are designed, constructed, and properly maintained to ensure public safety. The CPUC Rail
Crossings Engineering Section (RCES) engineers investigate and evaluate requests to construct
new or modify existing rail crossings. They also investigate train-related incidents that occur at
rail crossings and complaints regarding rail crossings safety or conditions. RCES engineers are
assigned to territories by county and are responsible for rail crossing matters in those territories.
SCRRA will need to file applications with CPUC for new rail crossings and will need to file “General
Order 88-B authorization” requests for alterations of existing rail crossings.
County Flood Control Districts

County flood control districts have jurisdiction over many flood control structures that cross
SCRRA rail corridors. SCRRA projects that cross but do not affect a flood control structure would
receive a Letter of No Objection from the local district; projects that adversely impact a flood
control structure may require a flood control district permit. In certain instances, the issuance of a
local flood control permit may be predicated by the issuance of a 408 Permission from USACE.
Early coordination with the flood control district is recommended to determine the level of
involvement from USACE.
Local Zoning
All SCRRA projects and facilities will be planned and designed to comply insofar as practicable
with applicable provisions of local zoning ordinances and regulations.

Environmental Justice
Pursuant to Executive Order 12898, Environmental Justice (Federal Register, Vol. 62, No. 72 pp.
18377-18381), procedures set forth in the DOT Final Environmental Justice Order of April 15,
1997, all SCRRA projects and facilities will be planned and designed insofar as feasible to avoid
causing disproportionately high and adverse impacts on minority and low-income populations with
respect to human health and the environment.
Section 4(f)
The DOT Act of 1966 included a special provision—Section 4(f)—which stipulated that FHWA
and other DOT agencies cannot approve the use of land from publicly owned parks, recreational
areas, wildlife and waterfowl refuges, or public and private historical sites unless the following
conditions apply:
• There is no feasible and prudent alternative to the use of land.
• The action includes all possible planning to minimize harm to the property resulting from
use.
When a project uses land protected by Section 4(f), a Section 4(f) evaluation must be prepared
(23 CFR 771 and 774; 49 CFR 662; FHWA Section 4(f) Policy Paper, March 2005).
23.5 PERMIT CONDITIONS

Agencies granting a permit to SCRRA, or its agent, may grant the application as filed, deny the
application as filed, or most likely, grant it subject to terms, conditions, limitations, or modifications
of the regulated activity. Such terms may include any reasonable measure that would mitigate the
impacts of the regulated activity and that would:
1. Prevent or minimize pollution or other environmental damage
2. Maintain or enhance existing environmental quality
3. In the following order of priority, restore, enhance, and create productive wetland or
watercourse resources.
To comply with permit conditions, SCRRA may be required to implement structural engineering
controls (discussed below), conduct construction monitoring, or pay in-lieu mitigation fees. In-lieu
mitigation fees are often required by agencies to restore, enhance, or create similar habitat
through purchase of credits in off-site mitigation banks or restoration programs.
23.6 OTHER ENVIRONMENTAL CONSIDERATIONS
23.6.1 Contamination and Remediation

SCRRA projects may encounter contaminated soil and/or water that will require removal and/or
remediation. As soon as information is available about any potential contamination issue, the
project plan—scope, schedule, and budget—shall address the required activities for any
necessary remediation. The preparation of a Phase I environmental site assessment in
accordance with ASTM E1527-13 during preliminary engineering will assist in determining the
potential presence of contaminants.

23.6.2 Standards, Codes, and Guidelines

The latest edition of the standards, codes, and guidelines listed in Appendix A shall be used during
design of these projects.
There are also Executive Orders providing protection or directing special consideration to
preservation of wetlands, floodplains, environmental justice, children’s safety, and prevention of
invasion by toxic plant species.
23.6.3 Topography, Soils, and Geology
General
Any subsurface testing program for SCRRA must include sufficient test borings to characterize
the soils and potential fill materials, including composition and extent. Of primary importance is
the identification of unsuitable material or waste in the soil (for example, hydrocarbons). If adverse
environmental impacts could result from disturbance of subsurface materials during construction,
the subsurface investigation must be adequately comprehensive and include a testing plan that
defines the interval, depth, and extent of testing to facilitate the acquisition of data required to
develop suitable mitigation measures.
During the investigation, if a test boring encounters an aquifer that could be contaminated by
materials falling into the boring; the boring will be backfilled with grout slurry upon completion of
boring operations, unless otherwise defined by local regulations.
Soil and Geology

SCRRA is located in a seismically active area. A moderate to major earthquake on any of the
major faults in the area during the operational lifetime of the proposed project would subject the
project to strong ground shaking. Such ground shaking could result in the failure of structures
along the proposed corridor and could disrupt service along the corridor. Actual displacement or
fault movement is less likely, but could occur.
The likelihood of a severe earthquake occurring during the construction period is low. However,
the possibility does exist and should not be discounted. If the area is subject to a substantial
seismic event and associated severe ground shaking during the construction period, the effects
of the shaking can be minimized through appropriate construction techniques. All available
construction techniques for the safety of workers, pedestrians, motorists, and nearby residents
shall be implemented. These measures include shoring and falsework.
Construction over Inactive Landfills

During the preliminary engineering phase, a study will be undertaken to determine if any active
or inactive disposal areas or mine dumps fall within the proposed construction areas. If SCRRA
improvements are to be constructed on, or close to, an inactive landfill, then the density of the
filled area and the presence of methane gas or other potentially harmful gas in the vicinity of the
work must be determined. If an inactive landfill is discovered in proximity to new construction,
alternative sites should be considered. If alternative sites are not feasible, mitigation measures to
prevent such proximate areas from affecting the SCRRA improvements should be implemented.

23.6.4 Floodplains, Hydrology, and Water Quality
Siltation and Runoff

The addition of new SCRRA facilities and drainage improvements could increase the potential for
water runoff. An increase in impervious area (e.g. paved surfaces) as a result of construction can
lead to reduced infiltration, decreased storm water travel time, and an increase in peak storm
water discharges and runoff. Higher storm water discharge rates can, in turn, increase erosion of
the project area and the receiving stream, and can contribute to flooding in the area. This potential
extends to both the construction and operation phases of the project.
In general, local and state regulations require that the maximum rate of storm water runoff after
development be no greater than the rate of storm water runoff before development. This
requirement may be met by constructing storm water detention facilities to control the rate of
runoff, or by designing the project such that the relationship of impervious surfaces and travel
time does not cause the maximum rate of storm water runoff to increase. Guidelines for storm
water management can be found in United States Department of Agriculture, Soil Conservation
Service, Technical Release 55, “Urban Hydrology for Small Watersheds,” dated June 1986.
Catch basins, curbing, culverts, gutters, and storm sewers shall be constructed as necessary for
the permanent control of water runoff during the operation phase of the project. Specific drainage
design criteria are provided in this DCM in Chapter 9.0, Drainage and Grading.
Storm water discharges associated with industrial wastes or activities, including construction sites
larger than 1 acre require an NPDES permit from USEPA or the RWQCB under the federal Water
Pollution Control Act (1972) as amended by the Clean Water Act.
Water quality certification or waiver may be required under Section 401 of the Clean Water Act
from the RWQCB.
All projects shall be consistent with the State Non-Point Source Pollution Management Program
and the SWPPP.
Water Contamination
Temporary construction impacts on water quality, such as increased turbidity in adjacent streams,
can be controlled through implementation of proper erosion and sedimentation control practices.
During fish spawning season, discharges to waterways from construction activities may be
restricted. Conditions and time constraints affecting construction activities may be set forth in
mitigation measures required by USFWS, NMFS (Section 7, Endangered Species Act), the
Section 404 (Clean Water Act) permit or Section 1601 (California Fish and Wildlife Code)
Agreement (also see Section 20.5, Wetlands). All SCRRA projects shall adhere to the terms and
conditions specified in such mitigation commitments, permits, and agreements.
Floodplains
The placement of permanent facilities that increase impervious area and the introduction of fill
material into floodplains may affect storage areas for flood waters and alter flooding
characteristics along the corridor.

The placement of permanent SCRRA facilities that are within floodplains or that encourage future
development within floodplains are subject to Executive Order 11988, as amended by Executive
Order 12148 (DOT Order 5650.2, 23 CFR 650, Subpart A, and 23 CFR 771). These Executive
Orders apply to construction of all federal or federally-aided facilities that encroach upon or affect
the base floodplain, as defined by the Federal Emergency Management Agency (FEMA). An
assessment of floodplain hazards with discussion of impacts in the context of preservation of
natural and beneficial floodplain values is required during the preliminary
engineering/environmental review phase of the project, and a specific finding must be reported in
the final environmental document. Coordination may be with FEMA and state and local agencies,
such as the RWQCB, CCC, local coastal zone management agencies, and flood control districts,
as appropriate.
SCRRA facilities will be evaluated for protection from flooding hazards. All facilities to be located
within floodplains will be designed in compliance with the appropriate agency regulations, and
these agencies will be afforded an opportunity to review and comment on the design plans for
such facilities.
All new bridges and their associated abutments will be designed to maintain or enhance stream
flow capacity. During the preliminary engineering phase, hydrologic and hydraulic studies will be
undertaken to ensure that design of the improvements will not adversely impact floodways and
floodplains.
23.6.5 Vegetation and Landscaping

SCRRA improvements may require removal of some existing vegetation. In these locations,
replacement planting will be provided where feasible and appropriate. The placement and types
of vegetation and timing for planting, watering, and monitoring will be specified as part of
preliminary engineering in a landscaping plan. The landscaping plan will include a master plant
list of new vegetation that conforms to the surrounding environment and enhances visual appeal
without hindering operation and maintenance of the SCRRA system. Such landscaping plans
shall be consistent with the terms and conditions of any mitigation commitments adopted during
environmental review, as set forth in any environmental permits obtained, and as required by the
LCP or other applicable local planning documents.
23.6.6 Energy
As part of final design, energy conservation features and operating procedures will be evaluated
for SCRRA systems. Such features and procedures will be evaluated and, if found practical and
cost effective, made part of the normal operations of the SCRRA system.
23.6.7 Noise and Vibration

Standard noise and vibration criteria for commuter rail and rail transit applications were developed
for use with new rail alignments in locations that did not previously have such facilities. Because
SCRRA construction will usually be on existing, in-service rail alignment corridors, the project
does not represent a new noise source, but will create improvements to an existing rail line.
Consequently, the noise and vibration criteria are needed only for those locations, if any, where
the project alignment deviates substantially from the existing alignment.

For the majority of SCRRA projects where existing in-service alignments are to be used, the
standards for changes in noise and vibration levels before and after the project apply. No
significant increase in noise levels is anticipated. The installation of new welded rail to replace the
existing jointed rail and other programmed improvements are expected to reduce operational
noise levels.
Construction Noise and Vibration

The control of noise and vibration during the construction of SCRRA projects is important because
residential areas are located close to the railroad in many locations.
FTA and FRA specify a maximum 1-hour daytime Leq limit of 90 dBA for construction noise and
an 80 dBA hourly Leq for nighttime construction noise for noise-sensitive areas. For all
non-sensitive land uses, such as commercial and industrial uses, FTA and FRA procedures utilize
a 100 dBA hourly Leq during day or nighttime construction noise. Vibration limits that are specified
for operations will also apply to the construction activities.
In addition, local jurisdictions, such as counties and cities, may have specific noise and vibration
criteria for construction activities. Typically, these criteria specify limits for construction noise and
vibration levels that are close to sensitive areas. Specific noise control requirements in the
construction specifications help reduce noise. While effort should be made to reduce night-time
noise impacts, local noise ordinances may not prevent construction or maintenance activities.
Construction activities have the potential of creating significant levels of ground-borne vibration.
In cases of extreme heavy construction, activities that have the potential of creating vibration of
sufficient amplitudes to cause building damage should be identified and planned for in advance
of the activity.
Noise Design Criteria

Noise design criteria are provided for maximum train pass-bys and average noise for a given
period of the time. The maximum levels are not dependent on the number of operations or the
existing background noise levels; however, average noise levels are directly related to the existing
background noise levels. Design noise limits are normally higher for areas with existing high
background noise levels compared to areas with low background noise levels.
FTA and FRA guidelines indicate that noise impacts are generally not significant if no
noise-sensitive sites are located in the project area. The significance of increasing existing noise
levels at noise-sensitive areas would be evaluated by following FTA and FRA procedures to
compare the project noise and the existing background noise.
Specific guidelines for preparing noise and vibration impact assessments for rail transit project
environmental documents are provided in the FTA publication “Transit Noise and Vibration Impact
Assessment,” dated April 1995, and the FRA document “High-Speed Ground Transportation
Noise and Vibration Impact Assessment,” dated December 1998. These documents set forth
methods and procedures for determining the level of noise and vibration impact from transit
projects and for determining what can be done to mitigate such impact.

23.6.8 Community Services
Emergency Vehicle Access

It is possible that SCRRA project construction or operations may temporarily obstruct certain
at-grade crossings along the route, thereby increasing the response time of emergency vehicles.
To the extent that signalization improvements, temporary detours, or other traffic management
strategies can minimize this problem, such improvements shall be considered and implemented
where feasible. In addition, the contractor shall be required to provide advance notification of the
location, timing, and duration of such construction activities to local emergency service providers.
Alternative access routes shall also be identified for concurrence and use by emergency vehicles.
Safety/Security
As with all public facilities, users of the SCRRA system could be subject to crimes against persons
and property in vehicles, stations, parking areas, and other public areas created by the system.
To minimize this potential, public areas associated with the SCRRA system shall be designed to
promote maximum safety and security for patrons. Specific design measures for security shall be
employed, including adequate lighting, good visibility, and good pedestrian and vehicle circulation.
Accessibility to Community Services

The placement of ROW fencing for safety may restrict access to some community service
facilities, resulting in increased walking distances. To facilitate access to these facilities, existing
legal track crossings may be closed or relocated where safety and traffic considerations warrant.
In addition, the contractor shall be required to provide advance notification of such access
restrictions and shall consult with local community service providers to identify and address their
needs.
23.6.9 Visual Quality
Track and Track Support Systems

In general, SCRRA projects involve refurbishment or expansion of existing facilities and are not
expected to result in visual incompatibilities. Nonetheless, as part of preliminary engineering
design, materials and surface textures for replacement of any aerial structures or elevated track
sections will be selected in accordance with generally accepted architectural principles to achieve
an effective integration between the track structure and its surrounding environment. Architectural
principles and local municipal regulations must also be considered during final design activities.
Area and track lighting fixtures and standards shall incorporate directional shielding where needed
to avoid the intrusion of unwanted light and glare into adjacent sensitive land uses, such as
residential areas.
Stations
SCRRA projects may involve replacement or refurbishment of existing facilities, such as station
platforms, waiting areas, ticketing areas, access walkways, or other facilities, or the construction
of new stations. As part of preliminary engineering and final design, all materials, surfaces,

fixtures, furnishings, and other elements will be selected in accordance with generally accepted
architectural principles to integrate SCRRA facilities with the surrounding environment.
23.6.10 Traffic and Transportation

Every effort shall be made to maintain existing local street capacities and cross vehicle traffic
movements. If necessary, revised traffic signalization, the provision of adequate circulation to
serve new facilities, and the reconstruction of certain intersections to maintain through and
left-turn lanes may be required.
Increases in local traffic congestion could also occur in areas around SCRRA stations. To alleviate
this, additional or revised traffic signals or other intersection improvements may be required, as
deemed necessary by traffic studies and consultations with local jurisdictions. The project may
cause increases in traffic and some traffic delays at grade crossings. Coordination of crossing
protection with traffic signal operations, turn restrictions, and changes to roadway cross section
or geometry will be evaluated in coordination with the local jurisdictions to reduce this delay.
It is anticipated that these needs, along with needs for expanded station parking areas, if any, will
be identified with appropriate mitigation measures in the project environmental document(s).
Construction activities for such projects shall be subject to the noise, air quality, water quality, and
visual/aesthetic guidelines set forth in other sections of this DCM.
23.6.11 Air Quality

Pursuant to the Clean Air Act Transportation Conformity Rule (23 CFR 771.40), transportation
projects in non-attainment and maintenance areas must conform with State Implementation Plans
(SIPs) that provide for attainment of National Ambient Air Quality Standards (adopted in the
federal Clean Air Act of 1970, as amended). The California Air Resources Board also establishes
state air pollution standards that are generally more stringent than the national standards. Project
conformity with the Clean Air Act is typically determined during the environmental review. All
activities are subject to the regulations of USEPA, California Air Resources Board, and South
Coast Air Quality Management District (SCAQMD).
Generally, SCRRA projects are expected to enhance regional air quality by minimizing vehicle
miles of travel in the SCRRA service area. Changes to cross roadway geometry or signalization
as described above, as well as system facilities for the movement of automobiles (Park-and-Ride,
Kiss-and-Ride, etc.), shall be designed to minimize delays and vehicle idling, thereby minimizing
contributions to local carbon monoxide, nitrogen oxide, and ozone levels. It is anticipated that if
any violations of air quality standards are anticipated from SCRRA projects, the project
modifications needed to address them will be identified as appropriate mitigation measures in the
project environmental document(s). These project modifications and mitigation measures shall be
incorporated into the final design of the project(s).
Construction activities for SCRRA projects may produce temporary air quality impacts that could
contribute to violations of national and state standards. Carbon monoxide or ozone precursor
emissions from construction equipment or particulate emissions from ground-disturbing activities
are of particular concern. The contractor shall be required to be knowledgeable of and shall be
required to implement the Best Management Practices, including SCAQMD’s Rule 403, and other

mitigation measures identified in the project(s) environmental document(s) to reduce such

emissions during construction activities.
TABLE 23-1. ENVIRONMENTAL PERMIT MATRIX

Permit or Approval Responsible Agency Applicable Work Activity
Federal
NEPA Federal lead agency NEPA applies to SCRRA
projects that involve a federal
agency, either through direct
participation, funding, or
authorization of a discretionary
permit (i.e., Section 404 Clean
Water Act permit).
Section 404 United States Army Corps of A Section 404 permit may be
Engineers required where an activity
affects a jurisdictional wetland
or water of the United States.
Nationwide Permits 3, 14, and
33 are the most commonly
used permits for railroad
activities.
Section 10 or 33 USC 408 United States Army Corps of Section 10 regulates all
permission Engineers navigable waters of the United
States, which are defined as
"those waters that are subject
to the ebb and flow of the tide
and/or are presently used, or
have been used in the past, or
may be susceptible to use to
transport interstate or foreign
commerce."
Section 9 United States Coast Guard Section 9 regulates
construction, reconstruction, or
modification of bridges or
causeways across navigable
waters of the United States.
Section 7 and 10a (Endangered United States Fish and Wildlife The Endangered Species Act
Species Act) Service applies to SCRRA activities
affecting federally listed
threatened and endangered
plants and animals and the
habitats in which they are
found. The Section 7 permit
process occurs when a federal
agency is involved, and the
Section 10 permit process
occurs when no other federal
agency is involved.


Section 4(f) Evaluation United States Department of Section 4(f) applies to projects
Transportation affecting land from publicly
owned parks, recreational
areas, wildlife and waterfowl
refuges, or public and private
historical sites.
Section 106 Federal lead agency Section 106 applies to projects
with federal agency
involvement that may affect
historic properties such as
building sites, districts,
structures, and objects. For
example, SCRRA structures
that are over 50 years old and
significantly retain their original
design and form, and are
relatively unique may qualify as
a historic property.
State
CEQA State or local lead agency CEQA applies to projects
undertaken, funded, or
requiring an issuance of a
permit by a California public
agency. CEQA exemptions that
may apply to SCRRA projects
include 14 C.C.R. 15269,
15275, and 15303.
Section 402 - NPDES General State Water Resources Control The General Industrial Storm
Industrial Storm Water Permit Board Water Permit regulates storm
water runoff from eligible
transportation facilities.
Section 402 - NPDES General State Water Resources Control The General Construction
Construction Activity Storm Water Board Activity Storm Water Permit
Permit regulates storm water
discharges associated with any
construction activity including
clearing, grading, excavation
reconstruction, and dredge and
fill activities that result in the
disturbance of at least 1 acre of
total land area.
Section 401 Regional Water Quality Control A Section 401 Water Quality
Board Certification is required for any
permit or license issued by a
federal agency (USCG Section
10 permits and USACE Section
404 permits) for any activity
that may result in a discharge
into waters of the state.


Section 1600 California Department of Fish Section 1600 regulates the
and Wildlife alteration of streams, wetlands,
and other waterbodies. A
Streambed Alteration
Agreement may be required for
SCRRA projects affecting
waters of the state or waters of
the United States.
CESA - Incidental Take Permit California Department of Fish A permit or approval from
and Wildlife CDFW is required whenever an
activity may affect state-listed
threatened or endangered plant
or animal species.
Coastal Development Permit or California Coastal Commission Construction proposed within
consistency determination the coastal zone (i.e., 3 miles
seaward and 1,000 yards
inland) may be regulated by a
Coastal Management Plan
administered by the California
Coastal Commission.
Development occurring within
the coastal zone will require a
Coastal Development Permit.
Rail Crossings California Public Utilities SCRRA will need to file
Commission applications with CPUC for new
rail crossings or “GO 88-B
authorization” requests for
alterations of existing rail
crossings.
Local
Flood Control Permit Flood Control District A flood control permit may be
required for SCRRA projects
affecting county flood control
structures.
Special Use Permits Cities, Counties, Special For SCRRA projects occurring
Districts outside existing rights-of-way,
additional city, county, or
special district permitting may
be required as determined by
the local jurisdiction.
Building/Grading Permits Municipal For SCRRA projects occurring
outside of existing
rights-of-way, additional
municipal permitting may be
required.


24.0 RIGHT-OF-WAY MAPPING AND SURVEYING

24.1 SCOPE
Design criteria for horizontal and vertical control of facilities within and along SCRRA
Right-of-Way (ROW) are discussed below.
24.2 RIGHT-OF-WAY
As it pertains to a railroad, ROW refers to the real property and the improvements within the
railroads legally described property boundaries. ROW acquisitions are generally referred to as full
acquisitions or as some type of easement, these terms are used to describe the property being
acquired. In most cases, railroads will own their land in fee, which gives them the right to sell off
the entire interest or in the case of an easement, partial interests to other potential buyers
SCRRA ROW is made up of lengths of land of varying widths that typically increase in width at
stations and yards to accommodate the increased real estate footprint that these facilities require.
The uniformity of the ROW is sometimes interrupted by the acquisition of private or public parcels
of land that adjoin the original ROW.
The width of railroad ROW is dependent on many variables, and the determination of the ROW
width at particular locations along a rail corridor is based on the history and chain of title that
shaped that corridor. The SCRRA corridor is ROW that originally belonged to the Southern Pacific
Railroad (SP), Santa Fe Railroad (now BNSF Railway Company), and Union Pacific Railroad and
consisted of both single-tracked and double-tracked corridors. Between 1990 and 1993, SCRAA
member agencies acquired 200 route miles from Santa Fe Railroad, over 200 miles from SP, and
59 route miles from UP. Several line changes and curve revisions have occurred along the ROW
throughout its history, some of which have been documented and others that have not. And
routine maintenance over the years has worked to change the original geometry.
24.2.1 SCRRA Policy

The intent of SCRRA policy on ROW is consistent with safety, maintenance, and operating
requirements. The policy intends to eliminate or reduce unnecessary property dispositions for
proposed corridor improvements.
SCRRA’s general policy on ROW is as follows:
• Preserve existing ROW.
• Renew all existing leases only with the approval of the Chief, Program Delivery.
• Execute any new leases only with the approval of the Chief, Program Delivery.
• Acquire additional ROW for current and potential uses in the future.
SCRRA may work on a partnership basis with local land use authorities in early corridor planning
phases to identify properties adjacent to the SCRRA corridor and to explore all appropriate means
for acquisition and preservation of those properties.

ROW engineers work in conjunction with the SCRRA member agency Real Estate Department
and the SCRRA Engineering and Construction Department to determine existing ROW conditions
and assess ROW needs. There is further discussion of this issue in sections below.
As of this writing, SCRRA has 7 routes and 61 stations in service, with 409 unduplicated
route-miles traveling through 6 of the 7 southern most counties in California, all but Imperial
County.
SCRRA currently references its system wide control network named “SCRRA Geodetic Survey
Control Network.” It is recommended all control be referenced to this network to maintain
consistency throughout the corridor for all improvement projects.
24.2.2 Real Property Transfer

Land can be acquired by actual purchase, in which the purchaser can acquire land in fee simple,
or an easement or right of use can be donated or dedicated. An easement may come in the form
of an agreement with a local municipality, such as a Franchise Right. Land can also be acquired
through eminent domain if a settlement cannot be attained and it can be shown that the acquisition
is in the public’s interest.
Real property is the interest that a person or entity has in lands, tenements, or hereditaments
(inheritable), and also things that are permanent, fixed, and immovable and which cannot be
carried out of their places, as land or tenements. This definition pertains to the land, but it also
pertains to the rights arising out of or connected to the land.
The transfer of real property or conveyance of private lands between individuals, corporations, or
other entities or to or from city or county entities is accomplished by a document known as a deed.
There are many different types of deeds, such as grant deeds, quitclaim deeds, corporation
deeds, warranty deeds, easement deeds and statutory deeds. These deeds are made public by
the filing of such instruments at the County Recorder’s Office. The types of instruments used to
convey real property to the SCRRA corridor are grant deeds or quitclaim deeds. Located within a
set of Valuation Maps are Schedule of Property tables that list property transfers, which
occasionally provide the record data of the proper document to find at the County Recorder’s
Office. Under the Instrument column in these tables are abbreviations to the type of document;
for example, B&S stands for Bargain and Sale, QC means quitclaim deed, and other remarks
refer to how the land was disposed of or acquired.
Fee Simple
Fee simple or fee simple absolute is an estate where a right or rights to land exist without duration
or limitations. This method of acquisition shall be proposed for the purchase of ROW for the
construction of permanent surface facilities.
Fee Simple Determinable

Fee simple determinable is an estate where the creator or grantor retains a right or reversion such
that should the subsequent owner violate the condition set out in the instrument that created it,
the estate could be terminated and recovered.

Easement
An easement is the right of use over the real property of another. The right is often described as
the right to use the land of another for a special purpose. Because the term ROW generally refers
to an easement (though railroads adopted this phrase to describe their property), those portions
of the railroad property that were acquired through an easement are quintessentially ROW.
An easement may be acquired as a permanent or temporary easement. Easements, in the form
of Leases, Licenses or Permits shall be proposed for utilities, maintenance accesses, and railroad
signal facilities. More permanent use of SCRRA’s ROW will take the form of granting an
Easement. Temporary construction easements (TCE) shall be proposed for access during
construction periods usually for a limited time from the effective date of the order of possession.
SCRRA may grant rights to use its property in two ways, but in both cases retains ownership of
the property. In addition to these Criteria, SCRRA Form No. 36, Right-of-Way Encroachment
Approval Procedures, should be followed.
1. Granting of a Lease, License or Permit – used for less permanent rights of use including
utility crossings, maintenance accesses or other similar encroachments as determined by
the SCRRA Real Estate Department.
a. No legal land description is required. The location of the encroachment needs to be
tied to railroad milepost and a fixed object on the railroad such as a bridge end, culvert,
or similar railroad feature. California Coordinate System coordinate of boundary
corners may be determined by use of GPS, per California Public Resources Codes
8801-8819.
2. Granting of an Easement – used for more permanent rights of use such as crossing of
roadways or pedestrian paths either at-grade or grade separated and for construction of
such features.
a. A legal land description is required. In addition to ties with the railroad milepost and a
fixed object, a legal description based on field surveying per Section 24.2.4 is required.
SCRRA may also purchase or sell property. In this case a legal land description and plat is
required. In addition to ties with the railroad milepost and a fixed object, a legal description based
on field surveying per Section 24.2.4 is required.
Franchise Right
A franchise right is a non-transferable privilege to use the real property of another. The grantee
of the franchise right does not hold any interest or ownership in the real property. When the real
property is no longer in the use of the grantee, the original owner will presume sole right and
ownership of the property. The grantee may extend the right to the property with a fee. A franchise
right does not require a conveyance to be created. For example, a municipal agency may grant a
franchise to a railroad that will give them sole authority to cross a street.

24.2.3 Right-of-Way Requirements

Because ROW plans approved by SCRRA are used as a basis for acquisition of property, all
interests and uses required shall be shown on the ROW drawings together with the detailed
property dispositions.
The proposed ROW takes shall be based on the project footprint and are influenced by the track
alignment, site topography, drainage improvements, structural improvements, service/access
roads, utilities, and other required related SCRRA facilities.
ROW is the composite total requirement of all interests and uses of real property needed to
construct, maintain, protect, and operate the SCRRA system. Some ROW requirements are
temporary, while other ROW requirements are permanent as dictated by operating and
maintenance needs. The intent is to acquire and maintain the minimum ROW required consistent
with the operating requirements of the SCRRA system.
The existing ROW shall be preserved and additional ROW acquired for potential uses in the
future. All existing leases for renewal shall only be renewed after consultation with the Chief,
Program Delivery. New leases shall not be executed without prior approval by the Chief, Program
Delivery.
It is the responsibility of the ROW Engineer to coordinate ownership boundaries with new ROW
requirements and to calculate areas of ownership, ROW requirements, excesses, and remainders
as a basis for all ROW maps and descriptions. Because SCRRA's survey control network and its
railroad design criteria are based on the California Coordinate System, ROW calculations shall
be based on the California Coordinate System. Products, deliverables, and calculations having to
do with ROW engineering shall be based on the California Coordinate System, the North
American Datum of 1983 (NAD 83) horizontal datum and the North American Vertical Datum of
1988 (NAVD 88) vertical datum as the SCRRA specification. These datum specifications are
described and discussed in detail in Section 24.3.1, Survey Control and Geodetic Surveying.
• Boundary Determination – Property boundaries shall be established on the same grid
system as new ROW requirements (California Coordinate System) for:
o Partial acquisition parcels.
o Total acquisitions with a boundary line coincident with the ROW line.
o Total acquisitions which include excess.
o Ownership boundaries shall be located from field survey data and record information
in accordance with established legal principles.
o The underlying fee in an abutting public road will be mapped as part of an ownership
as defined above only when it is specifically included in the record description of the
property.
• Minor Design Changes
When minor design adjustments are required, a meeting should occur between the Chief,
Program Delivery and the ROW Engineer.

Preliminary Right-of-Way Assessment

A Preliminary ROW Assessment is meant to be an elective in-house SCRRA tool or process for
assessing property issues during the conceptual stage of proposed improvements. A Preliminary
ROW Assessment process is not a boundary survey, nor is it designed to be used in replacement
of, or in conflict with, state law and local law regarding boundary surveying. It is a process of
examining available property record information in the area of a proposed improvement project.
It is designed to produce an early assessment of the potential for property conflicts and the need
for property acquisition in order to accommodate the needs of the proposed improvements. A
Preliminary ROW Assessment, if requested by SCRRA, shall be performed at the preliminary
engineering stage of all projects to identify ROW impacts. The preliminary ROW assessment shall
include the following tasks:
1. Secure any title information and title reports as might be available in-house with SCRRA
on the subject property.
2. Determine from available in-house recorded or unrecorded deed information, agreements,
franchise rights, other rights, easements, or title that SCRRA has along that portion of the
railroad corridor adjacent to or within the area of the proposed improvement project.
3. Secure all recorded or unrecorded deeds, rights, or agreements inherited by SCRRA as
part of the purchase and sale agreement with SP.
4. Secure all recorded or unrecorded deeds, rights, or agreements inherited by SCRRA as
part of the purchase and sale agreement with the State of California.
5. Trace record property transfers to UP as part of the merger with SP. This will require the
assistance of a title company.
6. Research public records at the County of the subject property for recorded parcel maps,
subdivision maps, records of survey, monumentation maps, and ROW mapping that may
have been prepared in and around the subject property, which may influence the location
of the subject property.
7. Gather all SP ROW and track mapping, valuation maps, and station maps available in
SCRRA’s in-house mapping records for original track alignment and parcel configuration
information.
8. Research the SCRRA records for all ROW work previously performed in the area of the
subject property.
9. Review available in-house SCRRA documentation on lease agreements.
10. Prepare a base map from all of the record information, topographic information and ROW
mapping gathered and prepare an electronic file of this record ROW.
11. Prepare the base map and resulting ROW from available record deeds and record
mapping and available topographic information.

Right-of-Way Boundary Resolution

ROW boundary resolution shall be performed at the final design stage for projects with definite
ROW takes and permanent easements. The ROW boundary resolution shall include the following
tasks:
1. Perform a field boundary evidence search and topographic survey of existing possession
lines to determine the location of written title documents and recorded maps of adjacent
subdivisions and properties in the field.
2. Research available documentation including recorded maps, assessor’s information and
maps, available title information, recorded deeds, SP valuation maps, and SCRRA
conveyance maps to formulate a boundary evidence search plan and subsequent
boundary resolution and ROW check.
3. Review Preliminary Record of Survey Map of the SCRRA ROW, if available.
4. Review Preliminary Record of Survey Maps, if available.
5. Resolve geometry of original single-track and/or subsequent double-track alignments to
reconcile calls to “centerline of track” in recorded deed documents and title reports.
6. Prepare ROW base maps.
7. Prepare land information packages to assist the title company in searching SCRRA’s
ownership rights and any adjoining properties deemed necessary to assist in the
resolution of SCRRA ROW lines. This procedure assists the title company greatly and
minimizes the cost of Preliminary Title Report preparation.
8. Complete field verification of records.
24.2.4 Legal Descriptions

Prior to the preparation of legal descriptions and accompanying plat maps, all proposed parcels
for ROW takes shall be coordinated closely with the project team and clearly identified in the ROW
exhibit maps for the approval by the SCRRA Real Estate Department. The following documents
shall be included in the maps:
• ROW base maps of resolved ROW
• ROW exhibits that clearly define areas of ROW takes
• ROW appraisal maps and record maps
A complete legal description shall consist of two parts, the legal description in writing and the plat
map showing the area being described. A legal description submitted without both parts will be
considered incomplete unless otherwise agreed upon by SCRRA.
Written Descriptions
There are many ways to describe land, but the type of legal description that is typically used for
the SCRRA corridor is of the combination of metes and bounds type. This is a description that
uses both written instructions for measurements and direction of travel along with a call for a map.

The other type of legal description used for the SCRRA corridor is a combination of bounds and
strip descriptions.
Plat Maps
A plat map as defined by SCRRA is a map or drawing of the land being described in the legal
description. The plat map is attached to, and made a part of, the legal description.
A plat map prepared for the SCRRA shall be drawn to scale and shall include, at a minimum, the
following information:
• North arrow
• Basis of Bearing
• Legend
• Point of beginning
• Point of commencement, if applicable
• Thicker line indicating the land being described
• Adjoiner record deed or map information
• Relevant record deed or map data on the subject parcel of land
• Adjacent street names, ROW lines, and ROW widths
• Distances and bearings of all lines along the land being described
• Relevant bearings or distances to adjoiners
• Area of described land
• Stamp and signature of the licensed California land surveyor responsible for the map
• Title block
• Date
• Scale
• Title or name of the land being described
• Assigned SCRRA Real Estate Department Parcel Number
• Plat Map prepared on an 8.5 x 11 or 8.5 x 14 format sheet of paper
24.2.5 Right-of-Way Boundary Preservation

SCRRA may work on a partnership basis with local land use authorities in early corridor planning
phases to identify under-utilized existing rail corridors or properties and to explore all appropriate
means for acquisition and preservation of those corridors or properties. Preserving ROW for
commuter rail use can be accomplished through various methods, including:
• Donations
• Dedications

• Transportation impact mitigations

• Advance ROW purchase
Fencing
Access to the SCRRA tracks should be controlled by fencing or other barriers, typically a welded
wire mesh fence that is 6’-4” feet high as per ES 5105. Fencing shall be parallel to the track,
forming an open-ended envelope and allowing unrestricted movement by SCRRA crews. Fence
height shall be reduced to 4 feet within 150 feet of either side of road crossings.
Vehicle service, maintenance, and storage areas shall be secured by perimeter fencing. The size
and type of fencing or barrier shall be as determined by site-specific requirements. All construction
sites and work areas shall be secured by temporary fences or barricades.
Strategic Planning
The designer should be familiar with the overall strategic plan for the ROW, including potential
SCRRA facilities such as additional tracks, stations, and grade separations. There are often
additional planned uses such as light rail transit, high speed rail, or expanded freight operation.
The current design should consider future plans.
24.2.6 Entering SCRRA Right-of-Way

Right-of-Entry Agreements are required to enter SCRRA operated and maintained ROW to
perform investigation, including:
• Site walk
• Site Photography
• Marking out and clearing pothole or boring locations
• Utility Mark-out
• Measurements
• Biological investigations
• Surveying
For these limited activates and for temporary or short-term uses of ROW, such as surveying
activities and shallow geotechnical investigations, the highway agency, or contractor, is required
to submit “Indemnification and Assumption of Liability Agreement, SCRRA Form No. 5.” Form No.
5 upon approval is the Right-of-Entry for the actions described in the form. For investigation
beyond those listed above, or with longer term usage of the ROW see the following paragraph
and the use of Form No. 6
To perform work on ROW operated and maintained by SCRRA, Right-of-Entry Agreements are
required. For projects involving construction on SCRRA ROW, the public agency or contractor is
required to enter into “Temporary Right-of-Entry Agreement, SCRRA Form No. 6.” This
agreement defines the nature of the work, the flagging requirements, including RWIC, and the
appropriate safety measures that must be in place during the work. This includes all work within

the ROW, from initial design through the completion of construction. These agreements are
available on the SCRRA website: http//www.metrolinktrains.com.
Railroad ROW, in many cases, is maintained by SCRRA and owned in fee by the member
agencies. In most cases, the local public agency takes the lead for land acquisition. The lead
Engineer shall properly define the necessary ROW, provide legal descriptions, and work with
SCRRA’s ROW administrator and the member agency’s real estate department, as needed, to
forward the process of property acquisition, easement, or preparing a license agreement. In some
cases, SCRRA also shares ROW ownership with BNSF Railway Company (BNSF) and Union
Pacific (UP). In such cases, in order to perform work on their ROW, approval shall be obtained
from BNSF and UP.
The procedures for applying for ROW encroachment and the appropriate forms are found in
“Right-of-Way Encroachment Approval Procedures, SCRRA Form No. 36,” available on the
SCRRA website.
24.3 SURVEYING
Most SCRRA improvements involve rehabilitation and improvement of existing facilities.
Supplemental surveys shall be provided for planning and engineering when detail topographic
features are not available through aerial maps. Conventional (on the ground) surveying methods
shall be used to gather data for supplemental surveys. The products resulting from supplemental
surveys are generally topographic maps and digital terrain models (DTMs).
24.3.1 Survey Control and Geodetic Surveying

Survey control establishes a common, consistent network of physical points that are the basis for
controlling the horizontal and vertical positions of rail transportation improvement projects and
facilities. The survey control network ensures that adjacent projects have compatible control.
Furthermore, a precise control network provides consistent and accurate horizontal and vertical
control for all subsequent project surveys, including photogrammetric, mapping, planning, design,
construction, and ROW.
The following policies, standards, and procedures are applicable to all survey control work for all
SCRRA improvement projects. This includes surveys performed by SCRRA in-house survey staff,
consultants, local agencies, private developers, and others.
Any new SCRRA Control Network shall employ the principals of geodesy. Surveys employing the
principals of geodesy are of high precision and generally extend over large areas, such as the
SCRRA corridor, which runs north to south from the City of Lancaster to the City of Oceanside
and west to east from the City of Oxnard to the City of The Redlands for a total of 409 unduplicated
route-miles. It is important to understand the elements that comprise geodetic surveys in order to
understand SCRRA requirements for geodetic surveys along the SCRRA corridor.
Any new SCRRA Control Network also should be established to replace an aging corridor control
network. Any control network along this corridor could be by nature linear and therefore presents
problems associated with its geometric shape. Any survey network in a corridor shall be planned
and performed with this important consideration in mind.

In addition to concerns with the geometry of the network, further planning shall be conducted to
accommodate various levels of surveying expertise and instrumentation that may be employed
along a corridor. This control network shall be designed to accommodate the 2-D Plane Surveyor
and the Geodetic Surveyor as well as the myriad of different surveying instrumentation that a
surveyor might employ. This network can accommodate theodolite, total stations, static global
positioning system (GPS), radio-transmission-based real-time kinematic (RTK) GPS, long-range
RTK GPS, laser scanner systems, and traditional and digital differential levels.
It is important to understand the following elements that comprise this geodetic survey in order to
understand a control network. SCRRA currently references it’s a system wide control network
named “SCRRA Geodetic Survey2010 Control Network.” It is recommended all control be
referenced to this network to maintain consistency throughout the corridor for all improvement
projects.
24.3.2 Horizontal Datums

The SCRRA Control Network is based upon NAD 83, and all geodetic surveying work performed
for SCRRA shall adhere to this datum. This is partly because California State Code presently
requires surveyors to use NAD 83 as the reference frame for geodetic surveys.
Relative positioning data collected by surveyors can be tied to the NAD 83 datum using a State
HARN (High Accuracy Reference Network) or the national CORS (Continuously Operating
Reference Stations) network, or calculated from either a HARN or CORS.
24.3.3 Epochs
California survey control points, because of crustal motion between the Pacific and North
American Plates, are subject to “shifting” positions on a constant basis. Depending on the type of
seismic activity, great horizontal and vertical deformation can occur in monument positions. The
published positions of points must be continually updated to account for these shifts or
deformations. Depending on the kind of survey being performed and the time frame within which
it is performed, thought should be given to the epoch to use for the survey.
SCRRA shall specify which epoch was used as the basis for all geodetic survey performed on its
ROW when required by a project or survey.
24.3.4 The Geoid

SCRRA specifies the use of the geoid (Geoid 12B) to be used in the processing and adjusting of
geodetic survey data while performing geodetic surveys along its corridor.
This geoid is available to users to download on the NGS website.
24.3.5 Vertical Datums

Vertical project control surveys shall be based on a single, common vertical datum to ensure that
various phases of a project are consistent. The vertical datum for SCRRA projects shall be NAVD
88, as established by NGS. All scopes of services developed for SCRRA shall be specified as on
the NAVD 88 vertical datum. Control surveys performed for SCRRA will use NAVD
88 benchmarks, either new or adjusted, as the basis for their survey work

A full report of the vertical control used to vertically constrain a control network, such as a printout
from a least squares adjustment report is to be included in the deliverables of any control project
performed for SCRRA.
All vertical project control shall be accurate to within +/- 1/8 inch (0.01 foot) or within third-order
accuracy specifications per the Caltrans Surveys Manual (CSM), Chapter 8, Differential Leveling
Survey Specifications. The CSM contains valuable policies, standards, and procedures and are
the basis for this section only. CSM Table 8-2, Third Order Differential Leveling Specifications, is
reproduced in Table 24-1. If +/- 1/16 inch (0.005 foot) is required, Caltrans second-order leveling
specifications should be used. These are more stringent measures and require substantially more
effort to achieve the +/- 1/16-inch (0.005-foot) acceptable tolerances. CSM Table 8-1, Second
Order Differential Leveling Specifications, is reproduced in Table 24-2.
Additional information on Caltrans’ second- and third-order survey accuracy
standards is provided in CSM Chapter 5, Accuracy Classifications and Standards. The CSM is
available online at http://www.dot.ca.gov/landsurveys/surveys-manual.html.
TABLE 24-1. THIRD ORDER DIFFERENTIAL LEVELING SPECIFICATIONS

Compensator-Level Compensator-Level
Three-Wire Single-Wire Electronic/Digital
Operation/Specification Observation Observation Bar Code Level
Difference in length between 33 feet 33 feet 33 feet
fore and back sights, not to
exceed per setup
Cumulative difference in length 33 feet 33 feet 33 feet
between fore and back sights,
not to exceed per loop or
section
Maximum sight lengths 300 feet 300 feet 300 feet
Minimum ground clearance of 1.6 feet 1.6 feet 1.6 feet

sight line
Maximum section misclosure 0.06 feet 0.06 feet 0.04 feet

x (√D) x (√D) x (√D)
(See Note 2) (See Note 2) (See Note 2)
Maximum loop misclosure 0.06 feet 0.06 feet 0.04 feet

x (√E) x (√E) x (√E)
(See Note 3) (See Note 3) (See Note 3)
Difference between top and .30 of rod unit N/A N/A

bottom interval not to exceed:
Collimation (Two-Peg) Test Daily (not to exceed Daily Daily

0.007 feet) (See
Note 4)

TABLE 24-1. THIRD ORDER DIFFERENTIAL LEVELING SPECIFICATIONS

Compensator-Level Compensator-Level
Three-Wire Single-Wire Electronic/Digital
Operation/Specification Observation Observation Bar Code Level
Minimum number of readings. N/A N/A 3
(Use repeat measure option for (See Note 5)
each observation)
Notes:
1 Leveling staff in backlit condition may decrease maximum sight distance.
2 D = Shortest one-way length of section in miles (section is defined as a series of setups between two permanent
control points).
3 E = Length of loop in miles (loop is defined as a series of setups closing on the starting point).
4 Readjust level if 0.007 feet in 200 feet is exceeded.
5 If the standard error of the mean exceeds 0.0003 feet, continue repeat measurements until the standard error of
the mean is less than 0.0003 feet.
TABLE 24-2. SECOND ORDER DIFFERENTIAL LEVELING SPECIFICATIONS

Compensator-Level Electronic/Digital
Operation/Specification Three-Wire Observation Bar Code Level
Difference in length between fore and back sites, 16 feet 16 feet
not to exceed per setup
Cumulative difference in length between fore 33 feet 33 feet

and back sights, not to exceed per loop or
section
Maximum sight lengths 230 feet 230 feet
Minimum ground clearance of sight line 1.6 feet 1.6 feet
Maximum section misclosure 0.04 feet x (√D) 0.04 feet x (√D)

(See Note 2) (See Note 2)
Maximum loop misclosure 0.04 feet x (√E) 0.04 feet x (√E)

(See Note 3) (See Note 3)
Difference between top and bottom interval not .20 of rod unit N/A
to exceed:
Collimation (Two-Peg) Test Daily (not to exceed Daily
0.003 feet) (See Note 4)
Minimum number of readings. (Use repeat N/A 3

measure option for each observation)
Notes:
1 Leveling staff in backlit condition may decrease maximum sight distance.
2 D = Shortest one-way length of section in miles (section is defined as a series of setups between two permanent
control points).
3 E = Length of loop in miles (loop is defined as a series of setups closing on the starting point).
4 Readjust level if 0.003 feet in 200 feet is exceeded.
5 If the standard error of the mean exceeds 0.0003 feet, continue repeat measurements until the standard error of
the mean is less than 0.0003 feet.

Pertinent sections of the CSM were adopted below. This guideline will state and list third-order
procedures only.
24.3.6 Precision and Accuracy

Precision is the degree of refinement in the performance of an operation (that is, in procedures
and instrumentation) or in a statement of the results. The term ‘precise’ is also applied to the
methods and equipment used in attaining the results of a high order of accuracy survey, such as
using a 3-wire leveling method or using a one-second theodolite. The more precise the survey
method is, the higher the probability that the survey results can be repeated. However, survey
observations that have a high precision can also be inaccurate. For example, observing with a
poorly adjusted instrument will make the survey inaccurate. The actual precision is governed by
the accuracy of the source data and the number of significant figures that can be relied on rather
than the number of decimal places.
The accuracy of a field survey depends directly upon the precision of the survey methods and
equipment. Although by chance, some surveys with a high order of accuracy might be attained
without a high order of precision; but such accuracies are not valid.
Least Squares Adjustment

Baselines generated during geodetic surveys shall be adjusted using a minimally constrained
adjustment to check the measurement data and verify that the survey meets Federal Geodetic
Control Subcommittee (FGCS) criteria and SCRRA specifications for Primary and Secondary
Control Networks. A full report of this minimally constrained adjustment shall be included in the
deliverables of any geodetic control project performed for SCRRA.
After field measurements are taken, an office analysis shall be performed and the data entered
into a least squares adjustment software package, whether collected by levels, total stations, or
GPS instruments. To be performed correctly, the adjustment is a two-part procedure. First, an
unconstrained, free, or minimally constrained adjustment shall be done allowing the new
observations to be analyzed, their quality determined, and errors detected. Second, a fully
constrained adjustment shall be performed that fits the observations to the reference system,
epoch, and unit measurements specified, thereby determining the values of the points observed.
Supplied project control values shall be verified against published values, and level networks shall
consist of properly formed closed loops that contain a minimum of two reference elevation checks.
24.3.7 Monumentation
Monuments shall be located along rail transportation corridors in secure locations. The monument
site shall be selected with the highest safety considerations as a priority for the surveyor and given
the highest priority.
Whenever possible, monument locations that can be easily described should be selected.
Identifying stamping shall be noted. When several locations are equally satisfactory, the one that
is near features that will aid in future monument recovery should be selected and the distance
ties noted in the field book.

Benchmarks shall be of a stable and permanent nature. Monument types for benchmarks shall
be chosen to suit the local conditions. Acceptable benchmarks are as follows:
• Concrete monument with metal disk
• Galvanized steel pipe with brass disk or plastic plug
• Steel rod or rebar with cap
• Metal disk epoxied in rock mass or bridge abutment
• Existing stable monuments
Control point monuments, in accordance with SCRRA Engineering Standards, shall be set at
locations where the base will be very stable such as concrete bridge abutments, concrete wing
walls, tops of concrete channel walls, concrete platforms, etc. and outside the rail corridor so as
to avoid disturbance or obliteration due to construction projects taking place along the corridor.
Each control point and the corresponding monument will be established in an area where
obstructions, electromagnetic fields, radio transmissions, and multipath environments are
minimized and shall be occupied twice for two independent collection sessions. The second
occupation of the new control point will have a minimum of 3 different satellites in the satellite
constellation. This is achieved by observing 4 hours before or 4 hours after the time of day from
the first occupation. Satellite geometry affects both the horizontal coordinates and the heights of
points. The factors to be considered for the Control Network are Positional Dilution of Precision
(PDOP), Geometric Dilution of Precision (GDOP); Vertical Dilution of Precision (VDOP); using a
fixed height survey rod with locking pins and bipod/tripod; and standard methods of data transfer
links.
24.3.8 Mileposts
Surveys and mapping will include the milepost location in addition to stationing. Project drawings
and ROW mapping will be used to update track charts, which are accurate to 0.01 mile.
Stationing should be in the same direction as the mileposts. The mile posts and stationing for any
project shall be based on the information used by SCRRA as shown in the Track Charts. Milepost
sign markers are frequently moved or relocated, so they are not to be used as precise reference
marks.
24.3.9 California State Plane Coordinates

Surveys performed for SCRRA shall be on the California Coordinate System, NAD83 (CCS83) in
conformance with the California Public Resources Codes 8801 - 08819.
Conversions between geodetic (lat/long) coordinates and CCS83 coordinates are normally made
using a computer program. The program can also calculate a convergence angle and combined
grid factor for each position. Though grid factors will differ from point to point because of a change
in elevation and latitude, as a general rule, a mean grid factor should be selected for each project.
This policy will usually cause no appreciable loss in accuracy and will eliminate confusion caused
by multiple grid factors. However for high-order control surveys, where the elevations of points
vary significantly, or for projects extending large north/south distances, assigning more than one

grid factor may be appropriate. The State Plane Coordinate System was developed to provide a
common reference system for surveyors and mappers. This conformal mapping system had a
maximum scale distortion of one part in 10,000. To maintain an accuracy of one part in 10,000, it
was necessary to divide many states into zones. Each zone has its own central meridian or
standard parallels to maintain the desired level of accuracy. Zone boundaries follow county
boundaries.
The State of California is comprised of six zones, all utilizing the Lambert Conformal Conic
Projection. The SCRRA corridor lies within two zones. Zone V covers six counties, which include
Ventura, Los Angeles, San Bernardino, Kern, San Luis Obispo and Santa Barbara and Zone VI
covers four counties, which include Orange, Riverside, Imperial and San Diego.
Survey work performed for SCRRA shall be based on either of these zones. Where the survey
overlaps into two zones, the zone where the majority of the survey occurs is the zone that should
be used. CCS83 coordinates for one zone can be easily converted to coordinates of a second
zone by first converting to geodetic coordinates and then converting to CCS83 for the second
zone.
24.3.10 Aerial Mapping and Photogrammetry

Mapping prepared for SCRRA shall be in conformance with National Map Accuracy Standards
(NMAS). SCRRA may require a report of the checks that were made to verify that the mapping is
in compliance with these standards, and this report may be requested at any time, including as
part of deliverables.
Horizontal Accuracy
For maps on publication scales larger than 1:20,000, not more than 10 percent of the points tested
shall be in error by more than 1/30 inch, as measured on the publication scale. As an example, a
map with a published scale of 1”=100’ or (1:1,200), 90 percent of the measured checkpoints or
mapped features should have a residual of no more than 100.0/30 feet or 3.33 feet.
For maps on publication scales of 1:20,000 or smaller, not more than 10 percent of the points
tested shall be in error by more than 1/50 inch, as measured on the publication scale. As an
example, a map such as the USGS quarter quads published with a scale of 1:24,000 or
(1”=2,000’), 90 percent of the measured checkpoints or mapped features should have a residual
of no more than 2,000.0/50 ft or 40.0 ft.
These limits of accuracy shall apply in all cases to positions of well-defined points only.
Well-defined points are those that are easily visible or recoverable on the ground, such as the
following: monuments or markers, such as benchmarks and property boundary monuments;
intersections of roads, railroads, etc.; and the corners of large buildings or structures (or center
points of small buildings).
In general, a point that is well defined is plottable on the scale of the map within 1/100 inch. Thus,
while the intersection of two roads or property lines meeting at right angles would come within a
sensible interpretation, identification of the intersection of such lines meeting at an acute angle
would not be practicable within 1/100 inch.

Similarly, features not identifiable on the ground within close limits are not to be considered as
test points within the limits quoted, even though their positions may be scaled closely on the map.
This would include timber lines and soil boundaries.
Table 24-3 shows the standard for some common map scales. The conversion of paper maps
into digital data usually creates additional error.
TABLE 24-3. AERIAL MAPPING ACCURACY

HORIZONTAL ACCURACY EXAMPLES
Scale Engineering Scale National Map Accuracy Standard
1:480 1”=40’ +/- 1.33 feet
1:600 1”=50’ +/- 1.67 feet
1:1,200 1"=100' +/- 3.33 feet
1:2,400 1"=200' +/- 6.67 feet
1:4,800 1"=400' +/- 13.33 feet
1:9,600 1"=800' +/- 26.67 feet
1:12,000 1"=1000' +/- 33.33 feet
1:24,000 1"=2000' +/- 40.00 feet
Vertical Accuracy
Vertical accuracy as applied to contour maps on all publication scales shall be such that not more
than 10 percent of the elevations tested shall be in error more than one-half the contour interval.
In checking elevations taken from the map, the apparent vertical error may be decreased by
assuming a horizontal displacement within the permissible horizontal error for a map of that scale.
The accuracy of any map may be tested by comparing the positions of points whose locations or
elevations are shown on it with corresponding positions as determined by surveys of a higher
accuracy. Tests shall be conducted by the producing consultant or by SCRRA. SCRRA shall also
determine which of the maps are to be tested and the extent of the testing.
Published maps meeting these accuracy requirements shall note this fact in their legends, as
follows: "This map complies with National Map Accuracy Standards."
Published maps whose errors exceed those as previously stated shall not make any mention of
standard accuracy in their legends.
When a published map is a considerable enlargement of a map drawing (manuscript) or of a
published map, that fact shall be stated in the legend. For example, "This map is an enlargement
of a 1:20,000-scale map drawing," or "This map is an enlargement of a 1:24,000-scale published
map."
Aerial Mapping and Photography

SCRRA does not have specific requirements in aerial mapping and photography except that any
mapping shall adhere to NMAS, shown in detail above. However, SCRRA understands that these
accuracies are map-sheet based. SCRRA understands that while it asks for adherence to NMAS,

often the interpretations of these standards are misunderstood and that the Chief, Program
Delivery should examine each potential consultant photogrammetrist’s interpretation of NMAS so
that the expectations of the final mapping product are met. In addition, accuracy standards vary
in complexity and usability, and it is best that a discussion with the photogrammetrist take place
regarding accuracy specification that would best suit the needs and budget of the project.
The concept of map standards and the statistics behind them can cause much confusion for
contracting agencies. It should be understood that while some of these standards complement
each other, mixing them within the same statement is counterproductive. Here is a typical
example found within Requests For Proposals: “Data to be compiled to meet or exceed a
horizontal accuracy of +/- 2 feet RMSE (root mean squares error) at a 95-percent confidence level
(1”=200’ map accuracy).” A statement written like this does not correctly describe the intended
accuracy requirement. A vendor could interpret the 2-foot RMSE reference to mean that 67.6
percent of the data must meet the 2-foot accuracy figure, while the remaining 32.3 percent of the
data can have errors as large as two to three times the RMSE, or 4 to 6 feet. If the statement was
meant to indicate a 2-foot accuracy with a 95-percent confidence level, the agency will be asking
the vendor to provide a dataset whereby 95-percent of the data is accurate to 2 feet, while ONLY
5 percent may have an error in the excess of 4 to 6 feet. The difference between the two stated
requirements is too large to not be clarified and confirmed.
It is important to understand that the above reasoning and the given figures do not mean that the
accuracy requirements at 95-percent confidence is better than the RMSE, it is just a different way
to represent the rejection criteria and the threshold. If the agency were correct in expressing their
requirement, their statement would be as follows: “Data to be compiled to meet or exceed a
horizontal accuracy of +/- 2 feet RMSE or 3.46 feet at a 95-percent confidence level according to
the National Standard for Spatial Data Accuracy (NSSDA) standard necessary for 1”=200’ maps.”
In this case, the agency will be in a better position regarding the delivered products as 67.7
percent of the data will have maximum errors of 2 feet while 95-percent of the data will have
maximum errors of 3.46 feet. The two terms in the new accuracy statement do not contradict each
other; they just provide two different measures of confidence levels and error threshold.
The most commonly used data accuracy standards for county and municipal mapping
applications are the American Society of Photogrammetry and Remote Sensing (ASPRS) Class
I and II. In addition, an increasing number of counties and municipalities, such as the Peninsula
Corridor Joint Powers Board (PCJPB), are requesting that their mapping projects be compliant
with NMAS for large-scale mapping.
ASPRS developed new accuracy standards for large-scale maps (generally 1"=1000' and larger
[for example, 1"=200', 1"=100', etc.]), which look at continuous datasets (not map-sheet based)
from a statistical perspective (the root mean square error [RMSE]) and therefore are considered
more stringent. In terms of RMSE (like the ASPRS standards), NMAS generally equates to
ASPRS Class 1.5.
Mapping Scale and Application

Table 24-4 depicts various mapping scales and their applications.

TABLE 24-4. MAPPING SCALES

Map Scale Contour Interval Mapping Application
1”= 20’ 1 foot Grade Crossing, Bridge, and Station Sites for Final Design
1”= 40’ 2 foot Standard Maps for Engineering Design (PE and PS&E)
1”= 100’ 5 foot Standard Maps for Environmental Studies, Feasibility Studies,
Planning, and Conceptual Engineering
1”= 200’ 10 foot Corridor Studies
Orthophotography
In digital orthophotography, pixel resolution correlates with map scale. Table 24-5 gives a general
guidance of the pixel resolution as it correlates with various map scales. These correlations are
typical, and the needs of the project may dictate a higher or lower level of output pixel resolution.
TABLE 24-5. PIXEL RESOLUTION SCALES

Target Map Scale Orthophoto
1 in = x ft Ratio, ft/ft Pixel Res. (ft)
40 1:480 0.20
50 1:600 0.25
100 1:1,200 0.5
200 1:2,400 1.0
400 1:4,800 2.0
24.3.11 Supplemental Engineering Surveys

Supplemental engineering surveys shall be provided for planning and engineering design when
detailed topographic features are not available through aerial maps. The products resulting from
supplemental engineering surveys are generally topographic maps and DTMs. Conventional (on
the ground) surveying methods shall be used to gather data for supplemental engineering
surveys. The standards, procedures, and general information for performing conventional
engineering surveys using the Total Station Survey System (TSSS), GPS, and differential leveling
are provided below.

Planning
Planning begins with a meeting between the Project Surveyor and the Chief, Program Delivery to
discuss the proposed survey request. From a planning perspective, an important part of this
meeting is obtaining information about anticipated future related survey requests for the project.
Consideration of future ROW surveys and construction surveys should be part of the planning
process so that the most efficient survey work plan for the overall project can be formulated.
A work plan for supplemental engineering surveys shall be prepared by the Project Surveyor. This
work plan shall contain the following:
• A survey request approved by the Chief, Program Delivery
• A list of the required deliverables
• A schedule for the requested project surveys, including critical milestones
Topographic Surveys
Topographic surveys are used to determine the configuration of the surface of the project site and
the locations of all natural and manmade objects and features. The deliverables of topographic
surveys, including topographic maps and DTMs, are the basis for planning studies and
engineering designs.
A DTM is a representation of the surface of the project site using a triangulated irregular network
(TIN). The TIN models the surface with a series of triangular planes. Each of the vertices of an
individual triangle is a coordinated (x,y,z) topographic data point. The triangles are formed from
the data points by a computer program, which creates a seamless, triangulated surface without
gaps or overlaps between triangles. The standard program for generating the DTM shall be
AutoCAD Land Development Desktop Civil Design.
The topographic surveys shall include the following items along the railroad corridor:
• Track centerline and profile, which shall include at least 200 feet beyond project limits
• Roadway surveys, which shall include at least 200 feet on each side of the proposed
roadway ROW lines
• Items such as switch points, point of frogs, joints at project limits, joints at control points,
signal facilities, and communication line locations
Most of SCRRA’s projects involve rehabilitation and major improvements of existing facilities. For
these projects, elevations of existing topographic features including top of rail, top of pavement,
and utilities are often required to develop accurate plans, specifications, and estimates. As a
result, surveyors need to carefully select methods and procedures for conducting the survey work
to obtain accurate data.

Utility Surveys
Utility surveys are used to locate existing utilities for the following purposes:
• Basis for planning and design
• Relocations of impacted utilities
• Acquisition for utility easements and/or ROW
• Information for coordination and negotiation with utility companies
Survey limits and types of utilities to be located should be shown on the survey request and/or its
attachments. The field survey file should include all utility maps and drawings and descriptions of
easements.
It is important to locate all significant utility facilities. The following are typical facilities and critical
points to be located for various utilities; potholing shall be considered to verify locations of critical
utilities:
• Oil and Gas Pipelines
o Intersection point with centerlines and/or ROW lines
o For lines parallel to ROW, location ties necessary to show relationship to the ROW
lines
o Vents
o Angle points
o Meter vaults, valve pits, etc.
• Water and Sewer Lines
o Intersection point with centerlines and/or ROW lines
o For lines parallel to ROW, location ties necessary to show relationship to the ROW
lines
o Manholes, valve boxes, meter pits, crosses, tees, bends, etc.
o Elevation on waterlines, sewer inverts, and manhole rings
o Fire hydrants
o Curb stops
• Overhead Lines
o Supporting structures on each side of roadway with elevation of neutral or lowest
conductor at each centerline crossing point
o On lines parallel to roadway, supporting structures that may require relocation,
including overhead guys, stubs, and anchors

• Underground Lines
o Cables/lines (denote direct burial or conduit, if known), etc.
o Manholes, pull boxes, and transformer pads
o Crossing at centerline or ROW lines
o For lines parallel to ROW, location ties as necessary to show relationship to the ROW
lines


25.0 QUIET ZONE IMPLEMENTATION

25.1 SCOPE
The Federal Railroad Administration (FRA) published its Final Rule governing the use of
locomotive horns at public Highway-Rail Grade Crossing under regulatory provisions contained
in Title 49 of the Code of Federal Regulations (CFR) Part 222 effective June 24, 2005. The Final
Rule was amended in August 17, 2006 with an effective date of September 18, 2006. By this law,
train crews must sound the train’s horn when approaching an at-grade crossing. Responding to
the concerns of communities adjacent to railways, the Final Rule included a methodology for
establishing, maintaining, and enforcing Quiet Zones where the train’s horn would not need to be
routinely sounded if highway-rail crossings meet certain safety conditions. The Final Rule
facilitates the development of Quiet Zones, requiring the implementation of Supplemental Safety
Measures (SSMs) or Alternative Safety Measures (ASMs), so as to maintain safety at highway-rail
crossings where locomotive horns have been silenced.
SCRRA desires to cooperate with public authorities, such as municipalities or joint-powers
agencies, that wish to pursue and establish Quiet Zones. SCRRA also places importance on the
quality and timeliness of service to its customers and the communities it serves. As such,
consistent with the Final Rule, SCRRA will seek to encourage communities requesting Quiet
Zones to implement the safety enhancements needed while minimizing the impact on railroad
operations. SCRRA will not apply for Quiet Zone(s). This is the responsibility of the public
authority. SCRRA will require the public authority to cover maintenance costs of any additional
safety features that are required at the crossing such as exit gate(s), etc. This will be fully defined
in the Construction & Maintenance Agreement. The public authority will also be required to
assume all liability at the crossing.
This chapter has been developed to communicate criteria for public authorities that wish to
establish a Quiet Zone under the Final Rule impacting the SCRRA system.
25.2 DEFINITIONS
25.2.1 Alternative Safety Measures (ASM)

A safety system or procedure, other than an SSM, which is provided by the appropriate traffic
control authority or law enforcement authority and which, after individual review and analysis by
the Associate Administrator, is determined to be an effective substitute for the locomotive horn in
the prevention of highway-rail casualties at specific Highway-Rail Grade Crossings. Alternative
Safety Measures, as defined by the Final Rule, include modified SSMs and non-engineering
SSMs.
25.2.2 Channelization Devices

A traffic separation system made up of raised longitudinal channelizers, with vertical panels or
tubular delineators that are placed between opposing highway lanes. Channelization Devices are
designed to alert and guide traffic around an obstacle or to direct traffic in a particular direction.
“Tubular markers” and “vertical panels,” as described in the CA MUTCD, are acceptable
channelization devices.

25.2.3 Diagnostic Team

A joint design team that provides input on proposed modifications to existing crossings or
proposed features of new public road crossings. Knowledgeable representatives of parties of
interest in a Highway-Rail Grade Crossing, organized by the Public Authority responsible for that
crossing, who, using crossing safety management principles, evaluate conditions at a grade
crossing to make determinations or recommendations for the Public Authority concerning safety
needs at that crossing in accordance with Part 8 of the CA MUTCD. The team includes
representatives of the CPUC, all railroads that operate trains at the crossing and the Public
Authority. Diagnostic Teams that are intended to address a proposed Quiet Zone must also
include a representative of the FRA and must follow the form and content of the Diagnostic Team
checklist as defined in the Final Rule. SCRRA representatives are typically from the Engineering
and Signal Departments.
25.2.4 Locomotive Horn

An air horn, steam whistle, or similar audible warning device, as defined in 49 CFR 229.129,
mounted on a locomotive or control cab car. The terms “locomotive horn”, “train whistle”,
“locomotive whistle”, and “train horn” are used interchangeably in the railroad industry.
25.2.5 Nationwide Significant Risk Threshold (NSRT)

A number reflecting a measure of risk, calculated on a nationwide basis, which reflects the
average level of risk to the motoring public at public Highway-Rail Grade Crossings equipped with
flashing lights and gates and at which locomotive horns are sounded. The NSRT represents a
statistical benchmark used during the Quiet Zone establishment process as a comparative
measure to evaluate a Quiet Zone Risk Index. The NSRT is periodically revised by the FRA.
25.2.6 Public Highway-Rail Grade Crossing

A location where a public highway, road, or street, including associated sidewalks or pathways,
crosses one or more railroad tracks at grade. If a Public Authority maintains the roadway on both
sides of the crossing, the crossing is considered a public crossing per the Final Rule.
25.2.7 Quiet Zone

A segment of a rail line, within which is situated one or a number of consecutive public highway-rail
crossings at which locomotive horns are not routinely sounded.
25.2.8 Quiet Zone Risk Index (QZRI)

A measure of risk to the motoring public which reflects the Crossing Corridor Risk Index for a
Quiet Zone, after adjustment to account for increased risk due to lack of locomotive horn use at
the crossings within the Quiet Zone (if horns are presently sounded at the crossings) and reduced
risk due to implementation, if any, of SSMs and ASMs with the Quiet Zone.
25.2.9 Risk Index with Horns (RIWH)

A measure of risk to crossing users when locomotive horns are routinely sounded at every public
Highway-Rail Grade Crossing within a Quiet Zone. The Risk Index With Horns is determined by

adjusting the Crossing Corridor Risk Index to account for the decreased risk that would result if
locomotive horns were routinely sounded at each public Highway-Rail Grade Crossing.
25.2.10 Supplementary Safety Measure (SSM)

A safety system or procedure established in accordance with the FRA, which is provided by the
appropriate Public Authority responsible for safety at the Highway-Rail Grade Crossing that is
determined by the Associate Administrator to be an effective substitute for the locomotive horn in
the prevention of highway-rail casualties.
25.2.11 Wayside Horn

A stationary horn located at a highway rail grade crossing, designed to provide, upon the approach
of a locomotive or train, audible warning to oncoming motorists of the approach of a train.
25.3 ROLES AND RESPONSIBILITIES
25.3.1 Public Authority

A Public Authority seeking to establish a Quiet Zone within its jurisdiction shall establish Quiet
Zones that are consistent with the provisions of the FRA’s Final Rule. If a proposed Quiet Zone
includes public Highway-Rail Grade Crossings under the authority and control of more than one
Public Authority (such as a county road and a State highway crossing the railroad tracks at
different crossings), both public authorities must agree to establishment of the Quiet Zone, and
must jointly, or by delegation provided to one of the authorities, take such actions as are required
by FRA regulations.
The Public Authority shall submit all documentation to the SCRRA and others as required by
§222. Public Authority shall establish a Quiet Zone either based on Public Authority designation
[§222.39(a)] or Public Authority application [§222.39(b)].
Public Authorities are encouraged to contact and work with SCRRA and other affected parties
from the beginning of the planning of the Quiet Zone to the end of construction for the railroad
issues affecting SCRRA operated and maintained services.
25.3.2 SCRRA
SCRRA will facilitate the Quiet Zone application process by assisting the Public Authority and
coordinating with the necessary parties throughout the application process.
SCRRA shall review Preliminary and Final Designs submitted by Public Authority at the expense
of the Public Authority. SCRRA shall participate in Diagnostic Team evaluation meetings arranged
by Public Authority as per §222.25(b), §222.27(b).
SCRRA shall prepare, submit and execute a Design Services Agreement (DSA) and/or C&M
Agreement between SCRRA and Public Authority for alterations to the Highway-Rail Grade
Crossings located in the proposed Quiet Zone. This agreement will include:
• detailed work description
• method of payment
• responsibility

o design
o construction
o funding
o maintenance
• cost estimates of railroad design
• construction
• maintenance costs
• inspection costs
• flagging costs
• form, duration, and amount of insurance
• liability at the public, private, and pedestrian crossings
• Agency cost for support to Public Authority during design and construction
• Agency cost for PTC updates
SCRRA shall submit invoices to the Public Authority for the incremental cost of maintenance of
enhancement to the active Highway-Rail Grade Crossing warning system installed for the purpose
of creating a Quiet Zone as identified in the executed C&M Agreement.
After filing Notice of Establishment by the Public Authority, pursuant to §222.43(e), SCRRA shall
cease routine use of the locomotive horn at all public and private crossings identified by the Public
Authority upon the date set by the Public Authority or within 21 days of notification, whichever is
later.
25.3.3 FRA
FRA will approve the Quiet Zone if the Public Authority is in compliance with the Quiet Zone rules
and requirements. If the Quiet Zone is established under Public Authority application, and not
under Public Authority designation, FRA will approve the Quiet Zone if the Public Authority has
satisfactorily demonstrated that the SSMs and ASMs proposed result in a Quiet Zone risk index
meet FRA requirements. FRA may include such conditions as may be necessary to ensure that
the proposed safety measures are effective.
The FRA must be included in the Diagnostic Team, helping identify safety concerns associated
with each at-grade crossing within the proposed Quiet Zone. Additionally, the FRA will review any
applications and all supporting documentation and is the agency which renders approval for any
improvements.
25.3.4 CPUC
CPUC is required to receive and evaluate all notices of intent, establishment or continuation of
Quiet Zones, and provide written comments. The evaluation requires research and verification of
data submitted under the rule, as well as a field diagnostic review of the crossings.

Under the Final Rule, CPUC is required to participate in diagnostic reviews of crossings in the
proposed Quiet Zone and makes recommendations for safety enhancements in lieu of the train’s
sounding of their horn. Some crossings will require improvements be implemented before the
crossing will qualify for inclusion in a Quiet Zone. Some may qualify as currently configured,
however, CPUC or the other parties involved in the Quiet Zone review (railroads, FRA, roadway
authority) may recommend further improvements be implemented before establishing the Quiet
Zone.
Where modifications to a crossing are proposed by a Public Authority, CPUC will process the
application to the Commission for authority to alter the crossing. Authority to alter existing
crossings must be obtained from the Commission, typically through the Commission’s General
Order (GO) 88-B process. Public Authority will submit GO 88-B application to CPUC for crossing
modifications. CPUC information on General Orders, crossing rules and regulations, Quiet Zones,
Form G reports of changes, crossing inventory, and contact information is available at
www.cpuc.ca.gov/crossings/
25.3.5 Railroads
Crossings that include railroad users other than SCRRA, such as Amtrak, UP, and BNSF, must
be invited to attend the Diagnostic Team evaluation meetings, helping to identify safety concerns
associated with each Highway-Rail Grade Crossing within the proposed Quiet Zone. The
railroad’s representation will depend on their service on a particular segment of the territory.
25.4 QUIET ZONE PROCESS
25.4.1 General
Groups or individuals interested in Quiet Zones should first contact the Public Authority
responsible for the roadway(s) where the Quiet Zone would be located. The Public Authority shall
initiate coordination with SCRRA. Public Authorities are encouraged to contact SCRRA early in
the process to maximize communications.
Public Authority will identify the public, private, and pedestrian Highway-Rail Grade Crossings
within the proposed Quiet Zone. Public Authority will conduct a safety review of all crossings within
the proposed Quiet Zone. Public Authority will complete U.S. Department of Transportation (U.S.
DOT) Grade Crossing Inventory form to indicate current conditions and identify safety measures.
25.4.2 Submittals
Public Authority shall conduct new traffic and queuing studies as may be required to reflect current
conditions as of the date of initiation of the project. If recommended by the Diagnostic Team, a
separate pedestrian study may be required to evaluate the potential impacts of the proposed
Quiet Zone on pedestrian safety. This study shall include each crossing that is located within the
proposed Quiet Zone and any observed unsecured pedestrian access points within the proposed
Quiet Zone. The purpose of these studies is to complete an accurate and current Grade Crossing
Inventory form for each crossing, and to enable the Diagnostic Team to assess current and future
conditions at each crossing. All such studies and reports shall be promptly provided to SCRRA
and CPUC for review and comments.

Public Authority shall prepare Preliminary Design (30% Design) plans for the selected
Highway-Rail Grade Crossings, pedestrian crossings, and unsecured pedestrian access points
and submit them to SCRRA for review, comments, and approval. This Preliminary Design will
form a basis for Diagnostic Team evaluation meetings. Public Authority shall submit the following
information and forms to SCRRA with the Preliminary Design:
• An accurate, complete and current U.S. DOT National Highway-Rail Grade Crossing
Inventory Form, OMB Form No. 2130-00170017. SCRRA will assist the Public Authority
by providing updated railroad information required by the Form. Link:
https://www.fra.dot.gov/eLib/details/L16197
• Detailed information as to which Supplementary Safety Measures (SSMs) as per
Appendix A, Part §222 and Alternative Safety Measures (ASMs) as per Appendix B, Part
§222 (ASMs are Modified SSMs, Non-Engineering ASMs and Engineering ASM’s) are
proposed to be implemented at each public or private Highway-Rail Grade Crossing within
the proposed Quiet Zone.
Public Authority shall revise the Preliminary Design based on the input of the Diagnostic Team
and resubmit Final Design (100% Design) plans and obtain a letter of approval from all affected
jurisdictions.
25.4.3 Notice of Intent (NOI)

The Public Authority shall follow the processes established by the FRA regarding the issuance of
Quiet Zone Notices. After conducting a Diagnostic Meeting, the Public Authority shall provide a
Notice of Intent per §222.43: a written notice of its intent to create a Quiet Zone. Public Authority
shall provide its Notice of Intent by certified mail, return receipt requested, to SCRRA, all railroads
operating over the public Highway-Rail Grade Crossings within the proposed Quiet Zone, the
State agency responsible for highway and road safety and the State agency responsible for grade
crossing safety. SCRRA encourages the Public Authority to prepare the Notice of Intent after
consultation with SCRRA and after conducting Diagnostic Team evaluation meetings.
The Notice of Intent shall be mailed at least 60 days before the mailing of the Notice of Quiet Zone
Establishment, unless the Public Authority obtains written comments and/or ‘‘no-comment’’
statements from each railroad operating over public Highway-Rail Grade Crossings within the
Quiet Zone, and the State agency. A party that receives a copy of the Public Authority’s Notice of
Intent may submit information or comments about the proposed Quiet Zone to the Public Authority
during the 60-day period after the date on which the Notice of Intent was mailed.
25.4.4 Quiet Zone Qualifications

Safety is of paramount concern when establishing a Quiet Zone. A Quiet Zone may be established
by either Public Authority designation [§222.39(a)] or Public Authority application [§222.39(b)] as
summarized below.
Public Authority designation includes the following options for establishing a Quiet Zone:
• by implementing, at every public Highway-Rail Grade Crossing within the Quiet Zone, one
or more Supplemental Safety Measures (SSMs) identified in FRA rules

• if the Quiet Zone Risk Index (QZRI) is at or below the Nationwide Significant Risk
Threshold (NSRT) either in the existing condition or due to the implementation of SSMs
at one or more of the crossings to reduce the QZRI
• or by reducing the QZRI to a level at or below the Risk Index with Horns (RIWH) by
implementing SSMs at one or more of the crossings within the Quiet Zone
Public Authority application allows the Public Authority (i.e. the Project Sponsor) to apply to the
FRA for approval of a Quiet Zone that does not meet the above standards, but in which it is
proposed that one or more safety measures be implemented. Safety Measures typically include
a combination of SSMs and Alternative Safety Measures (ASMs) at one or more of the crossings.
If a Public Authority uses ASMs, they will need to submit an application to FRA for review and
approval. Stakeholders have 60 days to comment after FRA application submittal.
Typical SSMs include permanent closure of crossing, upgrade to a four-quadrant gate system,
the installation of medians or channelization devices, and conversion of a two-way street to a
one-way street. Common ASMs include Modified Supplemental Safety Measures (MSSMs) such
as three-quadrant gate systems and modified or shortened median or channelization devices.
Quiet Zones require a minimum length of ½ mile, with ¼ mile between each of the end crossings
within the Quiet Zone and the next nearest crossing outside the Quiet Zone, and that all public
Highway-Rail Grade Crossings are equipped with flashing lights and gates.
Pedestrian-only and private crossings may be included within a Quiet Zone if they are either
between two public crossings within the Quiet Zone or less than ¼ mile of the end crossing within
the Quiet Zone. The improvements or modifications required for pedestrian-only and private
crossings will be determined by the diagnostic team, as outlined in the Final Rule.
25.4.5 Diagnostic Meeting

The Public Authority is responsible for preparing drawings and specifications for improvements at
the Highway-Rail Grade Crossings. Public Authority is also required to conduct diagnostic
meetings of all crossings included in the Quiet Zone. The Public Authority shall provide SCRRA,
the FRA, all railroads operating over the public Highway-Rail Grade Crossings within the
proposed Quiet Zone, affected SCRRA member agency or agencies, the State agency
responsible for highway and road safety and the State agency responsible for grade crossing
safety (CPUC) an opportunity to participate in the Diagnostic Team reviews of all crossings
located in the proposed Quiet Zone. The Diagnostic Team should analyze and evaluate each
crossing within the proposed Quiet Zone as per Appendix F, Part §222.
The crossings shall be equipped or treated in accordance with the recommendations of the
Diagnostic Team. SCRRA expressly reserves the right to comment on and/or object to the FRA
and/or the CPUC on any aspect, including the extent of the proposed Quiet Zone, the selection
of improvements by the public authority or the design thereof, if in its judgment the proposed Quiet
Zone, or any aspect thereof, will result in a reduction of safety within the zone.

25.4.6 CPUC Authorization

If an existing public rail crossing is being modified to create a Quiet Zone, the Public Authority
shall file to obtain authorization from the CPUC by means of either a formal application or a GO
88-B submittal.
25.4.7 Construction of Safety Measures

Public Authority is responsible to construct, at its sole cost, the proposed and approved
improvements at the crossings. Public Authority is responsible for the installation of advance
warning signs conforming to the standards contained in the CA MUTCD that advises the motorist
that train horns are not sounded at each highway approach to every public and private
Highway-Rail Grade Crossing within a Quiet Zone, pursuant to §222.35(c). Public Authority shall
install additional warning signs elsewhere within the proposed Quiet Zone, at locations other than
Highway-Rail Grade Crossings as may be recommended by the Diagnostic Team, advising
pedestrians or others that train horns are not sounded within the Quiet Zone.
The per-crossing costs of implementing the safety enhancements to offset the lack of trains
sounding horns could run into $2.5 to $3.0 million (listed values are 2019 dollars) if exit gate SSMs
or other railroad system or equipment modifications are required. The cost of the upgrades
depends on the existing condition and geometry of the crossing, warning devices, traffic signal
location adjacent to the crossing, street pavement conditions, preemption requirements, existing
signal and communication cables, utility locations, vehicle traffic, location of parallel streets, and
pedestrian improvements.
Public Authority shall wait to proceed with the non-railroad related improvements at the grade
crossing until SCRRA and CPUC approve the construction of the project. Public Authority shall
submit any and all SCRRA forms prior to start of the construction.
25.4.8 Notice of Establishment (NOE)

Once crossing improvements are completed and in service, the Public Authority shall provide a
Notice of Quiet Zone Establishment (NOE). This notice must provide the date upon which the
Quiet Zone will be established, but in no event shall the date be earlier than 21 days after the date
of mailing. The NOE shall stipulate that the Quiet Zone will be in effect at 12:01 AM on the date
when the Quiet Zone goes into effect.
25.4.9 Periodic Updates

Public Authority will conduct a periodic field review of crossings within a Quiet Zone on a schedule
determined by C&M agreement. The field review will be attended by representatives of the Public
Authority, SCRRA, SCRRA Member Agency, FRA, CPUC, and other affected parties, after
completion of the construction and the establishment of the Quiet Zone. These reviews will be
conducted onsite and will consider any changes, together with any future improvements or
developments that may have or will affect the qualification of the Quiet Zone. Should additional
railroad improvements be required in order to maintain the proposed Quiet Zone, the Public
Authority shall reimburse SCRRA for any additional costs associated with said improvements.
For Quiet Zones implemented with an SSM at each public crossing, the Public Authority shall
affirm, pursuant to §222.47(a), in writing to FRA and SCRRA that the SSMs implemented within

the proposed Quiet Zones continue to conform to the requirements of Appendix A, Part §222 and
provide an up-to-date, accurate and complete Grade Crossing Inventory Form for each public,
private and pedestrian crossing within the proposed Quiet Zone, between 4½ and 5 years after
the date of the Quiet Zone establishment notice, and between 4½ and 5 years after the last
affirmation. Public Authority shall affirm, pursuant to §222.47(b), in writing to FRA and SCRRA
that the proposed Quiet Zones which do not have SSMs at each crossing continue to conform to
the requirements of Appendix A and B, Part §222 and provide an up-to-date, accurate and
complete Grade Crossing Inventory Form for each public, private and pedestrian crossing within
the proposed Quiet Zone, between 2½ and 3 years after the date of the proposed Quiet Zone
establishment notice, and between 2½ and 3 years after the last affirmation.
Should the Public Authority neglect to conduct said periodic reviews, the FRA, at its discretion
may rescind the Quiet Zone designation.
25.4.10 Maintenance
Public Authority shall pay SCRRA the cost of maintenance of any additions, improvements and/or
modifications to any active Highway-Rail Grade Crossing warning system necessary for the
implementation of the proposed Quiet Zone as per terms and conditions included in the C&M
agreement. As an example, if a crossing within a proposed Quiet Zone requires an upgrade from
entrance gates to both entrance and exit gates, SCRRA will continue to pay the cost of
maintenance of the entrance gates, and the Public Authority will reimburse SCRRA for annual
maintenance on the exit gates. The maintenance costs shall include inspections, testing, repairs,
replacements, damage, third party utilities, and upgrades. The annual cost of maintenance of the
active Highway-Rail Grade Crossing warning system shall be as determined by SCRRA, based
on its annual survey of the maintenance cost of the system.
The Public Authority is solely responsible for maintaining the crossing(s) to a standard acceptable
to SCRRA, CPUC, and the FRA. The FRA, at is sole discretion, may rescind Quiet Zone status if
the Public Authority fails to maintain the crossings to the standards required for Quiet Zone
establishment. Rescinding the Quiet Zone would result in all trains sounding their horns as if the
Quiet Zone had never been established until such time the needed maintenance was completed
to the FRA’s and RR’s satisfaction.
25.5 QUIET ZONE REQUIREMENTS

This section does not provide a comprehensive description of Quiet Zone regulations and
requirements included in FRA’s Code of Regulations. Additional information required for minimum
requirements, who can establish Quiet Zone, how is a Quiet Zone established, what periodic
updates are required, details on approved SSM and ASM, determination of risk level, wayside
horns, Diagnostic Team considerations, notice of intent timing and requirements, notice of
establishment timing and requirement, and other information are available of FRA’s web site at
https://www.ecfr.gov/cgi-bin/text-idx?tpl=/ecfrbrowse/Title49/49cfr222_main_02.tpl.

25.5.1 Minimum Requirements

Public Authority shall meet the minimum Quiet Zone requirements mentioned in §222.35. Public
Authority shall include all Highway-Rail Grade Crossings (public, private and pedestrian) in the
proposed Quiet Zone. Minimum Quiet Zone requirements are as follows:
• A New Quiet Zone must have a minimum length of ½ mile along the railroad right-of-way.
• Each public Highway-Rail Grade Crossing within a New Quiet Zone must be equipped
with active grade crossing warning devices. These devices are comprised of both flashing
lights and gates which control traffic over the crossing and must be equipped with Constant
Warning Time (CWT) circuitry if reasonably practical, and power-out indicators. Any
necessary upgrades to or installation of active grade crossing warning devices must be
completed before the New Quiet Zone implementation date.
• Each highway approach to every public and private Highway-Rail Grade Crossing within
a New Quiet Zone shall be equipped with a California Manual on Uniform Traffic Control
Devices (CA MUTCD) compliant advanced warning sign that advises motorists that train
horns are not sounded at the crossing (W10-9 or W10-9P).
• Each public Highway-Rail Grade Crossing within a New Quiet Zone that is subjected to
pedestrian traffic and is equipped with automatic bells shall retain those bells in working
condition.
• Each pedestrian grade crossing within a New Quiet Zone shall be equipped with an CA
MUTCD compliant advanced warning sign that advises pedestrians that train horns are
not sounded at the crossing (W10-9 or W10-9P).
SCRRA ES4004 provides additional guidance on features recommended by SCRRA at

pedestrian grade crossings.
25.5.2 Reimbursements
Public Authority shall pay for all the costs of environmental or permitting documentation,
preliminary and final engineering, construction, maintenance and replacement services of any
new equipment or facilities at all Highway-Rail Grade Crossings to meet Quiet Zone requirements.
Public Authority shall pay in advance an estimated amount of all costs related to review,
coordination and flagging to SCRRA for in-house personnel and/or consultants retained by
SCRRA. The original estimated costs would not be the upper limit of the costs but provide a
guideline for budgeting purposes. Regardless, all costs incurred by SCRRA during design plan
review process shall be fully recoverable from the Public Authority.
Public Authority shall reimburse SCRRA the actual costs and expenses incurred by SCRRA (less
funds previously deposited), including any provisional overhead rates representing SCRRA’s
costs for administration and management, and its contractors and consultants for all services and
work performed in connection with the proposed Quiet Zones.
Public Authority also requires a Construction and Maintenance (C&M) agreement from SCRRA.
C&M agreement includes requirements on reimbursement for construction and maintenance,
indemnification and insurance requirements. The entire SCRRA process and requirements for

grade crossings is included in Chapter 8. The purpose of Chapter 8 is to educate the Public
Authority on the guidelines, practices, procedures, and policies that reflect current regulations,
proven and accepted technological developments, and best available highway and rail industry
design practices. The Public Authority can apply these standards and recommended design
practices to SCRRA Highway-Rail Grade Crossings.
25.5.3 New Technologies

Public Authority shall reimburse SCRRA’s cost of installation of technologically superior and more
reliable equipment in the future to replace existing equipment that is obsolete. Such
reimbursement shall be limited to the cost of such installations serving the equipment and facilities
required to establish the Quiet Zone.
25.5.4 Indemnifications
The Public Authority shall Indemnify, defend and hold harmless SCRRA, LOSSAN, and SCRRA
member agencies, which include:
• METRO
• VCTC
• OCTA
• SBCTA
• RCTC
The Public Authority shall also indemnify the Operating Railroads, including but not limited to:
• AMTRAK
• BNSF
• UP
Said indemnification shall extend to each entity’s respective board members, member agencies,
officers, agents, volunteers, contractors, and employees (“SCRRA Indemnitees”). The scope of
indemnification shall include, but not be limited to, any and all liability, loss, expense (including
reasonable attorneys’ fees and other defense costs), demands, suits, liens, damages, costs,
claims, including but not limited to, claims for bodily injury, death, personal injury, or property
damage, that are incurred by or asserted against the SCRRA Indemnitees arising out of or
connected with any negligent acts or omissions on the part of Public Authority, its council, officers,
agents, contractors, or employees under or in connection with any work, authority or jurisdiction
delegated to Public Authority related to establishment and operation of a Quiet Zones at
Highway-Rail Grade Crossings.
25.5.5 Insurance
Public Authority shall obtain and maintain, at its sole cost and expense, in full force and effect
during the construction of the improvements for the proposed Quiet Zone, general and railroad
protective insurance as required by SCRRA in the amounts, coverage, and terms and conditions

specified, and issued by insurance companies as described in the Temporary Right-of-Entry

Agreement (SCRRA Form No. 6).
The Public Authority shall procure and maintain the insurance containing coverage for liability
resulting from the implementation of the Quiet Zone and/or improvements required to implement
the Quiet Zone, at its sole cost and expense, after the construction and implementation of the
Quiet Zone.
25.5.6 SCRRA Contact

Public Authority shall submit all written communications related to proposed Quiet Zones to the
following at:
Chief, Program Delivery
2558 Supply Street, Building A
Pomona, CA 91767

26.0 LANDSCAPING DESIGN CRITERIA

26.1 INTRODUCTION
26.1.1 Purpose
The following criteria provide minimum standards and general requirements for the design,
construction, and maintenance of landscape materials in a manner compatible with the safe
operation of railroad corridors and accommodation of anticipated rail capacity expansions.
Landscape materials within the railroad Right-of-Way can be an important aesthetic enhancement
blending the railroad corridor with its environmental context. However, the installation of
landscape materials in the Right-of-Ways must always be subordinate to the important primary
role SCRRA has in providing a safe and maintainable rail transportation corridor. Landscape
materials must not affect SCRRA’s ability to provide commuter and freight rail transportation and
meet its obligations to the freight railroads under the Purchase & Sale, and Shared Use
agreements. These criteria balance opportunities for the aesthetic enhancement of the
Right-of-Way with SCRRA’s and Member Agencies’ mandate to provide safe and efficient rail
transportation to the public and the ability to meet interstate freight obligations.
SCRRA is the designated track owner of the Metrolink railroad system under the Code of Federal
Regulations (CFR), Title 49 “Transportation”, Subtitle B “Other Regulations Relating To
Transportation”, Chapter II “Federal Railroad Administration, Department of Transportation”, part
213 “Track Safety Standards”, Section 5 “Responsibility of Compliance” (49 CFR 213.5). As per
part 213, SCRRA is required to provide minimum safety requirements for operation and
maintenance of railroad tracks that are part of the general railroad system of transportation. The
minimum requirements include roadbed, track geometry, track structure, track-related devices,
and inspection. The requirements listed in the Landscape Design Criteria are subordinate to these
minimum requirements.
Landscape plans and installations are required to consider the effect of the SCRRA IPM program
for vegetation control (see Section 26.8, Vegetation Management Program).
The site must be assessed for climate vulnerability (see Section 3.3) to ensure it is designed to
be resilient to future climate conditions.
26.1.2 Landscape Design Objectives

Develop a landscape design that:
1. Promotes safety and comfort to all SCRRA and Member Agency passengers. The
principals of CPTED (Crime Prevention Through Environmental Design) shall be utilized
and proposed landscaping shall be designed to avoid hiding places, blind corners, and
obstructions for emergency response personnel or equipment.
2. Does not impede train operator, motorist, or pedestrian sight lines.
3. Does not encroach upon walkways, bike paths, or station platforms.

4. Does not conflict with existing or proposed utilities or signage.

5. Utilizes California friendly and/or native plants which are compatible with local climatic and
soil conditions, conserves water, low maintenance, and produces minimal to no litter on
walkways or station platforms.
6. Consistent in materials throughout the project and complements the character of
surrounding community and existing landscape.
7. Enhances the station architecture, hardscape, lighting, signage, furnishings, etc.
8. Seeks to reduce urban heat island effect through planting of shade trees.
9. Seeks to use nature-based solutions such as bioswales or bioretention feature to reduce
stormwater runoff in areas identified as vulnerable to flooding.
26.1.3 Scope
These criteria apply to the SCRRA and its Member Agencies operated and maintained
Right-of-Ways that are owned wholly or in part by the county transportation Member Agencies.
These criteria direct the development of plans proposing to place landscape materials within
rights-of-way operated or maintained by SCRRA and its Member Agencies regardless of who is
proposing or sponsoring the installation of landscape materials. (See Definitions in Appendix A).
These criteria do not apply to Right-of-Ways fully owned by the BNSF Railway Company or the
Union Pacific Railroad, where SCRRA has entered into joint use agreements to operate Metrolink
commuter rail service.
26.1.4 Referenced Standards

Landscape plans and installations shall also comply with the Right-of-Way Preservation
Guidelines adopted by SCRRA-specific Member Agency(s). Technical details of planting and
irrigation design shall be prepared per the State of California MWELO (Model Water Efficient
Landscape Ordinance) and other federal, state, and local requirements and in accordance with
the accepted landscape installation and landscape management practices of the American
Nursery and Landscape Association.
Local Codes and Standards

Unless otherwise stated, landscaping for new facilities or as part of alterations to existing
facilities, shall be designed in conformance with local landscape ordinances as well as
published standards of the agency having jurisdiction or with the SCRRA criteria contained
herein, where such criteria exceed agency standards. If there is a conflict, the more stringent
requirement shall govern.
The following documents are incorporated into these design criteria by reference and shall be
adhered to, in the specification of plant materials:
• American Standard for Nursery Stock ANSI Z60.1, adopted by the American Association
of Nurserymen, Inc.
• Bailey's Standard Cyclopedia of Horticulture.

• Standardized Plant Names, American Joint Committee on Horticulture Nomenclature

(AJCHN)
Where the requirements stipulated in this document or any referenced sources are in conflict, the
stricter requirements apply.
See additional standards and codes listed in Appendix A.
26.2 REAL ESTATE REQUIREMENTS
26.2.1 Existing Facilities

The proposed landscape project shall avoid any displacement of existing items for which leases
and licenses on the Right-of-Ways have been granted, including billboards and bus stops. If
displacement is unavoidable, the project’s Sponsoring Party shall coordinate proper disposition,
including paying associated costs in accordance with existing license or lease agreements.
26.2.2 Third Party Agreements

When the Sponsoring Party is not a Member Agency or SCRRA, it will be considered a Third
Party. As a Third Party, the Sponsoring Party shall obtain a license or lease agreement for
installing landscape materials from the Member Agency whose Right-of-Way is directly affected
by the project. The license or lease agreement shall include requirements, terms and conditions
related to indemnification, license fees and compensations, assumption of risk and waiver,
insurance, tests and inspections, maintenance and repair, breach, abandonment, reimbursement,
construction, relocation, payments, hazardous/toxic materials, compliance with laws, etc. The
Third Party shall contact the affected Member Agency to request all information related to the real
estate agreement. The Member Agency will be the sole authority on the fees and compensations
due from the Third Party for the rights granted.
License or easement agreement shall also include requirements that provide for the removal and
modification of the landscape materials to meet SCRRA’s and Member Agency’s mission to
provide passenger rail transportation and their obligations to the freight railroads to provide rail
freight service. At the request of SCRRA or Member Agency, the Third Party shall remove,
relocate, or modify, at its own expense, the landscaping to accommodate additional track or tracks
or other railroad related facilities in the Right-of-Way.
26.2.3 Permits
The Sponsoring Party of the proposed landscape project shall be responsible for obtaining and
complying with any and all approvals, permits, licenses and other authorizations required by
applicable laws, regulations, rules, and ordinances for its landscaping project within the
Right-of-Way.
26.3 CONCEPTUAL DESIGN

The Sponsoring Party of the proposed landscape project shall prepare a concept report and
submit it for SCRRA and the affected Member Agency for review and approval. The report shall
include existing conditions (topography, utilities, railroad facilities, soil conditions), existing and
future transportation, environmental setting, land ownership including rail Right-of-Ways, future

needs, schematic design planting plan, identify and evaluate alternatives and concept level cost
estimates. The schematic design planting plan shall be minimum 20 scale and show existing site
conditions with proposed site and landscape design overlay. A proposed plant legend with initial
sizes, spacing, water requirements and plant images shall also be included next to the plan or on
a separate sheet. The proposed landscape design shall be color coded for clarity purposes.
SCRRA and the Member Agency will review the report and inform the Sponsoring Party if the
project is viable and acceptable for further consideration and if it conforms to the Member
Agency’s Preservation Guidelines.
26.4 COORDINATION
The Landscape Architect shall coordinate the proposed landscape design and production of
construction drawings with all other design team members, SCRRA, and Member Agency to
ensure that landscaping is aesthetically and functionally compatible with facility architecture,
utilities, lighting, safety, path of travel, accessibility, and site furniture.
26.4.1 Submittal
After review and approval of the conceptual design by SCRRA and associated Member Agency,
the Sponsoring Party shall prepare landscape contract drawings and submit two sets of each to
SCRRA and the Member Agency for review and approval. Contract drawings include proposed
planting plans, irrigation plans, water use calculations, details, and specifications. Any and all
changes or modification during the design and construction that affect the rail Right-of-Way shall
also be submitted to SCRRA and Member Agency for review and approval.
26.4.2 General Clearances

Ground covers, shrubs, and hedges are permitted only within 10 feet of the edges of the
Right-of-Way. Trees planted adjacent to the Right-of-Way shall be placed such that the outer
foliage shall not overhang into the Right-of-Way. No plantings are allowed closer than 25 feet
from the nearest track.
Plants cannot be planted within 3 feet of or block visibility of an existing sign (regulatory, warning,
guide, emergency, parking, railroad, and others) unless the jurisdiction or agency requiring the
sign agrees to relocate the sign. The relocation of any sign noted above shall be approved by the
owning jurisdiction or agency. The Sponsoring Party may be required to pay for the relocation
cost, if necessary.
Landscaping near or adjacent to a station platform shall be limited to shrubbery with a maximum
height of 36”. The plants must be periodically maintained to be no higher than 36”. If the plants
are within a raised planter adjacent to the platform, the maximum height of the plant shall be 36”
from the top of the plant to the bottom of the planter. Planters shall not be installed on platforms.
Large trees must be approved by SCRRA and the Member Agency for use within the
Right-of-Way. If approved by SCRRA and Member Agency, large trees planted within the
Right-of-Way shall be selected such that the outer foliage of any tree shall not be closer than 25
feet from the nearest rail when the trees reach mature size.
A zero-growth-herbicide treated buffer zone, 10 feet in width, shall be provided between the
Right-of-Way and any landscaped areas.

See Section 26.4.3 for landscaping clearances at a grade crossing.
26.4.3 Grade Crossing Clearances

The vegetation, landforms and structures incorporated into the landscape plans proposed by a
Sponsoring Party, may play a significant role in a crossing user’s perception of grade crossings
and the subsequent safety of the crossing. The crossing user must recognize the presence of the
grade crossing, the type of traffic control devices and the location of a train approaching or
occupying the crossing.
Ground cover, shrubs and hedges are not allowed on highway approaches within 150 feet of a
highway-rail grade crossings. In order to assist the crossing user, trees and shrubs are prohibited
in medians within 150 feet of the highway-rail grade crossing. Hardscape median is preferred
within 150 feet of the crossing. Beyond 150 feet of the crossing, ground covers or shrubs not
exceeding 36 inches in height may be permitted, with consistent periodic maintenance, on
medians.
The criteria of this section shall also apply to stand-alone pedestrian grade crossings and station
pedestrian grade crossings.
26.4.4 Utilities
The Sponsoring Party shall locate and show on their landscape plans the existing SCRRA signal
and track facilities during the design phase at the expense of the Sponsoring Party. The project
must be designed to avoid any relocation of the existing SCRRA facilities.
After the acceptance of landscape plans by SCRRA and Member Agency, the Sponsoring Party
shall submit and obtain written approval of design drawings from telecommunications, fiber optic,
gas, oil, or other companies that have prior use of the Right-of-Way under easement or license
agreements. The design and installation of the landscape materials affecting the existing utilities
shall be avoided. Any conflicts shall be coordinated with SCRRA, the Member Agency and the
affected utility owner. Agreements allowing the relocation of utilities are required to be approved
by SCRRA, the Member Agency and the affected utility owner. Approval may require
modifications to the proposed landscape plans.
The existing utilities shall be located and staked and/or marked by the Contractor prior to
commencing any excavation. Approval of the project by SCRRA, and the Member Agency does
not constitute a representation as to the accuracy or completeness of location or the existence or
non-existence of any utilities or structures within the limits of this project. The appropriate regional
notification center [Underground Service Alert of California (DigAlert) at (800) 227-2600 or 811],
railway companies, and utility companies shall be notified prior to performing any excavation close
to any underground pipeline, conduit, wire, or other structure. The Sponsoring Party shall refer to
SCRRA’s website www.metrolinktrains.com to ensure proper contracts and phone numbers.
SCRRA is not a member of DigAlert and the Sponsoring Party shall request locations of SCRRA
utilities from SCRRA. It is therefore necessary to call SCRRA’s signal department phone number
(refer to SCRRA’s website) to mark, at the Project Sponsor’s or Contractor’s expense, signal and
communication cables and conduits; in case of signal emergencies or Highway-Rail Grade
Crossing problems, the Contractor shall call SCRRA’s 24-hour signal emergency number. If
utilities cannot be located, potholing shall be done to locate the utilities. SCRRA and appropriate

utility owners shall be notified immediately when utility lines not known or indicated on the
drawings are encountered. No service shall be disrupted until the utility owner and SCRRA have
determined and approved the required action on such lines.
26.4.5 Fencing
If there is no existing fence, the Sponsoring Party, at its sole cost and expense, shall install tubular
steel fencing or welded wire mesh fencing as per SCRRA Engineering Standard ES 5104 or ES
5105 respectively. Exceptions may be granted by SCRRA, if the landscaping project design
includes mitigation measures that include best practices to ensure safe rail operations, as per
Section 26.10, Exceptions. The Sponsoring Party shall install gates having SCRRA locks to
access the Right-of-Way for maintenance purposes at locations provided and approved by
SCRRA. The Sponsoring Party shall install “No Trespassing” warning signs as per SCRRA
Engineering Standard ES 5214.
A three-rail split-rail fence in combination with landscaping serving as a visual and physical barrier
between the track and the landscaping may be used in rural or environmentally sensitive areas if
approved by SCRRA and the Member Agency. Since newly planted landscaping may take a few
years before becoming an effective barrier, suitable temporary measures may be required until
the landscaping has reached mature size.
The height of the fence within 150 feet of any at-grade crossings shall be 4 feet. Beyond 150 feet
of any at-grade crossing, the height of the fence along the Right-of-Way shall be at least 6 feet.
26.4.6 Drainage
The Sponsoring Party, at its sole cost and expense, shall provide and maintain suitable facilities
for draining the proposed landscape project and shall not permit storm and/or irrigation water to
flow or collect within the Right-of-Way. All proposed stormwater drainage facilities shall meet state
and local code requirements and be sized to accommodate larger flows as anticipated by the
CVA. Although the Sponsoring Party will not have the sole responsibility to correct any existing
drainage deficiencies on the Right-of-Way, it will, allow the Member Agency the opportunity to
correct any existing drainage conditions to meet SCCRA, state and/or local code requirements.
At a minimum, the Sponsoring Party shall not worsen existing conditions.
Finished grading shall be sloped sufficiently to afford adequate drainage yet minimize drainage.
When the railroad track is at a lower elevation than the surrounding ground and the street, a flat
bottom swale (ditch) properly sized and flowing towards an existing or proposed stormwater
facility, such as inlet, underground pipe, swale, creek, wash or channel shall be constructed to
meet state and local code.
Mounding of earth within the Right-of-Way may be permitted only if it does not adversely affect
access, railroad maintenance activities, visibility, and drainage within the Right-of-Way. The
Sponsoring Party shall submit proposed grading plans showing the existing and proposed contour
elevations to SCRRA and Member Agency for review and approval. The final grading elevations
shall be approved solely by SCRRA and the Member Agency. If allowed, imported soil shall meet
the Member Agency’s specifications for clean backfill material.

26.4.7 Access
SCRRA and Member Agency must be able to readily access, inspect, repair and maintain
drainage systems, bridges, tie and track replacement, tunnel and trestle, signal and
communications equipment and grade crossing equipment from existing roadways. Utility
companies must be able to readily access their facilities for maintenance and operation purposes.
The landscape shall be subject and subordinate to the rights of all current and future tenants and
licensees of the Member Agency, including the rights of reasonable access over the landscaped
area.
26.5 MATERIAL
26.5.1 Plant Design Criteria

Proposed planting designs shall have the following characteristics:
• Shall promote safety and comfort to all SCRRA and Member Agency passengers. The
principals of CPTED shall be utilized and proposed landscaping shall be designed to avoid
hiding places, blind corners, and obstructions for emergency response personnel or
equipment.
• Shall be California friendly and/or native plants which are compatible with local climatic
conditions, non-poisonous; resistant to insects (bees, white flies or rodents) and diseases;
free from sharp thorns, needles or pointed sword-like leaves; adaptable to variable soil
conditions; adaptable to drought conditions; free from noxious odors; free from messy
fruits or leaves; non-aggressive root system that can damage pavement and sidewalks
and low maintenance.
• Shall be sufficiently durable and drought resistant to maintain themselves without regular,
supplemental irrigation once they have been established.
• Shall be adaptable to the harsh conditions of a railroad environment because of
compacted soils and residual chemicals.
• Shall not conflict with safety or maintenance access at maturity.
• Plants that are susceptible to limb breakage under adverse conditions are prohibited.
• Plants that produce large or popular fruits are prohibited within the Right-of-Way since
they may entice animals and pedestrians onto the Right-of-Way.
• Integration with the existing acceptable plant materials in adjacent areas should be
emphasized. Existing plant material shall be protected in place, as appropriate.
• Landscapes within designated fire risk zones shall meet local fire ordinance code including
fuel modification exhibit approvals by the local fire authority. Plants selected for slope
areas shall be varieties commonly used for erosion control. Slopes shall be stabilized to
prevent physical failure, erosion, or maintenance issues.
• Plants may be used on sound and retaining walls, as appropriate, for graffiti management.
• Plants shall not be placed in a way to hinder a train operator’s view of the Right-of-Way
facilities. Placement of trees, shrubs, and other vegetation or landscaping items shall

consider motorist, bicyclist, pedestrian, and maintenance safety. A crossing user and a
train operator shall not have obstructed visibility of all traffic movements at intersections,
crossovers, and turn lanes due to landscaping. Planting designs shall complement station
architecture, site features, and surrounding community context.
• Within station areas, planting design is encouraged for separating vehicles and
pedestrians. Planting designs are encouraged to enhance walkway patterns and
pedestrian path of travel.
• Soil testing and soils report shall be prepared prior to installation to determine soil
agricultural suitability and ensure proper plant selection. For the soils report shall provide
recommendations for soil amendments to accommodate the health, growth and vigor of
proposed plants.
• Due to the frequent use of arsenic along railroad Right-of-Way, it is strongly suggested
testing be performed early in the design process to allow for proper soil remediation and/or
replacement prior to a project being advertised for bidding purposes.
26.5.2 Plant Spacing

Spacing between trees and shrubs shall be governed by the ultimate spread of the species at
maturity and by the environmental conditions present at each location. The placement of trees or
shrubs shall not conflict with the location of existing or proposed tracks, sidewalks, trails, drainage
facilities, underground or overhead utility lines, or any other usage required by the Member
Agency.
CPTED principles, including providing surveillance by police and the public shall be utilized when
selecting and locating plants within the Right-of-Ways. Spacing of plants shall not create potential
security hazards such as places of shelter or concealment for humans or weapons. The safety of
transit facility users and community is paramount.
26.5.3 Plant Material

The Sponsoring Party shall select ground covers, flowers, shrubs, hedges, ornamental trees or
shade trees based on these criteria and other policies of the Member Agency. The Sponsoring
Party shall submit a list of selected plants for SCRRA and Member Agency review and approval.
It is recommended that the Sponsoring Party submit additional information (plant photos, water
requirements, deciduous or evergreen, native or non-native) on the plants to SCRRA and the
Member Agency that it believes may assist in the approval of the plant material. In addition to
meeting regulatory requirements, plant material shall be hardy, tolerant of disturbance and stress,
and appropriate to site conditions.
Ground Covers
Turf grass species commonly used as lawn are prohibited. The use of spreading ground cover to
discourage weed growth and provide soil erosion control is acceptable.

Herbaceous Flowers
Flowering species are permitted provided the plan submitted by the Sponsoring Party commits to
their continuous maintenance. Perennial flowers are preferred although annual flowers are
allowed if the plan provided by the Sponsoring Party also commits to their yearly installation.
Shrubs
Shrubs are woody plants that can be deciduous or evergreen, although evergreen materials are
preferred. Shrubs have a variety of applications and can also be used as ground cover, to
discourage weed growth and stabilize soil.
Hedges
A hedge is a row of shrubs, preferably evergreen, planted in a continuous line, spaced to form a
vegetative wall. Proposed hedges shall not interfere with visibility, pedestrian movement, or hiding
places.
Ornamental Trees
Ornamental trees are smaller trees (or shrubs trained into tree form), which typically do not
develop 4-inch diameter trunks as measured 4 feet above the ground within 10 years. Ornamental
tree branching shall not interfere with visibility or pedestrian movement. Root barriers are required
for all track within 50 feet of trees.
Shade Trees
Shade trees are large trees which within 10 years, have trunks 4 inches or greater in diameter as
measured 4 feet above the ground. Shade trees must be approved by SCRRA and Member
Agency individually for use on the Right-of-Way. Shade tree branching shall not interfere with
visibility or pedestrian movement. Root barriers are required for all trees within 50 feet of the
nearest track.
In parking areas, trees shall be planted between stalls and at end of row islands. Trees shall also
be located, as appropriate, to provide additional shade within parking areas, waiting areas, and
circulation paths.
At stations, trees shall be located, as appropriate, around the perimeter for screening.
Shade trees with the following criteria are prohibited for within the Right-of-Way: (a) trees which
are granted protective status by the State or Federal Government, (b) trees that produce
aggressive root systems that can radiate laterally through the soil and potentially under track
ballast to ultimately damage the railroad track or structures and (c) fruit bearing trees.
26.5.4 Tree Protection and Support

Existing trees that are healthy and attractive shall be preserved whenever possible. All existing
trees on site shall be indicated in the landscape plans and appropriate protection during
construction shall be specified for those that remain.
Tree grates shall be provided where necessary to prevent compaction of the soil surface. Tree
grates shall be sized according to tree growth requirements. Tree grates shall be designed to

support the weight of one wheel of a service vehicle, and to allow unimpeded pedestrian
movements.
Tree guards are to be considered at locations such as subway plazas and station platforms to
prevent damage to trees from vehicles or pedestrians.
All trees shall be double staked. Any tree larger than 48” box shall be guyed.
Make sure trees have adequate space around the roots and select trees carefully. A small tree
well in a sidewalk or parking lot island will not accommodate a large shade tree. The street,
sidewalk, paved surface, wall, or curb will eventually crack and buckle.
26.5.5 Organic Mulch

All proposed planting areas and exposed soil surfaces of non-planted areas within the proposed
landscape area shall be mulched with a minimum three-inch deep layer of weed-free, composted
organic material. Inorganic material such as crushed rock or decorative cobble may also be used
where appropriate, pending approval by SCRRA.
26.5.6 Irrigation
The Sponsoring Party shall determine the need for the permanent irrigation of the landscaping. If
the Sponsoring Party chooses not to irrigate, a temporary system should be installed to water the
landscaping materials for the first two years or as necessary. A permanent automatic irrigation
system shall be installed at all station areas. The proposed irrigation system shall be designed to
meet all state and local codes. Water use calculations based on state and local code are required
to be submitted with the irrigation plans for review and approval.
All costs of the irrigation system shall be the responsibility of the Sponsoring Party including, but
not limited to installation materials and labor, water supply and maintenance.
Where irrigation is used, the water spray and drainage shall be designed to maximize coverage
and reduce overspray. All irrigation water shall be directed away from tracks, platforms, and
walkways. The Irrigation system shall not impede access to adjacent properties in any way for
tenants of the Member Agencies.
Irrigation systems shall be designed to avoid runoff, low head drainage, overspray, or other similar
conditions. Water shall be prohibited from flowing onto railroad tracks, ballast, adjacent property,
non-irrigated areas, walks, roadways, or structures. Proper irrigation equipment and schedules
shall be used to closely match application rates to infiltration rates, thereby minimizing runoff.
Anti-drain (check) valves shall be installed in strategic points to minimize or prevent low head
drainage.
If installed, irrigation systems shall be high-efficiency and required to use automatic controllers
and smart water management technology which meet or exceed state and local code. The
irrigation system shall be designed so that no part of the water supply system is permanently
above-ground in order to prevent vandalism or unauthorized use. Low-flow/drip irrigation systems
are the preferred method of irrigation delivery but high-efficiency pop-up spray heads may be
used, where more appropriate than drip. Platforms shall be provided with quick connect couplers
in recessed boxes at the back of the platform. The couplers shall be at approximately 85 feet on

center to allow full coverage with a 50-foot hose. Irrigation equipment components shall be located
to minimize vandalism but ensure easy access by maintenance personnel.
Where readily available, reclaimed water shall be used for the irrigation system. If there is potential
for future connection to reclaimed water, landscape irrigation system lines and equipment shall
be “purple pipe”.
Soil, infiltration rate, local climate, and planting water requirements shall be considered when
designing irrigation systems. Plant materials of similar water requirements shall be grouped
together into hydro-zones.
Landscape irrigation shall be scheduled to operate between 9 p.m. and 3 a.m.
26.6 CONSTRUCTION
The Sponsoring Party or its contractors installing the approved landscape plans shall comply with
the rules and regulations contained in the current editions of the following SCRRA documents
during the construction of the landscaping project:
i. Temporary Right-of-Entry agreement (SCRRA Form No. 6)
ii. Rules and Requirements for Construction on SCRRA Right-of-Way (SCRRA Form No.
37)
iii. General Safety Regulations for Third Party Construction and Maintenance Activity on
SCRRA Member Agency Property
iv. Applicable SCRRA Engineering Standards
SCRRA and Member Agencies do not allow any parties to cause or permit any hazardous
materials to be brought upon, stored, used, generated, or treated on or about the Right-of-Way.
The Sponsoring Party and its landscape contractor shall not bring in or use any imported soils
unless it has been tested and the results reviewed and approved by Member Agency for
acceptability.
26.7 MAINTENANCE
The Sponsoring Party shall maintain the landscape materials, including vegetation and other
improvements that are part of the installed landscape, in good order and healthy and vigorous
condition to the satisfaction of SCRRA and the Member Agency, at its own cost and expense.
The Sponsoring Party shall notify SCRRA five working days in advance of any maintenance
activity that shall occur within the Right-of-Way. The Sponsoring Party shall be responsible to
reimburse SCRRA or the Member Agency the actual cost and expense incurred by SCRRA for
all services and work performed in connection with the installation and maintenance of the
landscape including a computed surcharge representing SCRRA’s and the Member Agency’s
costs for administration and management.
Pruning of the plant material shall be performed by a licensed professional arborist to preserve
the health and structure of trees and shrubs, for the prevention of damage to adjacent property,
and to provide safety for train, vehicular and pedestrian traffic. Tree pruning practices shall follow
the current ANSI A-300 standards.

Maintenance shall include, but not be limited to, watering, fertilizing, pruning, weed prevention,
control and prevention of insects and diseases, removal of debris and other practices necessary
to maintain the planting in acceptable healthy and vigorous condition. Maintenance shall also
include control or removal of weeds or vegetation within and on the crossing easement area to
avoid creating a fire hazard, obstructing visibility, or otherwise adversely affecting safety.
Vegetation shall not interfere with the function of railroad signs or signals along the Right-of-Way
and at highway-rail crossings; prevent proper functioning of signal and communication lines; or
prevent railroad employees from visually inspecting moving equipment from their normal duty
stations. If the Sponsoring Party does not perform the control or removal work, SCRRA will serve
notice upon the Sponsoring Party to provide proper maintenance. If the Sponsoring Party fails to
do so, SCRRA will remove the offending material at the sole expense of the Sponsoring Party.
Weeds and grasses must be removed in a manner that their removal does not damage any plant
materials or present a fire hazard.
Any dead or damaged plant materials installed or maintained by the Sponsoring Party shall be
promptly removed by the Sponsoring Party with or without identification or notification by SCRRA
or Member Agency. If the Sponsoring Party has received notification from SCRRA or a Member
Agency of the need to remove dead or damaged plant material, the Sponsoring Party shall
acknowledge in writing that it has removed and replaced the offending material in coordination
with SCRRA and the Member Agency within two weeks of receiving the removal notice.
26.8 VEGETATION MANAGEMENT PROGRAM
26.8.1 Program Goals

SCRRA employs an Integrated Pest Management (IPM) program for vegetation control to comply
with local fire agency standards, Federal Railroad Administration Rules and the California Public
Utilities Commission Orders for vegetation control. All herbicides employed are California
Department of Pesticide Regulation (DPR) registered herbicides for Right-of-Way use, applied in
accordance with the Manufacturers Labels by a State of California Certified Applicator under the
supervision of a Licensed Pest Control Advisor using a written Pest Control Recommendation
approved by the Local County Agricultural Commissioner where required.
The goals of the program are to maintain the railroad properties in a way that meet all applicable
regulations in the most environmentally sensitive manner using cost effective methods.
The program consists of the following elements:
A yearly one-time pre-emergent herbicide application scheduled during the months of December
to February just prior to an expected rainfall event of at least ½ inch. This application is timed to
prevent noxious weed seed germination in the spring.
A yearly one-time post-emergent herbicide spot treatment program applied on an as needed basis
from July to September. This application is site specific and based on the intensity of noxious
weed breakthrough.
26.8.2 Application
When applying herbicides within the Right-of-Way, SCRRA will prevent damage to landscaping
located within the Right-of-Ways as much as possible. However, there is a possibility of wind

causing drift of the spray mix materials, which could cause damage to plants adjacent to the
Right-of-Way. The Sponsoring Party should take into consideration the effect of SCRRA IPM
vegetation control program and the effect of wind and rain when designing a landscape project.
The Sponsoring Party shall be responsible for the in-kind restoration of any damaged area at its
own cost and expense.
A zero-growth-herbicide treated buffer zone, 10 feet in width, shall be provided between the
Right-of-Way and any landscaped areas. Bark or wood chip mulching ground cover, pavement or
decorative rock or gravel is required within the buffer zone.
26.9 FUNDING
SCRRA does not provide funding for landscaping projects on the Right-of-Way.
26.10 EXCEPTIONS
Topography, environment, Right-of-Way widths, obstructions, utilities etc., may make it difficult to
follow the requirements of these criteria. In order to provide a balance between SCRRA and
Member Agency mandates to provide safe and efficient transportation to the public and the ability
to meet interstate freight obligations and aesthetic benefits offered by the landscape installations,
SCRRA may grant deviations or variances from these criteria provided that the project as a whole
is consistent with the overall intent of the criteria.
The Sponsoring Party shall prepare an engineering report showing in precise detail the deviations
from these criteria and provide a rationale supporting the proposed deviations.
26.10.1 Deviations from Published Criteria

All criteria shall be adhered to throughout the design. Deviation from the preferred design criteria
will require the approval of the SCRRA Project Manager via written acknowledgement. Deviation
from the minimum criteria will require approval by SCRRA through a Request for Special Design
Consideration (see Section 3.2.2).
Deviations, which would be considered, are as follows:
• Vertical separation between the tracks and the landscaping, which could enhance safety
and railroad operations, maintenance and construction services.
• Locations where a minor deviation granted for a short segment or segments of the
landscaping would enable successful development of a lengthier segment of the
landscaping in accordance with these criteria.
• Circumstances where short or minor deviations from the criteria would produce significant
benefits for the landscaping.
• Other approved measures, which could enhance safety and railroad operations, reduce
maintenance, reduce costs, and improve construction services.


27.0 RAIL-WITH-TRAIL
27.1 SCOPE
The following criteria represent preferred and in some cases minimum standards for the design,
construction and maintenance of Rail-with-Trail in a manner compatible with safe operation of
railroad corridors and with the rail capacity expansions envisioned for most corridors.
When a Rail-with-Trail is considered for joint use in railroad Right-of-Way or adjacent/under/over
it, it should be considered in the context of safety for all uses of the corridor. Rail-with-Trail may
affect SCRRA’s ability to provide commuter rail transportation. However, Rail-with-Trail can be a
community asset and when designed properly it can benefit SCRRA and the communities where
they are located.
The following criteria seek to balance SCRRA’s and Member Agencies’ mandate to provide safe
and efficient transportation to the public and the ability to meet interstate freight obligations, while
remaining consistent with FRA regulations.
These criteria apply to SCRRA and its Member Agencies operated and maintained Right-of-Ways
that are owned wholly or in part by the county transportation Member Agencies. These criteria do
not apply to Right-of-Ways fully owned by BNSF or UP, where SCRRA has entered into joint use
agreements to operate Metrolink commuter rail service.

All criteria shall be adhered to throughout the design of the project. Deviation from the preferred
design criteria will require the approval of the SCRRA Project Manager via written
a Request for Special Design Consideration (see Section 3.2.2). Where any conflict exists, the
stricter criteria shall govern.
27.3 REAL ESTATE REQUIREMENTS
27.3.1 General
The Project Sponsor shall consider the existing Right-of-Way needs in accordance with Section
24.2.3, Right-of-Way Requirements, of the DCM. Project Sponsor shall obtain written concurrence
from SCRRA and the Member Agency of the affected real property as part of the feasibility
assessment of the proposed Rail-with-Trail Project.
27.3.2 Proposed Agreement

Project Sponsor shall obtain a license or easement agreement for the Rail-with-Trail from the
Member Agency whose Right-of-Way is directly affected by the project. The license or easement
agreement shall include requirements, terms and conditions related to indemnification, license
fees and compensations, assumption of risk and waiver, insurance, tests and inspections,
responsibility for maintenance and repair, breach, abandonment, reimbursement, construction,
relocation, payments, hazardous/toxic materials, compliance with laws etc., and as specified in
Chapter 24, Right-of-Way Mapping and Surveying, of the DCM. The Project Sponsor shall be

responsible for all coordination with the affected Member Agency to obtain all information related
to the real estate agreement and its implementation. The Member Agency will be the sole authority
on the fees and compensations due from the Project Sponsor for the rights granted.
License or easement agreement may also include requirements that provide for the removal and
modification of the Rail-with-Trail to meet SCRRA’s and Member Agency’s mission to provide
passenger rail transportation and their obligations to the freight railroads to provide rail freight
service. At the request of SCRRA or Member Agency, the Project Sponsor shall remove, relocate,
or modify, at its own expense, the Rail-with-Trail to accommodate additional track or tracks or
other railroad related facilities in the Right-of-Way.
27.4 PERMITS
Project Sponsor shall obtain and comply with any and all permits, licenses and other
authorizations required by applicable laws, regulations, rules, and ordinances for Rail-with-Trail
project within the Right-of-Way.
27.5 PLANNING
27.5.1 Feasibility Study

Project Sponsor shall undertake a comprehensive feasibility analysis of the project. The feasibility
study should describe the setting, the relationship to local planning documents, need for the
project, land ownership, railroad activity present or future, and other information necessary to
determine the feasibility. As a part of the feasibility study, environmental concerns should be
analyzed pursuant to local, State, and Federal environmental laws. The Project Sponsor should,
early in the process; engage affected stakeholders such as freight railroads, utility companies,
law enforcement officials, adjacent landowners, Rail-with-Trail user groups, transportation, public
transit, and park and recreation departments. The feasibility study should include viable
alternatives to any Rail-with-Trail that are proposed within an active railroad Right-of-Way.
27.5.2 Safety Plan

Project sponsor shall develop a public safety plan that includes engineering standards,
maintenance practices, trespassing deterrents, and Crime Prevention through Environmental
Design (CPTED) Principles:
• Appropriate damage-resistant construction materials
• Appropriately sized landscaping for natural surveillance
• Secure access areas
• Barrier systems
• Video monitoring

Coordinated and responsive patrol service designating and enforcing rules and regulations while
employing crime prevention strategies such as:
• Territorial reinforcement,
• Education,
• Signage
• Incident management
• System map - detailing access points for fire and police use
Safety Plan shall be in conformance with the requirements of SCRRA and the Member Agency
jurisdiction the project will impact.
27.6 DESIGN
27.6.1 Design Standards

Rail-with-Trail widths, clearances, sight distances, signs, markings, drainage grates, manhole
covers etc. shall be selected as per Caltrans “Highway Design Manual”, Chapter 1000, “Bikeway
Planning and Design.” CA MUTCD guidelines shall also be referred to in the selection of signs,
markings and signals.
If the Rail-with-Trail project creates an adverse impact at a grade crossing, the Rail-with-Trail
project shall include mitigation as part of the design and address all requirements of
Chapter 8 Grade Crossings. The Rail-with-Trail design should acknowledge any future rail and
highway improvements. Safety requirements, including but not limited to, turning radii for design
vehicles, preemption timing, street profiles, pedestrian signals and channelization, and rail and
traffic signals at grade crossings should be analyzed. The Project Sponsor shall work with
SCRRA, affected Member Agencies and regulatory agency (CPUC) so as not to hamper or
preclude such improvements and requirements.
Design the project in a manner that avoids any impacts to existing railroad or grade crossing
infrastructure, including impacts to existing leases and license agreements on the railroad
Right-of-Way. If the Member Agency agrees that the impact is unavoidable, the Project Sponsor
shall coordinate proper disposition, including associated costs to be incurred by the Project
Sponsor, with SCRRA and the affected Member Agency.
27.6.2 Clearances
Rail-with-Trail shall be designed along the outer edges of the railroad Right-of-Way adjacent to
the property line, and to maximize the Setback between the centerline of the nearest track
(existing or future) and the closest edge of the Rail-with-Trail to the extent feasible. The Setback
clearance shall take into consideration the type, speed, and frequency of trains; separation
technique, and existing and proposed topography; sight distances; future tracks/improvements;
and SCRRA’s maintenance requirements.
The recommended minimum setbacks are 45 feet of any main line track where the corridor design
speeds exceed 90 mph; 40 feet where main line speed is between 90 mph and 79 mph; 35 feet

where main line speed is between 78 mph and 60 mph; 30 feet where main line speed is between
59 mph and 40 mph; and 25 feet where mainline speed is below 40 mph.
It may not be possible to provide recommended minimum Setbacks at certain points. While a
railroad Right-of-Way may be sufficiently wide, the tracks may be within a narrow cut or fill section
or adjacent to bluffs making placement of Rail-with-Trail very difficult. Safety shall not be
compromised at such points. Additional barriers, vertical separation or other methods shall be
employed. In such cases, Project Sponsor shall review impacts to minimum setbacks and
proposed mitigation measures with SCRRA and Member Agency during the initial project
submission. Approval of proposed mitigation measures and setback, shall be at the sole discretion
of SCRRA and the Member Agency.
27.6.3 Highway-Rail Grade Crossings

SCRRA policy on highway-rail grade crossings is defined in Chapter 8, of the DCM. In
conformance with this policy, Rail-with-Trail shall be designed to utilize existing public grade
crossings, and no new additional crossings shall be added, unless approved otherwise.
Rail-with-Trail designs shall meet the requirements specified in Chapter 8, Grade Crossings, of
the DCM. In locations where Rail-with-Trail impacts an existing grade crossing, the Project
Sponsor shall conform to the requirements detailed in that Chapter including specified design
features and responsibility for all regulatory approvals and permits.
27.6.4 Trail Surface

If the Rail-with-Trail is the only access for SCRRA and emergency response vehicles to enter
onto railroad Right-of-Way, the Rail-with-Trail surface and bridges shall be designed and
constructed to accommodate heavy railroad trucks and equipment. When access for SCRRA and
emergency response vehicles is available from an existing street, the Rail-with-Trail shall be
designed and constructed with curb ramps and pavement surface to accommodate heavy railroad
trucks and equipment at pre-selected access points only. Choice of Rail-with-Trail pavement
material and its structural section shall be determined by the Project Sponsor based on sound
engineering design and judgment.
27.6.5 Utilities
Utility design shall conform to the requirements of Chapter 10, Utilities, of the DCM. Project
Sponsor shall locate the existing SCRRA signal and track facilities on their plans during the design
phase and should be designed to avoid any relocation of the existing SCRRA facilities.
Project Sponsor shall obtain written approval of design drawings from telecommunications, fiber
optic, gas, oil, signal lines, or other companies that have prior use of the railroad Right-of-Way
under easement or license agreements. The Project Sponsor shall cover all costs associated with
utility entities design review/participation, construction inspection, agreements, relocations if
needed, etc.

27.6.6 Landscaping
Landscaping, shall conform to the requirements of Chapter 26, Landscaping Design, of the DCM,
and criteria published by Member Agencies. Any existing landscaping and irrigation impacted by
Rail-with-Trail project shall be restored in like condition within temporary impacted areas. The
Project Sponsor shall be responsible for all costs associated with landscaping for construction
and long-term maintenance.
27.6.7 Fencing
In the absence of existing fence, the Project Sponsor, at its sole cost and expense, shall install
fencing as per ES 5103 through ES 5105, fencing choice to be coordinated with SCRRA. The
fence shall be located at the shoulder edge of the Rail-with-Trail. Fencing shall be designed in
such a way to prevent entrance onto the railroad and tamper resistant.
Project Sponsor shall install gates with SCRRA locks to access the Right-of-Way for maintenance
purposes at locations provided by SCRRA. Project Sponsor should install “No Trespassing”
warning signs as per SCRRA Engineering Standard ES 5214.
27.6.8 Lighting
Project Sponsor shall provide lighting for the Rail-with-Trail if required by the local, state, or federal
guidelines, rules, and regulations. For Rail-with-Trail projects where night time use is permitted
minimum lighting levels shall be in conformance with the Caltrans Highway Design Manual.
Project Sponsor shall also consider areas of security concern when developing proposed lighting
design.
27.6.9 Drainage and Grading

Drainage and Grading shall conform to the requirements of Chapter 9, Drainage and Grading, of
the DCM. Project Sponsor shall provide and maintain suitable facilities for draining the
Rail-with-Trail area and shall not permit storm and irrigation water to flow or collect upon the
Right-of-Way. The Project Sponsor should not have the sole responsibility to correct any existing
drainage deficiencies on the Right-of-Way, however, the Project Sponsor shall not make the
conditions any worse than existing prior to the Rail-with Trail construction on the Right-of-Way.
The Rail-with-Trail and the area located between the Rail-with-Trail and the nearest railroad track
should be graded to flow over the curb and onto the street, when the railroad track is at the higher
elevation than the surrounding ground and the street. When the railroad track is at a lower
elevation than the surrounding ground and the street, a flat bottom swale (ditch) properly sized
and flowing towards existing or proposed stormwater facilities, such as inlet, underground pipe,
swale, creek, wash, or channel shall be constructed.
Mounding of earth on the Right-of-Way may be permitted only if it shall not adversely affect
access, railroad maintenance activities, visibility, and drainage on the railroad Right-of-Way.
27.6.10 Access
SCRRA and Member Agency must be able to readily access, inspect, repair and maintain
drainage systems, bridges, tie and track replacement, tunnel and trestle, signal and

communications equipment and grade crossing equipment from existing roadways. Utility
companies must be able to readily access their facilities for maintenance and operation purposes.
The use of automobiles is prohibited on the Rail-with-Trail, except for authorized emergency and
maintenance vehicles including SCRRA and Member Agency maintenance vehicles. Horses and
other animals are not permitted on the Rail-with-Trail, except for guide or service dogs.
Appropriate signage shall be placed at all entrances to the trail designating restricted use.
The Rail-with-Trail shall be subject to and subordinate to the rights of all current and future tenants
and licensees of Member Agencies, including the rights of reasonable access over the
Rail-with-Trail project.

28.0 TRANSIT ASSET MANAGEMENT

The overarching goal of Transit Asset Management (TAM) is to ensure that a transit agency’s
assets are maintained and operated in a consistent and measurable manner and kept in a State
of Good Repair (SGR). The TAM Plan, a document required by the Federal Transit administration
(FTA) per Moving Ahead for Progress in the Twenty-First Century (MAP-21) legislation for all
agencies that receive federal funding, provides guidelines by which an agency can track progress
toward a simple and robust data-driven asset management system. TAM involves activities
related to maintaining thousands of physical assets such as rolling stock, maintenance facilities,
and rail infrastructure, in an SGR together with providing for a safe and reliable public transit
service. The goal of the TAM Plan is to prioritize reinvestments based on performance, condition,
and risk assessment of assets.
The term “asset” refers to physical equipment and infrastructure including rolling stock,
right-of-way, stations, facilities, systems, tools, etc. that make up SCRRA’s commuter rail system.
The three main purposes of a TAM Plan are to elevate the importance of transit asset
management to the entire SCRRA organization, demonstrate compliance with all FTA reporting
requirements, to develop a “roadmap” for the implementation of the TAM Plan, and to support an
orderly implementation of the SGR. Overall, the Plan is a strategy to help avoid or minimize, the
reactive, costly, crisis-type repair and replacement of assets.
In 2016, SCRRA completed the initial TAM Plan which incorporates condition assessment ratings
utilizing various asset management systems including of Transit Economic Requirements Model
(TERM) Lite, GASB-4, Rail Asset Management System (RAMS), NetFacilites, and AssetWorks
to track asset conditions and the Metrolink Rehabilitation Plan (MRP) to project and prioritize
capital needs over a 25 year horizon. This information is also used to supplement the near-term
needs. TERM Lite is an FTA decision support tool that helps transit agencies, such as SCRRA,
with SGR reinvestment needs and for prioritizing those needs given funding constraints. The
inventory along with pre-defined life-cycle activities are used by the model to predict future needs.
Ultimately the TAM Plan will have nine elements.
1. Inventory of Capital Assets
2. Condition Assessment
3. Decision Support Tools
4. Investment Prioritization
5. TAM and SGR Policy
6. Implementation Strategy
7. Annual Activities
8. Identification
9. Evaluation Plan

Each asset class will include a TERM rating of one of the following.
• Excellent
• Good
• Adequate
• Marginal
• Poor
28.1 DESIGN CONSULTANT RESPONSIBILITIES

It is critical that the Design Consultant understands the SCRRA process and requirements of the
asset management system. Previously, the Design Consultant would design a project providing
PS&E. But now with the FTA asset management requirement, and for good business practices,
SCRRA now requires a more involved approach by the Design Consultant to integrate certain
aspects of the design elements that will ultimately improve the state of good repair. Therefore,
the Design Consultant shall perform the following tasks at various stages of project delivery.
28.1.1 Preliminary Design

1. Consult will work with the SCRRA Planning and Development Department (TAM Manager)
prior to the start of any design tasks. This consultant shall evaluate lifecycle needs as
compared to the existing lifecycles and will design appropriately to best optimize the
design element.
o Establish an Invitation for Bid bid list items to include the appropriate items using
Table 28-1 as a guide.
2. Consult with the SCRRA Maintenance and Rehabilitation Department to discuss the
project regarding:
o Type and manufacture of material and systems desired.
o Locations and type of potential maintenance issues that may be corrected or improved
by the proposed project.
o Depending on funding, additional rehabilitation of existing assets that should be
included as part of the proposed project.
28.1.2 Final Design

• At a minimum, include the asset types shown in Table 28-1. The bid list shall include these
items as described in Table 28-1 with additional bid items as needed. Table 28-1 includes
those items identified in the TAM Plan that are tracked for inclusion of the asset
management system.
• Provide accurate bid items quantities used for the bidding process.
• Provide accurate as-built information to the Construction Manager.

• Coordinate with the CM to identify the final as-built quantities relative to the bid list as well
as any items added during construction that may have not been included on the initial bid
list but are pertinent to Table 28-1. Transfer this information to the TAM Manager.
28.1.3 Exclusion
Since SCRRA does few vehicle procurements as compared to infrastructure improvements, this
chapter focuses on the latter. However, if the procurement involves locomotives and rolling stock
then the Design Consultant will work with TAM Manger to identify what bid items need to be
included with the procurement bid.
TABLE 28-1. SCRRA ASSET MANAGEMENT INVENTORY AS-BUILT LIST

Asset Type Unit Quantity Manufacturer
Track
Tangent – Wood Ties TF Not applicable
Tangent – Concrete Ties TF Not applicable
Curved – Wood Ties TF Not applicable
Curved – Concrete Ties TF Not applicable
Track-Special Track Work
Single Turnout EA
Single Crossover EA
Double Crossover EA
Slip Switch (Single or Double) EA
Lapped Turnout EA
Single Crossing EA
Bridges/Culverts
Bridges LF Not applicable
Culverts EA Not applicable
Tunnels
Tunnels LF
Signals and Trail Control
Wayside detector EA
Intermediate signal EA
Intermediate signal – automatic EA
transfer panel
Back-up battery system EA
Wayside detector – intrusion EA
detection warning
Back-up generator/UPS system EA
Electrocode repeater EA

TABLE 28-1. SCRRA ASSET MANAGEMENT INVENTORY AS-BUILT LIST

Asset Type Unit Quantity Manufacturer
Crossing remote start location, EA
RTU
Radio antenna EA
Roadway crossing EA
Grade crossings EA
Control point interlocking EA
Control point switch machine EA
hand thrown switch machine
Control point, motorized switch EA
machine
Communications
Fiber optics equipment EA
Ruggidized network equipment EA
Station communication shelters EA
NOX monitoring system EA
Intrusion detection system EA
Radio equipment EA
Base radio stations EA
Radio antenna EA
Communication hubs EA
Other Systems
TVMs EA
Validators EA
Computer equipment EA
Stations
Station platforms SF Not applicable
Station canopies EA Not applicable
Elevators and escalators EA
Pedestrian walkways LF Not applicable
Parking spaces EA Not applicable
Facilities
Facility equipment EA Not applicable

29.0 TEMPORARY TRAFFIC CONTROL

29.1 SCOPE
Safe and effective traffic control zone near a highway-rail grade crossing is an integral and
high-priority element of every project from planning through design and construction. The
requirements set forth in this section establish the basis for safe traffic conditions at or in the
vicinity of any SCRRA highway-rail grade crossings. Every effort must be made to provide safe
conditions for motorists, bicyclists, pedestrians, trains, and other vehicles. Location and duration
of temporary traffic control, protection or lack of protection by railroad crossing warning system in
both directions, type of rail and highway traffic, and flagging can affect the selection of temporary
traffic control, signs, signals, markings, lighting, barricades, hand signal devices, etc. These
variable factors shall be carefully studied prior to designing and implementing temporary traffic
control zones.
The primary function of temporary traffic control is to provide for the safe and efficient movement
of the roadway users and to provide protection to individuals and equipment within the activity
area that has interrupted the normal use of the highway. The following criteria will provide
acceptable alternatives to prescribe the appropriate temporary traffic control measure at
The criteria are not intended to be a substitute for engineering knowledge, experience, or
judgment, nor are these criteria intended to establish a legal standard. It is expected that the
railroad professionals and traffic engineers will review other applicable design standards for more
detailed information. The material presented herein is not intended to serve as a statement of a
standard or recommended practice in traffic engineering.
29.2 DEFINITIONS
For definitions see Appendix A Terms and Definitions.
29.3 REFERENCED STANDARDS

Temporary traffic control will comply with the current editions of the referenced standards. See
the standards and codes listed in Appendix A.
29.4 TRAFFIC CONTROL PLANS

Development and approval of temporary traffic control plans are the responsibility of the local
Public Agency having jurisdiction over the roadway. Traffic control planning and design shall be
coordinated with SCRRA for any traffic control setup that affects any highway-rail grade crossing,
whether directly (traffic control through crossing) or indirectly (causing vehicles to queue over the
crossing). If it is determined the traffic control operation has the potential to impact the highway-rail
grade crossing, SCRRA must approve any and all temporary traffic control plans and devices to

assure no degradation of the safe operation of grade crossings and to provide safe and efficient
movements of all roadway users.
The traffic control plan shall at a minimum consider and include the following information:
• Narrative explaining traffic control scope, duration, work hours, working days
• Existing conditions and facilities such as roadway and lane dimensions, sidewalks, curbs,
driveways, medians, parking conditions, existing striping and pavement markings, traffic
signals, posted speed limits, and existing signs, as well as track location, right-of-way
limits and property lines
• Location, dimensions, and limits of the work area in the public or railroad ROW
• Any necessary traffic control devices, such as signs, barricades, cones/delineators,
surface mounted channelizers, flashing arrow signs (arrow boards), changeable message
signs (CMS), temporary striping, crash cushions, and k-rail
• Appropriate traffic control design elements such as advanced warning area, transition
area, activity area, termination area, road closures, lane closures, speed zoning, tapers,
buffers and clearances, parking controls, signal controls, and the proposed improvements
necessitating traffic control
• Appropriate detour plans for vehicles, pedestrians, and bicyclists as necessary
• Stage construction as necessary for completion of proposed work.
• Any necessary temporary lighting to assure all grade crossing users have adequate
visibility throughout construction
• Locations of roadway flaggers
• Location of existing RR warning devices. The plan should specify that visibility to RR
warning devices shall be maintained at all times. If the existing crossing has RR gates,
gate coverage shall be maintained the duration of construction or a roadway flagger shall
be required.
Every effort shall be made to have, in place, emergency traffic escape routes on the downstream
side of the highway-rail grade crossing. As many lanes as possible should be provided for traffic
movement in each direction. Traffic control plans shall minimize the inconvenience, delay, and
accident potential to affect traffic. If traffic control has the potential to cause queuing over the
highway-rail grade crossing (such as reduced number of lanes downstream of a crossing) a
roadway flagger shall be placed at the crossing to stop vehicles from blocking the crossing. The
roadway flagger must remain at the crossing until the traffic control devices have been removed.
29.5 SUBMITTALS
Traffic control plans shall be submitted to SCRRA for all activities located within or in the vicinity
of any SCRRA highway-rail grade crossings. A written approval of the traffic control plan from
SCRRA and the Public Agency having jurisdiction over the roadway is required prior to initiating
any construction activity. It is also necessary to obtain SCRRA’s written approval for any changes
to the traffic control plan. Signature approval from the Public Agency must be provided to SCRRA,

before SCRRA will approve and issue any Right-of-Entry Permits to perform work on or adjacent
to railroad ROW.
It is recommended that the Public Agency schedule a meeting with the SCRRA and the Public
Agency’s design engineer prior to the first submittal of plans to discuss initial concepts of the
traffic control plans.
ES 4301shall be consulted prior to preparing and finalizing traffic control plans. This standard
shows a typical application and it shall be modified to meet the needs of changing conditions in
the temporary traffic control zone. Additionally, special attention shall be paid to CA MUTCD Parts
6 and 8 during development and revision of traffic control plans.
29.6 TRAFFIC CONTROL ELEMENTS

The location and duration of temporary traffic control, protection or lack of protection by railroad
crossing warning system in both directions, type of rail and highway traffic and flagging can affect
the design and selection of temporary traffic control plan. These variable factors should be
carefully studied prior to designing and implementing temporary traffic control zones. The
following are requirements to integrate the various factors affecting the temporary traffic controls
at or in the vicinity of highway-rail grade crossings. Refer to ES 4301 for additional information.
• Location of Temporary Traffic Control (Work is within Railroad right-of-way vs work is in
the vicinity of Railroad right-of-way);
• Duration of work (short-term stationary vs intermediate term stationary vs long term
stationary);
• Railroad signal location (Highway-rail crossing warning signals present in one direction vs
both direction);
• If there is queuing of vehicles across the track.
29.7 WORK WITHIN OR IN THE VINCINITY OF RAILROAD RIGHT-OF-WAY

A Law Enforcement Officer(s)/Roadway Flagger(s) will be present at all times at the crossing
when queuing of vehicles across the track(s) due to traffic control activities cannot be avoided.
The “DO NOT STOP ON TRACKS” (R8-8) shall be prominently displayed on all approaches to a
highway-rail grade crossing within the limits of a Temporary Traffic Control Zone.
SCRRA Form No. 5 (Indemnification and Assumption of Liability agreement) will be executed and
submitted when highway-rail grade crossings exist within or in the vicinity of a Temporary Traffic
Control Zone, lane restrictions, flagging, or other operations and queuing of vehicles across the
track(s) cannot be avoided. This form can be accessed through SCRRA’s website
29.8 RESPONSIBILITY/AUTHORITY
29.8.1 Public Agency

Traffic control plans and devices are the responsibility of the Public Agency having jurisdiction of
the highway.

Temporary traffic control planning and design shall be coordinated with SCRRA since Public
Agencies and SCRRA are obligated to coordinate all installation, operation, maintenance, use
and protection of grade crossings activities under the California Public Utilities Commission.
The Public Agency shall reimburse SCRRA for all cost and expenses related to plan reviews and
RWIC services.
If the Public Agency itself does the construction within or in the vicinity of the highway-rail grade
crossings, the Public Agency will be responsible for all the requirements mentioned in
Section 29.8.2, Contractor.
29.8.2 Contractor
The Contractor shall obtain all necessary permits, provide timely notifications and coordinate the
work with all affected Public Agencies. The Contractor shall submit and obtain written approval of
the temporary traffic control plans from the Public Agency and SCRRA for all activities located
within or in the vicinity of highway-rail grade crossing.
The Contractor will submit SCRRA Form No. 5 or Form No. 6 prior to any activities at or near
highway-rail grade crossings as per requirements shown in Section 29.7. SCRRA shall be notified
in writing at least five working days in advance of any work on the temporary traffic control at the
The Contractor shall train all Roadway Flaggers in the fundamentals of flagging traffic before
being assigned as Roadway Flaggers.
The temporary traffic control will be performed as per California State License Board rules and
requirements.
Temporary Traffic Control Zones will be inspected regularly to check that applicable traffic control
signs, signals, markings, lighting devices, barricades are effective, visible, clean, and in
compliance with the approved traffic control plan. All temporary traffic control devices will be
removed as soon as possible when they are no longer needed.
The Contractor shall cancel the temporary traffic control at the highway-rail grade crossing if
requested by SCRRA for the conditions mentioned in Section 29.8.3 below.
29.8.3 SCRRA
SCRRA will review, comment, and approve the temporary traffic control plans and SCRRA Form
No. 5 or Form No. 6 submitted by the Public Agency or the Contractor.
SCRRA will provide the services of an RWIC, at the Public Agency’s or Contractor’s cost.
SCRRA will ask the Public Agency or the Contractor to cancel the temporary traffic control under
any one of the following conditions:
• The Public Agency or Contractor activity does not meet CA MUTCD Part 6 and Part 8
requirements
• In the opinion of SCRRA the work interferes with or endangers the movement of Road
Users and train traffic

• Law Enforcement Officer(s)/Roadway Flagger(s) are not present at the highway-rail grade
crossing
• The Flagger qualifications, clothing, hand-signaling devices, Flagger procedures and
Flagger stations does not meet the CA MUTCD, WATCH, or Caltrans requirements
If any of the above unsafe conditions exist, the traffic control will be terminated immediately or as
soon as practical and work may be resumed at a later date after approval has been granted by
SCRRA.
29.8.4 Law Enforcement Officer/Roadway Flagger

Flagger qualifications, clothing, hand-signaling devices, Flagger procedures, and Flagger stations
shall meet the requirements as stated in the CA MUTCD, WATCH, or Caltrans manuals.
A Flagger shall provide temporary traffic control, in conjunction with the required flagging
operations traffic control devices, such as warning signs, cones/delineators, and barricades.
Flagger shall familiarize themselves with the traffic conditions, traffic controls, traffic signals,
physical features, and visibility prior to performing temporary traffic control duties.
Flagger shall prevent vehicles from stopping within the highway-rail grade crossing, considered as
being 15 feet on either side of the closest and farthest rail.
29.9 PEDESTRIAN AND BICYCLE TRAFFIC

Special consideration should be given to pedestrians and bicyclists safety when the work area
encroaches upon a sidewalk, walkway, crosswalk, or bikeway within or in the vicinity of a grade
crossing. Traffic control plans shall be designed to maintain pedestrian and bicycle access unless
otherwise approved by the Public Agency. Traffic control plans for pedestrians and bicyclists shall
at minimum consider:
• Maintaining existing pedestrian crossings and public transportation stops
• Maintaining sidewalks or providing alternate routes
• Providing a minimum of 5 feet of horizontal buffer space between walkways within the
work site and the work areas or operating equipment
• Providing walkways that are not in direct conflict with vehicles operating within the work
site or other traffic
• Providing barricades or temporary traffic barriers when necessary to divert pedestrians
within a street
• Providing adequate visibility of the grade crossing, warning devices and approaching
trains. Depending on the construction activity, visibility to any of these items can be
blocked due to the construction activity on any given day. Regular care needs to be given
to access pedestrian and bicycle users during construction at or near a grade crossing.
• Maintaining adequate lighting throughout construction


30.0 SHARED USE

30.1 SCOPE
With recent emphasis on different modes of transportation to improve public transit in densely
populated areas, it is a priority for SCRRA Member Agencies that own railroad Right-of-Way that
make up most of the SCRRA system to allow other transportation uses within the same corridor
as SCRRA. These additional uses at times can create limitations on SCRRA, such as, future
expansion, conflicts with operations, and maintenance challenges as well as increased planning,
design coordination, budgets, and constructability and operational complications.
The criteria provided in this chapter considers only the different types of shared uses along with
specifics pertinent to the intended use. Specifics pertaining to detailed design features such as
track, grade crossings, stations, bridges, drainage, communications and signals, and other major
aspects of the design are spelled out in detail in other chapters. Safety is the top priority of any
project including shared use projects. Deviation from the preferred design criteria will require the
approval of the SCRRA Project Manager via written acknowledgement. Deviation from the
minimum criteria will require approval by SCRRA through a Request for Special Design
Consideration (see Section 3.2.2).
To ensure a successful project, the Project Sponsor along with their consulting team shall meet
with SCRRA at the beginning of the planning phase to review the SCRRA approval process,
operational goals, system rehabilitation and upgrades, compliance with standards and
specifications, Design Procedure Manual and Design Criteria Manual requirements, funding
sources, schedule, third-party and stakeholders, regulatory requirements, and coordination with
SCRRA projects.
30.2.1 Definition of Shared Use

As defined by 49 Code of Federal Regulations (CFR) Part 211- Rules of Practice, Subpart
F – Interim Procedures for the Review of Emergency Orders, Appendix A – Statement of Agency
Policy Concerning Waivers related to Shared Use of Track or Rights-of-Way by Light Rail and
Conventional Operations.
1. Shared Track - Shared use of track refers to situations where light rail transit operators
conduct their operations over or crossing the lines of the “general railroad system of
transportation”* (FRA regulated) and includes light rail operations that are wholly
separated in time (temporally separated) from conventional operations as well as light rail
operations operating on the same trackage at the same time as conventional rail
equipment (simultaneous joint use). Usage of the term conventional, in the context of this
chapter, refers to SCRRA’s track assets.
2. Shared Right-of-Way– Transit vehicles operate on separate tracks with their track centers
less than 25 feet from adjacent freight track centerlines.

3. Shared Corridor - Transit and conventional rail operators share the corridor, but tracks are
separated by at least 25 feet and no more than 200 feet. The FRA believes that intrusion
by derailed freight or transit cars onto a parallel railroad track is unlikely beyond 200 feet.
**The Federal Railroad Administration (FRA) also defines “shared minor facilities” as:
1. Highway/rail grade crossing where transit lines and general railroad system share crossing
protection.
2. Railroad
3. Level crossings (diamonds) between transit tracks and general railroad system tracks.
4. Shared movable bridges.
* General Railroad System of Transportation - FRA refers to the network of standard gage track
over which goods may be transported throughout the Nation and passengers may travel between
cities and within metropolitan and suburban areas. See 49 CFR Part 209, Railroad Safety
Enforcement Procedures.
**USDOT, Catalog of Common Use Rail Corridors, FRA, April 2003
30.2.2 Standards
SCRRA Standards - See Chapter 3 Section 3.2.1 SCRRA standards for a listing of applicable
standards and documents.
Miscellaneous Requirements
• All projects must follow SCRRA standards and while Project Sponsors are subject
SCRRA’s final decisions, there are times when deviations from these standards are
acceptable after review and approval by SCRRA. It shall also be the sole responsibility of
the Project Sponsor to identify all project requirements of not only the project specifics but
those of any regulatory entity such as the FRA and CPUC. This also applies the following
requirements, including but not limited to: requirements by cities, other public agencies,
public and private utilities, and private companies as well as those having superior or prior
rights over railroads such as grade crossings where the road existed before the railroad.
• Property rights by encumbrance mechanism such as easements and licenses.
• Rights granted by project delivery agreements and property acquisition settlements. This
includes Right-of-Way purchase agreements and temporary construction easements.
• RTC – Rail Traffic Controller modeling results
• Utility provider requirements
• Operating Railroad Requirements – BNSF, UP, and Amtrak
During all phases of a project, the Project Sponsor shall identify all requirements inclusive of
third-parties and stakeholders, include these into a risk registry, and present both to SCRRA for
resolution and approval.

30.2.3 Jurisdiction
The Rail Safety Improvement Act of 1988, Pub. L. 100-342, ("RSIA") amended the Federal
Railroad Safety Act of 1970, 45 U.S.C. §§ 421, 431 et seq., to provide the Federal Railroad
Administration (FRA) broader regulatory authority over the Nation’s railroads. The term "Railroad"
as used in the Act means all forms of non-highway ground transportation that run on rails or
electro-magnetic guideways, including (1) commuter or other short-haul rail passenger service in
a metropolitan or suburban area, as well as any commuter rail service that was operated by the
Consolidated Rail Corporation as of January 1, 1979, and (2) high-speed ground transportation
systems that connect metropolitan areas, without regard to whether they use new technologies
not associated with traditional railroads. Such term does not include rapid transit operations within
an urban area that are not connected to the general railroad system of transportation. For policy
reasons, FRA does not exercise jurisdiction under all its regulations, 49 CFR Parts 200 – 299, to
the full extent permitted by statute. See 49 CFR Part 209, Appendix A.
30.2.4 Project Sponsor

SCRRA operates Metrolink service on various lines that are owned by different entities, most of
which are the five Member Agencies that comprise SCRRA; more specifically, the Los Angeles
Metropolitan Transportation Authority (LACMTA or Metro), Orange County Transportation
Authority (OCTA), Riverside County Transportation Commission (RCTC), San Bernardino County
Transportation Authority (SBCTA), and the Venture County Transportation Commission (VCTC).
A large portion of Metrolink service is operated on Right-of-Way owed by the BNSF Railway and
Union Pacific Railroad with a lesser portion on North County Transit District’s line from the Orange
County line to the Oceanside Transit Center.
In most cases, a Project Sponsor would be a public agency either one of the five SCRRA Member
Agencies or other ones such as the Metro Gold Line Foothill Extension Construction Authority.
Generally, the Project Sponsor will fund and lead a project from concept through delivery, hiring
consultants, and bidding and managing the construction. This would only apply to the Right-of-
Way owned by the five SCRRA Member Agencies. Any work on BNSF or UP Right-of-Way would
be up to each railroad.
While an ultimate Project Sponsor may do planning, without input from SCRRA, for their own use
such as adding projects to the Regional Transportation Plan, it will not relieve them from executing
an agreement with SCRRA should the project go beyond the planning phase. Below is a general
discussion of these requirements.
30.2.5 Oversight and Post-Construction Costs

For any Shared Use or other projects, affecting the SCRRA ROW, infrastructure, and operations,
it is SCRRA’s policy to recover all project oversight costs from concept to construction,
commissioning, testing, and maintenance. Depending on the project, these costs may incorporate
the use of SCRRA staff, consultants, vendors, contractors, flag protection, and legal counsel.
As with oversight, depending on the project, the Project Sponsor shall pay all associate project
costs that may include ongoing costs after construction. These may include but are not limited to:

• Known future costs of additional required improvements, operations, and maintenance not
only for the railroad infrastructure but those improvements that may be an ongoing cost to
SCRRA.
• Administration that would charge to project for specific project related tasks such as
contract compliance, grants and funding reporting requirements, and accounts payable
and receivable invoicing processing.
• Operations – dispatching, train crews, maintenance of equipment, and bus bridges.
• Maintenance of Way – Trackwork (49 CFR Part 213), structures, stations, drainage, and
grade crossings.
• Maintenance of C&S - Communications and signals (49 CFR Part 234 and 49 CFR Part
236), Customer Information System, ticket vending machines, positive train control (PTC),
warning devices.
• Roadway Worker Protection (49 CFR Part 214), e.g. – Flagging, Form Bs, absolute work
windows, track and time.
Due to the sensitivity of the SCRRA communications and signal system, and the requisite
experience needed to design, test, and commission the system, the Project Sponsor shall contract
directly with one of the SCRRA on-call PTC Communications & Signal Systems Design and
Engineering Services firms to perform all designs including PTC, testing, programming, and
commissioning of the Project for any work that effects the SCRRA signal system.
30.2.6 Design for End User

The goal of any project is to provide a cost-effective deliverable project within budget and
schedule and with the best configuration possible that meets the End User’s needs. The End User
is the entity that will operate and maintain the system that was designed. This includes all planning
tasks that may eventually be used to help deliver a project. The basic question that the Project
Sponsor and all designers shall apply, “Can the Project Sponsor improve the Metrolink system
resulting in SCRRA operating and maintaining the improvement cost effectively?”, or “Can the
Project Sponsor design and construct a system using the SCRRA Right-of-Way so as not to
adversely affect Metrolink operations.” If during planning or designing of a project, the Project
Sponsor or their consultant realizes that the Project creates too high of a risk to SCRRA to
effectively and efficiently operate and maintain the Metrolink system, all work on the Project shall
stop until a thorough reevaluation has been completed. Should this reevaluation result in a risk
that is unacceptable to SCRRA, then all work shall stop. To ensure that the goal is met with the
End User, the Project team (Project Sponsor, SCRRA, and third-party/stakeholders) at the very
beginning of the project shall engage in one or more discussions with the SCRRA operating and
maintenance departments to ensure that the Project does not adversely affect the Metrolink
system. The team should also include any regulators such as the FRA and CPUC when
appropriately. These discussions are crucial to providing a successful project.
30.2.7 Planning
Planning and delivering a shared use project adjacent to an existing railroad can take
considerable coordination and planning with public agencies and private companies but also with

state and Federal regulators. Two key drivers of a project’s viability are construction costs and
impacts to future expansion of the existing railroad system. It is important that all factors
contributing to the costs and impacts, to the best of the Project Sponsor’s knowledge, on
operations, risks, impacts, safety, maintenance, costs, liability, regulatory responsibilities, and
future growth be identified during the planning or preliminary design stages of a proposed project
so that SCRRA can easily review the proposed project. Therefore, at a minimum, the following
items shall be presented to SCRRA for review, comment, and approval before moving to final
design.
30.2.8 Concept Planning

This plan shall show the proposed use of the SCRRA ROW at a 5 percent design level as defined
in the SCRRA Design Procedures Manual as well as all other features and operational impacts
including a clear identification of the effects to the existing SCRRA railroad infrastructure. In
particular, for projects other than those that would be delivered specifically for SCRRA, the plans
shall show separation distances between SCRRA tracks and facilities to that of the proposed use
such as, OCS, crash walls, Right-of-Way intrusion systems, maintenance access routes,
grounding of existing SCRRA facilities to eliminate potential stray current effects, at-grade
crossings verses grade separations, quiet zones, and construction phasing. The Project Sponsor
shall review the SCRRA Design Procedures Manual in its entirety and apply these requirements
to all phases of project development from concept through construction, testing, and
commissioning.
100-Year Look Ahead

Railroads should always be aware of changes that could negatively affect consideration of future
or potential projects in the same area. This applies to either projects that are specifically for the
improvement of the SCRRA system or those that are occupying the SCRRA ROW. Therefore, in
either case, the Project Sponsor shall examine and accommodate any upstream and downstream
operational effects to the SCCRA system; meaning, system configuration five miles either side of
the proposed changes. For example, additional mainline or siding tracks may be needed or be
extended farther to incorporate an industrial spur or setout track; signal spacing and aspect
changes may need to be revised based on braking distances for new signals and control point
locations; or allowing ROW for an additional station track for express trains or run through. The
intent of the 100-year Look Ahead is to accommodate future SCRRA growth and to capture
nearby improvements so as not to cause an adverse condition for the operation and maintenance
of the SCRRA system.
Operational Modeling
The Project Sponsor, using Rail Traffic Controller (RTC®) to build their model (Chapter 32), will
demonstrate that the proposed project will not diminish SCRRA’s existing service and that of
future goals for expanded service. The modeling shall also show operational impacts to SCRRA
service during each phase of construction, ridership effects, and considerations for multi-modal
transit connections. SCRRA must grant approval of the concept design for both the proposed
project and any changes to the SCRRA infrastructure prior to advancing to preliminary design.

Maintenance of Way Considerations

Project Sponsor shall conduct meetings with the SCRRA Maintenance of Way, Rehabilitation,
and Communications and Signal Maintenance Departments. The proposed project shall be
presented to these departments with a focus on what issues that may impact the maintenance of
the SCRRA system. Items to discuss include, but are not limited to, materials, specifications,
constructability, maintenance access routes, coordination with ongoing and existing maintenance,
and rehab projects.
Operating Railroad Consideration

SCRRA is obligated to host commuter rail services to Amtrak and freight railroads under previous
agreements made when the railroad property was purchased by the Member Agencies. After the
presentation of the concept plan to SCRRA, SCRRA will conduct an operating railroad
stakeholders’ meeting with these entities to discuss existing agreements. In some cases, a project
will have an impact on the Class I railroads (BNSF and UP) and Amtrak. It is crucial that all railroad
stakeholders know exactly the intent of the project and how it may affect their agreements and
respective railroad operations. Some of the impacts may include, but are not limited to,
maintenance access to existing and proposed infrastructure, environmental requirements,
disruption to rail traffic, costs, constructability, and schedule. SCRRA will obtain written approval
of the Project Sponsor’s project from the commuter and freight operators as required under the
previous agreements. RTC modeling by SCRRA, at the Project Sponsor’s sole cost, may also be
necessary for the operating railroad to approve the project.
Preliminary Engineering and Environmental Clearance (PAED)

Project Approval/Environmental Document
30% design plans, as defined in the SCRRA Design Procedures Manual being a project
approval/environmental document, of both the project and changes to the SCRRA system shall
be submitted to SCRRA for review and approval based on the approved concept plans and shall
include revised construction phasing plans support by Rail Traffic Controller (RTC) modeling. The
plans shall include, but are not limited to, revised RTC modeling, all Right-of-Way acquisition and
temporary construction easements, type selections for proposed retaining walls, intrusion
barriers, bridges, track alignment, special trackwork, PTC System, signal locations including
houses and enclosures, communication facilities, grade crossing configurations, drainage
facilities, stations, utilities and relocations, and any other details as defined in the SCRRA Design
Procedures Manual for 30% design. Closely collaborate and coordinate with SCRRA during the
preparation of the environmental documents. SCRRA shall be included in all meetings,
conference calls, meetings with regulators, and distribution of all documents.
Cost Estimates
Identify to the best possible level all 5% and 30% project costs for any and all impacts to the
SCRRA ROW and the SCRRA infrastructure, including but not limited to:
• Oversight of operational analyses, design, constructability, construction, construction
management, and construction phasing;
• Testing, inspections, commissioning, training, and cutovers;

• Track outages, absolute work windows, bus bridges, and related notification costs; and
• Long-term maintenance increases.
Funding
Projects exclusively for the SCRRA system improvements sponsored by one of the five SCRRA
Member Agencies (MA), the MA shall be solely responsible for identifying funding sources
including local, state, and Federal funds, grants and formula funds, programming of said funds,
maintaining all reporting requirements, and of closing Project Closeout. However, for some
projects, the MA may work jointly with SCRRA to acquire the project funding. In this case, the
agency providing the majority of the funding, SCRRA or a MA, shall be the lead agency from
PAED to delivery.
Should the Project Sponsor be a third-party with the goal of delivering a system using the SCRRA
ROW, such as an LRT project, the Project Sponsor shall be solely responsible to acquire all
funding and shall disclose said funding to SCRRA.
Regardless of the Project Sponsor, it is imperative that all funding sources along with the funding
requirements be disclosed to SCRRA.
30.3 DESIGN CRITERIA
30.3.1 Shared Track

The use of Shared Track, high-speed rail (HSR) on SCRRA tracks, will be avoided if possible. If
the Project Sponsor desires to use Shared Track operation, the Project Sponsor shall conduct a
thorough safety study for Shared Track addressing speed, headways, mixed passenger and
freight operation, track class, signal and train control, PTC, grade crossings and grade
separations, Right-of-Way, maintenance of way equipment, and systems. After completing this
study, the Project Sponsor shall obtain approval of using shared track from SCRRA and
applicable operating railroads prior to proceeding past the planning phase.
30.3.2 Compliant Vehicles

Since the SCRRA system is part of the general railroad system of transportation, only compliant
railroad vehicles will be allowed to operate on its tracks, see 49 CFR 238. Therefore, SCRRA will
not allow LRVs to operate on its tracks including temporal separations. Furthermore, the crossing
of SCRRA track with LRVs will also not be allowed except for spur access by freight operators.
The use of alternative vehicles such as diesel multiple units (DMUs) or zero emission multiple
units (ZEMU)s on Shared Track will require SCRRA approval and the FRA prior to bidding the
project for construction.
30.3.3 FRA Waiver for LRT Projects

Waiver Petitions Involving No Shared Use of Track and Limited Connections Between Light Rail
and Conventional Operations - Even where there is no shared use of track, light rail operators
may be subject to certain FRA rules based on limited, but significant connections to the general
system. Of course, if the conventional railroad has responsibility for compliance with certain
regulations that apply at that point (for example, where the conventional railroad maintains the

track and signals and dispatches all trains), the light rail operator will still be responsible to comply
with the related regulations.
For all projects that may require a waiver and approval by SCRRA, SCRRA will request the waiver
for the Project Sponsor. SCRRA will also notify the CPUC of the waiver.
30.3.4 Grade Separations

The large number of SCRRA highway-rail grade crossings, combined with increasing number of
trains, motorized vehicle, and pedestrian traffic, has driven the need for SCRRA to develop a
grade separation policy. When considering changes and modifications to existing grade
crossings, a new grade crossing, new SCRRA service, high-speed rail, or light rail service, the
Project Sponsor of the new mode shall prepare, at its sole expense, shall prepare a report based
on Chapter 12, Grade Separation Criteria and submit to SCRRA for approval. It is recommended
that the Project Sponsor obtain SCRRA approval for any proposed grade crossing improvements
or grade separation prior to advancing beyond the planning phase.
As part of the grade separation design, the Project Sponsor may need to perform an analysis of
the Fresnel zone to determine if the PTC microwave system is negatively impacted. If so, the
Project Sponsor shall discuss any PTC modifications with SCRRA prior to advancing a design.
30.3.5 Railroad (Diamond) Grade Crossings

Should a light rail operation need to cross SCRRA tracks at grade through a diamond, several
Federal regulations will apply to the light rail operation. If movements at the crossing are governed
by a signal system, Federal regulations (49 CFR Parts 233, 235, and 236) apply, as do the signal
provisions of the hours of service statute, 49 U.S.C. 21104. To the extent radio communication is
used to direct the movements, radio rules (49 CFR Part 220) apply. Likewise, track safety
standards (49 CFR Part 213) covering any portion of the crossing that will affect the movement
of the SCRRA equipment and trains as well as freight rail operators.
30.3.6 Parallel Highway-Rail Grade Crossings

Light rail operations over highway-rail grade crossings also used by commuter or freight trains
will be subject to Federal and state regulations on grade crossing signal system safety (49 CFR
Part 234) and the requirement to have auxiliary lights on locomotives (49 CFR 229.125). Even if
SCRRA maintains the crossing, the light rail operation will still be responsible for reporting and
taking appropriate actions in response to warning system malfunctions. Depending on the grade
crossing configuration, if an LRT project uses one side of the crossing with SCRRA using the
other side, then the Project Sponsor and SCRRA will negotiate a shared grade crossing
maintenance agreement. This agreement basically requires the LRT operator to maintain the
warning devices on their side of the crossing with SCRRA maintaining the warning devices on
their side. For reference, similar agreements exist between San Diego Trolley and the North
County Transit District and between San Diego Trolley and BNSF for the Right-of-Way in
downtown San Diego.
30.3.7 OCS Stray Current

For any proposed mode that is electrified, the running rails are used as the return conductor for
OCS. Low resistance between the traction return rails and the ground allows a significant part of

the return current to leak into the ground, commonly known as stray current. This stray current
creates or accelerates the electrolytic corrosion of the metal structures in proximity of the transit
system causing metal pipes, cables, and earthing grids laid in or on to ground near the electrified
tracks to have a much shorter life span. The original and new railroad infrastructure operated by
SCRRA never considered stray current. Therefore, the Project Sponsor of an electric mode
project proposed in the SCRRA Right-of-Way shall retrofit all SCRRA infrastructure including but
not limited to stations, fencing, trackwork, grade crossings, bridges and other structures, signal
and communication systems, warning devices, and all other infrastructure items subject to
corrosion as needed to eliminate any and all stray current affects to the SCRRA system.
Furthermore, no third-rail systems will be allowed within the SCRRA Right-of-Way.
The Project Sponsor shall identify all third-party infrastructure that may be influenced by stray
current. This will be followed by a cathodic corrosion prevention plan with estimated costs to not
only retrofit SCRRA systems and infrastructure but those of third-parties that have infrastructure
within the SCRRA right-of-way.
30.3.8 Electrification
For Shared Track, the traction power supply system shall be designed so that the system is
compatible with commuter and freight railroad operations. A study of the power supply system on
the other modes of transportation shall be made and presented to SCRRA in conjunction with a
plan to mitigating any adverse effect to the SCRRA system.
30.3.9 Maintenance Access

As expected, many parts of a railroad require direct vehicular access to maintain such
infrastructure as switches, switch machines, signal houses and cases, signals, radio antennae,
and culverts. However, in many locations along the SCRRA Right-of-Way vehicular access is
limited or none-existent. This condition was generally a result of the previous Class I rail corridor
owner. As a result, it is SCRRA’s policy that all projects shall provide vehicular access to all of
the above referenced infrastructure, existing or proposed, by use of a 10’ wide graded road
running adjacent to the tracks and originating from a public street.
30.3.10 Right-of-Way
The SCRRA operating railroad Right-of-Way is owned by the five SCRRA Member Agencies as
discussed in Section 30.2.4 above. These rights-of-ways were secured from the three major Class
I railroads, i.e. - Southern Pacific Railroad, Union Pacific Railroad, and the Atchison Topeka and
Santa Fe Railway. Dating back as early as 1855, these railroads over the years had granted
thousands of license agreements for various crossings and linear uses such as overhead and
underground utilities, private and public roads, freeways and highways, drainage systems and
flood control channels, fuel and communication lines, pedestrian bridges, and private uses by
adjacent land owners. By Federal law, the Member Agencies have the same rights in all aspects
as do the original owners including the ownership and management of these licenses.

Licenses
Working with each of SCRRA Member Agencies, the Project Sponsor shall be responsible for
identifying all licenses, agreements, and in rare cases, easements on the railroad. This
information shall be plotted on the project drawings and field verified where possible.
Usually the railroads have prior rights since they were there first in the 1800s. By reviewing the
license agreements, the licensee may be required to move or modify their infrastructure at no cost
to the railroad owner. However, there are some locations that others have the prior rights, mostly
some roadways but also a few miscellaneous users for example, the City of Riverside water
delivery channel in San Bernardino that dates back before the Santa Fe. In these cases, the
Project Sponsor will need to comply with the user’s requirements. Refer to Chapter 5 for additional
Right-of-Way criteria.
Right-of-Way Acquisitions
Since SCRRA was created as a Joint Powers Authority and not by a legislative action, SCRRA
cannot acquire ROW through eminent domain, commonly known as condemnation. Instead, any
eminent domain action needed to acquire Right-of-Way will require the respective SCRRA
Member Agency to take the lead. The Project Sponsor shall work with the respective SCRRA
Member Agency to handle all Right-of-Way acquisitions, either by negotiation or eminent domain.
While the SCRRA track charts show ROW, the Project Sponsor shall have a preliminary title
report prepared of all of the proposed areas of the SCRRA system that require improvement. The
Project Sponsor shall also survey the railroad Right-of-Way to the limits of the project, set Right-
of-Way monuments at all ROW deflection points, beginning and end of ROW curves, centerline
of roads, and prepare and record a Record of Survey with the respective county.
30.3.11 Track Separations

The minimum side distance from centerline of tracks between of SCRRA/Amtrak/freight verses
any other mode shall be 30 feet inclusive of a SCRRA fencing with intrusion protection; a device
or system that alerts SCRRA anytime that the something penetrates the fence line or the plane
of the fence projected upward. Depending on the speed of both the new mode and SCRRA trains
on adjoining tracks, SCRRA may require the track centers to be increased to include cash walls
per AREMA recommendations.
30.3.12 Shared Stations

The Project Sponsor at the beginning of the concept phase should contact the respective SCRRA
Member Agency regarding ownership and existing agreements for any station considered for
shared use. The ownership is different in each of the five counties.
For example, in Riverside County, RCTC owns, maintains, and operates the Metrolink stations
as compared to SBCTA who owns the station within the railroad ROW and has half ownership of
the parking lot with the respective city. SCRRA does not own any of the stations.
For existing stations intended to be expanded to include Shared use, the following items shall be
reviewed, including but not limited to; platforms with all associated appurtenances:
• Platform Shelters

• Platform signage
• Passenger information systems,
• Ticket vending
• Platform furnishings
• Level boarding
• Track and signal alignment
• Platform access
• At-grade pedestrian crossings
• Grade separated pedestrian access
All of which will require SCRRA approval during planning and final design as well as the FRA and
CPUC.
Shared station size, access, parking, and passenger facilities will be designed to accommodate
train and passenger volumes and frequency required to serve the future demands. The station
designs will consider the need for waiting areas, concourses, ticketing, restrooms, safety and
security, and other support services. Shared platforms may be allowed if the new mode is on the
opposite side of an existing platform and if the platform is wide enough to allow for level boarding
of the new mode. Shared platforms will be prohibited where Metrolink trains load and alight trains.
See Chapter 7 for detailed information about SCRRA stations.
30.3.13 Utilities
See Chapter 10 for detailed information about utilities.
30.3.14 Structures and Pier Protection

See Chapter 12 for Pier Protection requirements and the various structures related chapters for
other requirements.
30.3.15 Railroad Intrusion Detection System

Most railroad systems are completely open to intrusion by errant vehicles, people, maintenance
personnel, and objects coming into the railroad Right-of-Way. While statistics show most deaths
occur in railroad Right-of-Way from trespassers, railroad workers can also be at risk. Adding a
system such as an LRT adjacent to a railroad increases these risks. LRT systems are regulated
by the CPUC as compared to railroads which are regulated by the FRA. Both have similar
roadway workplace safety requirements, however Federal regulations hold railroads to a higher
and different standard. If an intrusion barrier is not constructed between the two systems, LRT
maintenance crews are more likely to encroach into the railroad Right-of-Way and be close
enough to foul SCRRA tracks. For this reason, a railroad intrusion detection system or wall shall
be required between the two types of systems. This requirement also applies to high-speed rail
or any other different mode. The type of system or wall will depend on the speed of the rail
vehicles, which direction they are traveling, and more notably, the spacing between system tracks.

However, unlikely as it is, separation distances of 200 feet and greater will not require an intrusion
wall.
The type and height of railroad intrusion detection system or wall or device is subject to SCRRA
approval. The intrusion system shall run continuously between the two modes. Furthermore, the
detection system shall be independent and not a tied to the signal system. The system shall be
designed and built by the Project Sponsor to SCRRA requirements. The ongoing maintenance
costs shall be paid by the Project Sponsor.
30.3.16 Train Control Interaction

Where a light rail operation is governed by the same train control system as a commuter/freight
railroad (e.g. - at a moveable bridge that they both traverse), the light rail operator will be subject
to applicable Federal regulations, primarily the signal rules in 49 CFR Parts 233, 235, and 236, if
it has maintenance or operating responsibility for the system.
30.3.17 Construction
As stated above, the Project Sponsor shall solely be responsible for all Project construction and
oversight costs incurred by SCRRA staff, consultants, vendors, contractors, and legal counsel as
well as all stakeholder costs such as the freight railroads, public agencies, and utility companies.
Refer to SCRRA specifications Section 01 14 00, Work Restrictions, for requirements, provisions,
and rules and hours of operation regarding construction activities that affect SCRRA’s operating
system.

31.0 SIGNAGE
31.1 SCOPE
The design of an SCRRA signage layout is site-specific and shall reflect the surrounding
community. However, the functionality of SCRRA signage must be practical and consistent in
order to effectively serve SCRRA train crews and passengers. The preferred criteria set forth in
this chapter are intended to ensure that all signs are designed and placed to meet the minimum
requirements for a SCRRA commuter train station, highway-rail crossing, pedestrian rail crossing,
or railroad corridor. All signage and graphics shall fully conform to the most current version of the
SCRRA Engineering Standards ES 3301 thru ES 3340. It is the DESIGN CONSULTANTS
responsibility to be aware of changes to the Engineering Standard drawings.
31.1.1 Standards and Codes

This chapter provides preferred criteria for the selection of signs and materials necessary to
communicate effectively with the public. Current standard signs shall be used as necessary to
comply with all laws and regulations. Signage design shall meet all current and applicable parts
of referenced and applicable standards. As well as meeting specific project requirements, where
any conflict in criteria exists, the stricter criteria shall govern.
Deviation from the preferred design practices and standards will require the approval of the
SCRRA Project Manager via either the project Design Submittal Report or a project specific Basis
of Design Report. Deviation from the minimum standards will require approval by SCRRA through
31.2 SIGN PLACEMENT

Signage on a railroad system is one of the crucial ways that the public learns to use the rail system
safely. The designer shall take special care to layout signage plans in a manner that aids in that
communication. Signs shall be placed such that visual conflicts with other signs and other warning
devices are eliminated to the extent possible. Signs should be placed so that all signs at a location
combine to produce a clear meaning such that a prudent user of the roadway has the information
necessary to safely use the transportation systems.
Signs shall have a minimum clearance of 10 feet from centerline of track to edge of sign, see ES
2102.
31.3 SIGN SCHEDULE

A comprehensive signage schedule for the project under design shall be prepared that details all
signs to be placed, their location, type, specific sign name, orientation, and legend. This sign
schedule shall be included in the construction documents.
31.4 PROJECT SIGN DURING CONSTRUCTION

A construction specific project sign shall be placed to inform the public of the project title and
regarding the project funding sources. See ES 5201.

31.5 RIGHT-OF-WAY SIGNAGE/RAIL CORRIDOR SIGNAGE

Signage along the rail corridor is placed to aid rail operations and to deter trespassers from
entering the railroad Right-of-Way.
31.5.1 SCRRA ROW Station Signage

ROW signs are necessary for passenger information and train operations or are required by ADA.
Additional signs shall be configured to control passenger and trespasser access to the tracks and
the Rail ROW. See the ES 3000 series for examples of required and optional station signage.
At the station owner’s cost, SCRRA will design, fabricate, and install various signs on the platform
and in the ROW. SCRRA will be responsible for ongoing maintenance of ROW signage.
31.5.2 SCRRA Mile Posts

Mile post signs shall be placed along the project corridor in a manner that allows them to be read
from both directions. In single track territory mile post signs shall be placed on the right hand side
of the track as one faces increasing mile posts. In areas of multiple tracks, mile post signs shall
be placed on the field side of the track farthest to the right. Horizontal signs are preferred. See
the following SCRRA Engineering Standards from the ES 5000 series:
• ES 5211 for Mile Posts signs
• ES 5213 for Permanent Speed Restriction signs
• ES 5214 for No Trespassing and Tenth Mile Post signs
31.5.3 Quiet Zone Signage

Quiet Zone signage alerts the public to a crossing at which train horns are not routinely sounded
as a train approaches.
31.5.4 Public Information Signs

The application of signage at highway-rail grade crossings that are in a Quiet Zones (QZ) is
defined in Part 8 of the CA MUTCD and SCRRA ES 4002, ES 4005 and ES 4006. QZ signs are
necessary for road-user information and safety. Design signage at each crossing shall comply
with FRA 49 CFR 222 and MUTCD & CA MUTCD, in particular the following:
• FRA 49 CFR Section 222.25
o At a minimum, each approach to every private highway-rail grade crossing within a
new QZ, or partial QZ, shall be marked by a “Crossbuck” and a “STOP” sign, which
are compliant with MUTCD standards unless otherwise prescribed by State law.
• FRA 49 CFR Sections 222.35(c)1
o Each highway approach to every public and private highway-rail grade crossing within
a QZ, or partial QZ, shall be equipped with an advance warning sign that advises the
motorist that train horns are not sounded at the crossing. Such signs shall conform to
the standards contained in the MUTCD.

• FRA 49 CFR Sections 222.35(f)

o All pedestrian grade crossings within a QZ must be treated in accordance with Section
222.27 of this part.
• FRA 49 CFR Sections 222.27(d)1
o Each approach to every pedestrian grade crossing within a QZ shall be equipped with
a sign that advises the pedestrian that train horns are not sounded at the crossing.
Such sign shall conform to the standards contained in the MUTCD.
• MUTCD Section 8B.01 Table 8B1 Grade Crossing Sign and Plaque Minimum Sizes
o “No Train Horn” W10-9
o “No Train Horn” W10-9P
• MUTCD Section 8B.17 LOOK Sign (R15-8)
o At grade crossings, the LOOK (R15-8) sign may be mounted as a supplemental plaque
on the Crossbuck support, or on a separate post in the immediate vicinity of the grade
crossing on the railroad ROW. A LOOK sign should not be mounted as a supplemental
plaque on a Crossbuck Assembly that has a YIELD or STOP sign mounted on the
same support as the Crossbuck.
31.5.5 Train Crew Information

There are a variety of informational signs to provide information to train crews. These signs shall
have a minimum clearance of 10 feet from centerline of track, see ES 2102. The following signs
shall be placed:
• Whistle Point and Quiet Zone signs shall be placed per ES 5216
• Control Point Limit signs shall be placed per ES 5218
• Station Name signs shall be placed per ES 5222
• Mechanical Limit and No Ride Zone signs shall be placed per ES 5223
31.6 HIGHWAY RAIL GRADE CROSSING SIGNAGE

The application of signage at highway-rail grade crossings is defined in Part 8 of the CA MUTCD
and SCRRA ES 4006. The requirements within this section of the CA MUTCD for the proper
application of highway signs at the crossing and SCRRA ES 4006 shall be adhered to.
The highway agency is responsible for approving the use of highway signs, installation and
maintenance. Design of highways signs at and around highway-rail grade crossings will require
coordination between the highway agency, CPUC and SCRRA.
Additional warning signs (such as a “Low Ground Clearance” W10-5) are preferred to alert
motorists of a low ground-clearance situation at multiple-track crossings involving concentric
superelevated curves.

In addition to highway signs to be installed at the highway-rail grade crossing, there may be
additional signs required to inform the public of warnings and regulations at a highway-rail grade
crossing. Following is a partial list, other signs may be required:
• “No Dumping/No Trespassing” per ES 5214
• “Emergency Notification Sign (ENS) (I-13)” as per ES 8270-02 and as per CA MUTCD
Section 8B.18
• Number of Tracks Supplemental Warning Panel W48 per CA MUTCD Section 8B.06
• “DO NOT STOP ON TRACKS” Sign (R8-8) per CA MUTCD Section 8B.09
• “STOP HERE ON RED” (R10-6) per CA MUTCD Section 8B.12
• “STOP HERE ON FLASHING” (R10-8) per CA MUTCD Section 8B.12
• Short Storage Space Signs (W10-11, W10-11a, W10-11b) per CA MUTCD Section 8B.24
• Skewed Crossing Sign (W10-12)
• TRAINS MAY EXCEED 80 MPH Sign (W10-8) per CA MUTCD Section 8B.20
• “LOOK” (R15-8) per CA MUTCD Section 8B.17 and ES 3319 & ES 4006
• “Warning! Do Not Cross Tracks When Gates Are Down” per ES 3317
Installation of such signs on SCRRA’s member-owned ROW shall be installed per the latest
SCRRA Engineering Standards.
For temporary construction crossing signage refer to ES 4302.
31.7 PEDESTRIAN RAIL GRADE CROSSING SIGNAGE

The application of signage at pedestrian grade crossings is defined in Part 8 of the CA MUTCD
and per the following SCRRA Engineering Standards:
• ES 4002
• ES 4006
• ES 4018
• ES 4021
The requirements within this section of the CA MUTCD for the proper application of pedestrian
crossing signs at the crossing and SCRRA ES 4005 and ES 4006 shall be adhered to. All at-grade
pedestrian crossings shall include horizontal warning signage on the pathway at each side of the
crossing.
CA MUTCD Signs:
• “LOOK” (R15-8) per CA MUTCD Section 8B.17 and ES 3319 & ES 4006

31.8 WAYFINDING STATION SIGNAGE
31.8.1 Platform and Right-of-Way signs

Platform and ROW signs are necessary for passenger information and train operations or are
required by Federal Standards for Accessible Design.
Signs shall be placed at sufficiently frequent intervals and at visible locations to provide clear
directions and information to commuters without additional assistance.
Right-of-Way Signs
At the station owner’s cost, SCRRA will design, fabricate, and install various signs on the platform
and in the ROW. Alternatively, upon coordination and after approval from SCRRA, the station
owner may design, fabricate and install most platform signage as reviewed and approved by
SCRRA. These signs are necessary for passenger information and train operations or are
required by Accessible Design.
Station signage will include train car position signs to indicate to train crews where to position
trains at boarding locations, these signs must be allowed for in the design of other station features.
See ES 3303.
Additional signs shall be configured to control passenger and trespasser access to the tracks and
the ROW.
Platform Signage
At the station owner’s cost, SCRRA will design, fabricate, and install various signs on the platform.
Maintenance of all platform signage is the responsibility of the station owner.
Persons are subject to California Penal Code section 640 which regulates actions on or in facilities
or vehicles owned or leased of a public transportation system. Signage limiting access to the
transit station or vehicle shall be posted prior to the entrance to the platform or station 640.c(1)
https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=PEN&sectionNum
=640
Wayfinding Signage
Accessibility requirements for Signage shall meet the provision of CBC 11B-216.1 Signs and CBC
Chapter 11B Division 7: Communication Elements and Features.
Wayfinding is defined as “directional signage” for the purpose of accessibility requirements.
Refer to CBC 11B-703.5 for Accessibility requirements for directional signage. Accessibility
requirements for directional signage include:
• Non-glare finish.
• Contrast: characters shall contrast with their background with either light characters on a
dark background or dark characters on a light background.
• Case: Characters shall be uppercase or lowercase or a combination of both.
• Characters shall not be italic, oblique, script, highly decorative or other unusual forms.

• Characters shall be selected from fonts where the width of the uppercase letter “O” is
60 percent minimum and 110 percent maximum of the height of the uppercase letter “I”.
• Minimum character height shall conform to CBC Table 11B-703.5.5.
• Visual characters shall be 40 inches minimum above the finish floor or ground.
• Stroke thickness, character spacing, line spacing, and format shall comply with CBC
11B-703.5.
Braille
Refer to CBC 11B-703.3 for Accessibility requirements for braille signage. Braille signage is
required for:
• Restrooms
• Permanent rooms
• Elevators
• Exit Routes
• As determined by CBC 11B-216.
• Doors leading into hazardous areas that might prove dangerous to a blind person shall be
made quickly identifiable by tactile/Braille signage, mounted on the wall at the latch side
of the door.
Where braille is determined to be included for accessibility, braille construction shall comply with
CBC 11B-703.3. Additional braille that is not required but included shall also comply with CBC
11B-7.3.3.
Dual-Language Signage
A maximum of two languages on a single sign or sign assembly shall be allowed. Dual-language
signage shall be limited to wayfinding signage from the platform area to the exit or entry of the
station. The allowance and the determination of the second language shall be approved by
SCRRA prior to fabrication of the signage.
See ES 3301 through ES 3340 for examples of required and optional station signage.
31.8.2 Customer Information Signs

Refer to Chapter 20, Communications Systems, for electronic or low-voltage powered customer
information signs.
31.8.3 Fire Department signs

Fire department connections shall be designated by a sign with raised letters, at least one inch in
size, cast on a plate or fitting reading: “Autospkr,” “Open Spkr,” or “Standpipe,” whichever is
appropriate. The sign shall also indicate the buildings or structures, or parts thereof, served by
the connection. The Authority’s logo shall be provided at each fire department connection for
identification.

31.8.4 Multiple Track Signage

At highway-rail crossings that have multiple tracks signage shall at minimum follow the
requirements of ES 5216, ES 4006, ES 4302, and ES 4311.
31.8.5 In-Station Pedestrian Crossing Signage

Pedestrian only crossings shall have signage laid out per ES 4018 and ES 4021.
31.8.6 Parking Lot Signage

All station parking lot entrances must include an entrance sign containing the SCRRA logo. The
main entrance must also have a monument sign. The logo must be configured to comply with the
SCRRA graphics standards. At the station owner’s cost, SCRRA can design, fabricate, and install
a porcelain enamel SCRRA monument sign. The station owner is responsible for all parking,
informational, and traffic control signs in the station parking lot. SCRRA can assist in the design,
fabrication, and installation of parking lot signs at the station owner’s expense.
Other vehicular directional signs should be provided to direct motorists to the accessible parking
and short term drop off (Kiss-n-Ride) areas as needed.
Parking Lot signage shall at a minimum include:
• ADA Parking Space signage
• ADA Van Accessible signage
• Short term Drop-off area signage
• Circulation/ Exit signage
• ADA Towing signage
• Wayfinding signage
• Electric Vehicle Charging Station (EVCS) signage
Placement of Accessible signage requirements shall comply with CBC Chapter 11B Division 5:
General Site and Building Elements. Identification shall comply with CBC Chapter 11B-502.6.
Station signage placement will occasionally overlap with the placement of railroad operating
signs. Refer to Section 31.2, Sign Placement, as all signs must be accommodated in locations
with visibility for all users without blocking view of other signs or warning devices.
The station owner is responsible to maintain parking lot signage.
31.9 WAYFINDING SIGNAGE (OFF-SITE SIGNS)

Trailblazer signs are used to direct patrons from freeway off-ramps and major arterial highways
to the stations. Station owners should coordinate with Caltrans for the installation of Caltrans
trailblazers when appropriate. White-on-green Caltrans guide signs (G95G – train station next
exit) are used to indicate the freeway exit for a station. White-on-green Caltrans guide signs (G97
– train station with supplemental SCRRA plate) are at the bottom of freeway off-ramps and on
major arterial highways to direct motorists to the station. Trailblazer signs on local roads shall be
per ES 3306. SCRRA can provide full-color SCRRA trailblazers to cities for installation by city

forces on local streets, at the local agency’s expense. Such signs will be maintained by city forces.
If signs are posted in areas of poor lighting project owner may choose to light signs.
31.10 MONUMENT SIGNAGE

Monument signage shall include signage that at a minimum identifies the station. Monument
signage shall be coordinated with the station identity and station architecture for signage
assembly material selection. Monument signage shall be included near the entry of the station or
integrated within the platform for stations that are not a part of a larger station. The minimum
height of the letters shall be 5 inches in height but heights that exceed 5 inches shall be the
responsibility of the designer to determine the recommended height based on the site conditions.
Logos and additional graphics included in the monument signage shall be approved by SCRRA,
See ES 3305. If Monument Sign is placed in an area of poor lighting, project owner may choose
to light sign.

32.0 RAIL OPERATIONS MODELING

32.1 SCOPE
Rail operations modeling is used to test potential infrastructure improvement projects and service
planning scenarios. Modeling will provide an estimate of train performance to help determine if
the intended outcome of an improvement or operating plan might be achieved. The process uses
a virtual simulation of operating conditions to validate enhancements designed to increase
capacity, improve operational reliability, increase train speeds, or aid in determining
environmental and social impacts. Validation the potential effects of an improvement through
modeling is often a requirement for grant and loan applications.
32.2 DEFINITION
The rail operations modeling process compares current network train performance metrics
against future metrics with new services and/or infrastructure improvements to estimate potential
effects of the proposed improvement or service change.
The following is an example of how the process works:
A model of existing rail network infrastructure and operations is created, attempting to replicate,
as accurately as possible, current network train performance metrics. This serves as the “base”
model. Future models, or “test cases”, are then developed from the base model. All incorporate
the hypothetical service scenario the improvement is designed to support, as well as estimated
freight and passenger growth for rail operators using the same corridor for the improvement
implementation year. One future model will incorporate the infrastructure or service plan
improvements and one will not. Performance metrics from all three models will be compared to
test and help determine whether a proposed improvement might achieve its intended purpose
and need.
Modeling can be performed for small (micro) scenarios that focus on improvements of a single
area or large (macro) scenarios that encompass single or multiple projects along a section of a
corridor or the entire corridor. In cases where more than one corridor is impacted (e.g. Los
Angeles Union Station) the model must be run for the entire network.
32.2.1 Micro Scenario Example

Rail operations modeling can test different types of passenger locomotives and consists, tracking
potential variations in network performance. For example, the model can compare train grade
crossing occupancy times with different consist/locomotive combinations and different maximum
track speeds. This data, in conjunction with vehicle crossing data, can be used to estimate vehicle
wait times at crossings as part of an environmental cost benefit analysis on crossing
enhancements and closures.

32.2.2 Macro Scenario Example

Rail operations modeling can test entire corridors and whole network impacts from changes such
as speed increases, double track and siding enhancements, and service changes. Additional
conditions that may require the need to simulate rail operations are outlined below in
Section 32.4, Potential Causes for Modeling.
32.3 SIMULATION SOFTWARE GUIDELINES

SCRRA will consider the use of various software applications for rail operations modeling if they
serve the intended modeling purpose. Software systems currently used by SCRRA include the
Viriato Planning Tool, developed by SMA and Partners, Ltd., and Rail Traffic Controller (RTC),
developed by Berkeley Simulation Software, LLC.
In addition to the ability to accurately replicate SCRRA infrastructure and train operations, the
simulation software should incorporate advanced randomization capabilities in order to
realistically portray typical daily passenger and freight operations.
For modeling used to secure additional operating slots, or secure funding from other railroads,
agreement must be reached on the software to be used. It is vital that the impacted railroads
(BNSF, UP, Amtrak, NCTD) be consulted to ensure that the intended software is approved before
being used on the project.
For modeling used to secure federal funding, it is suggested that the FRA be consulted to ensure
that the intended software is approved before being used for the project.
32.4 POTENTIAL CAUSES FOR MODELING

Modeling will not be required for every project, such as those projects for emergency trackwork
or other routine maintenance. The reason is while these programs do affect overall network
management, the planning timeframe is condensed. The following chapters in the Design Criteria
Manual suggest the potential need to perform rail operations modeling:
• Chapter 5.0 – TRACK GEOMETRY
o Changes to track geometry that would yield permanent speed increases or decreases
• Chapter 6.0 – TRACKWORK
o New or extended main tracks or sidings that would have an impact on line capacity,
operational flexibility and/or speed
o Upgrades in FRA track classifications that would allow for higher train speeds
o Construction work that could reduce operational capacity or cause extensive speed
restrictions over the course of a construction season. Modeling can be used to develop
modified train schedules to maintain intended service levels through extended
construction periods.

• Chapter 7.0 – STATIONS

o Addition of train stations, platforms, and reconfigurations in platform lengths: any
characteristic that would either change the stopping point of the train, the length of
time the train is stopped at the station, and/or the operating rules for train movements
through the station limits.
• Chapter 8.0 – GRADE CROSSINGS
o Improvements to crossings, such as adjustments to crossings to increase train speeds
on a corridor (i.e. from 79 to 90 MPH), that could result in changes to crossing arm
down time on roadways.
• Chapter 11.0 – STRUCTURES
o Modernization of bridge structures allowing permanent higher maximum authorized
speeds.
• Chapter 21.0 – WAYSIDE SIGNALS
o Changes in the positioning of signals, installation of new signals or changed positions
at control points / interlockings, speed signal changes or sectionalized route releasing
design modification that improve or diminish throughput capacity at interlockings,
and/or conditions that create or remove delayed in block applicability.
• Chapter 30.0 – ELECTRIFICATION (FUTURE CHAPTER)
o Changes in acceleration as a result of utilization of electrified rolling stock and motive
power, as well as phasing of implementation of same. Modeling can inform capacity
for available electric traction equipped routes during phased installations, as well as
on station capacity at large terminals where portions may not be electrified either short
term or long term.
Not every project under these categories will require modeling. SCRRA will determine the need
for modeling for each individual project.
32.5 MODEL DEVELOPMENT

Existing rail operations models, as available, will be provided by SCRRA, Amtrak, NCTD or a
freight carrier to aid in the development of the required model simulation. The models may require
significant updates in order to properly perform the testing required. Some data sources may or
may not exist electronically or be transferrable between formats. If a model is not available, the
contractor will be responsible for its creation and development.
Base data requirements for rail operations models are:

• Infrastructure data, e.g., grade, curvature, track, signals, bridges, elevations, maximum
track speeds and other features
• Current and anticipated future passenger train operating data for all carriers in project
area, including non-revenue movements
• Proposed alternative equipment types, such as HSR, DMU, EMU trainsets

• Current and anticipated future freight train operating data

• Future potential train movements that may require shared rail traffic, such as SCRRA
services (using different equipment types, such as DMUs), high speed rail, state supported
trains, and freight
• Development and use of randomization protocols by train type, based upon the type and
duration of delays currently experienced
32.6 MODEL VALIDATION

Once all of the core data is built into the model, the model will be analyzed to ensure it replicates
current operations on the project corridor (or network, if required) with a high degree of accuracy.
All trains operating in the model must operate within current operating parameters, including
scheduled passenger trains and unscheduled freight trains. The model’s performance is reviewed
and validated with key SCRRA and foreign railroad stakeholders in the planning, engineering,
and operations departments, as required. The model will need to be updated and/or modified until
it replicates current operations to the satisfaction of SCRRA staff. Once the model is validated,
this process should be documented in the technical memorandum and include information on
where capacity or other network limitations emerged in the data. From this information,
recommendations on improvements that will aid in future model optimization should be presented.
32.7 MODELING PROCESS

The model is run iteratively to test and generate train performance data based on current
operations and infrastructure, including determining which trains are subject to the greatest
amount of congestion. The duration of a micro model can be as short as necessary to validate an
improvement or new service plan. (I.e. Testing a new commuter service schedule.) The duration
of a macro model should be at least 24 hours. In simulations involving long distance trains (those
originating or terminating outside of the study area) the duration should extend over several days.
These data sets form the baseline for comparison against train performance from future model
scenarios.
Model randomization is a critical component for making the model operate like an actual railroad
does on a typical day, where operations don’t always follow an exact schedule. Randomized
events in a model can include, but are not limited to:
• Variable arrival of freight or passenger trains into model territory
• Late departure of passenger trains from origin terminal
• Extended station dwell times
• Planned and unplanned maintenance outages
• Mechanical delays
The exact events to be randomized will be determined in consultation with SCRRA.

Each scenario – including current operational model testing – should provide the following raw
data:
• Train performance calculations
• Network congestion points
• Idealized run times (or pure run times)
• Time/ distance – stringline – diagrams
• Overall and specific train operating metrics
• Grade crossing occupancy times
• Fuel consumption
• Emissions produced
Once the base model has been established and tested to replicate current operating schedules
with a high level of precision, test cases should be identified for future optimization of the network
in context of proposed infrastructure enhancements. These include new schedule options,
planned, programed, or budgeted capacity improvements, and/or improvements to be tested and
compared with based on available funding.
If, during the development and validation of the model, alternative improvements are identified
which meet or exceed the objectives of the planned improvements with potentially lower costs,
reduced construction obstacles and/or improved operational capacity or reliability, these
alternatives will be presented to SCRRA staff in the technical memorandum.
If a model is used over an extended period of time (6 months or longer), it should be checked
regularly to ensure it incorporates the latest infrastructure improvements, operational changes
and train schedules for the segment(s) modeled.
32.8 DATA ANALYSIS

Raw data generated from the models shall be presented for key stakeholder review and
discussion.
Different operations simulation software suites offer varying methods to display operating metrics,
but all should be able to track and display train delays by type of train and location. Typical
comparative metrics are:
• Overall run time of specific train types (Train Performance Calculator charts, or facsimile
thereof)
• Delay minutes per 100 train miles, by train type
• Average true delay, by train type
• Delays by train type by location
• Stringline charts

SCRRA planning, engineering, and operations teams should all review the data to ensure the raw
data and the analysis of the data is in line with project assumptions, or if further test cases are
required to validate other project options.
32.9 TECHNICAL MEMORANDUM

All of the above processes, as well as all finalized data and analysis of the data, should be
compiled into a technical memorandum that summarizes:
1. Data assumptions
2. Methodology and processes
3. Test cases
4. Findings

33.0 GRADE CROSSING SIGNALS

33.1 SCOPE
The consultant providing design services for SCRRA operated and maintained property shall
specify equipment and applications that not only provide optimum safety but shall also maximize
the operational efficiency and reliability of the shared commuter/freight rail system. The design
shall incorporate methodologies, applications and equipment that have been proven to be reliable,
durable and effective on SCRRA properties or similar commuter/freight rail environments and that
are currently accepted by SCRRA. The introduction of new materials, which requires an inventory
of additional spare parts, additional training and/or instructions must be approved by the SCRRA
Director, PTC, C&S Systems, or Designate, herein referred to as SCRRA.
Any proposed designs shall incorporate features that aid signal personnel in the inspection,
testing, repair, and overall maintenance of the system. To the extent practical within the scope of
a project, equipment to be installed shall be scalable for future expansion, and the crossing
system enclosures shall be sized accordingly. Designs and configurations shall be fail-safe and
conform to all applicable regulatory rules and regulations and be designed simple in form to be
easily understood by personnel responsible for the maintenance and care of the system. Where
these criteria refer to system logic and design criteria using vital relays, the same logic shall be
applied to solid-state electronic interlocking application programs.
All designs shall adhere to the rules and regulations contained in 49 CFR 234, 235 and 236. The
grade crossing signal designs shall incorporate the rules and instructions as contained in the most
current issue of the California Public Utilities Commission General Orders, Maintenance of Way
Operating Rules (MOWOR), Metrolink General Orders, Timetable, and Special Instructions; and
AREMA Communications & Signals Manual of Recommended Practices. Where the AREMA
manual is used, “may” and “should” are to be interpreted as “shall” unless in conflict with these
standards or otherwise directed by SCRRA. Note that the SCRRA General Orders, Timetable,
and Special Instructions supersede the MOWOR where they conflict with the MOWOR.
Construction and installation details will be found in the SCRRA Engineering Standards. Any new
installations or modifications to existing locations must be coordinated and integrated with civil
and track design and any local agency requirements. Refer to the SCRRA Highway-Rail Grade
Crossings Recommended Design Practices and Standards Manual, which explains and
integrates the Civil, C&S, Traffic Engineering, and other disciplines in treatment of Grade
Crossings.
The designer is advised that wayside signaling systems, crossing warning systems,
communication systems and positive train control (PTC) systems are present on the SCRRA
tracks and right-of-way. Any modifications to grade crossing signals must consider and mitigate
impacts to these other systems. Please refer to the following Design Criteria Manual Sections for
related information;
• Section 20.0, Communications Systems
• Section 21.0, Wayside Signals
• Section 22.0, Positive Train Control (PTC)

33.2 POSITIVE TRAIN CONTROL (PTC) CONFIGURATION MANAGEMENT

All grade crossing warning control equipment, warning devices, programs, and components are
critical features necessary to the safe and efficient operation of SCRRA’s Positive Train Control
System. Any changes being proposed to grade crossing signals are subject to SCRRA’s Change
Configuration Management policy and procedures. Consultants providing design services are
required to comply. Refer to SCRRA’s Design Criteria Manual Section 22.4 for related
requirements and direction.
33.3 NEW METHODOLOGIES, APPLICATIONS OR EQUIPMENT

Design service consultants recommending new methodologies, applications, or equipment not
currently used on SCRRA properties will be required to obtain, before commencing with design
efforts, approval from SCRRA. No design submittals containing new methodologies, applications,
or equipment will be approved without prior consent. When proposing new equipment, not
currently utilized by SCRRA, the company providing design shall provide SCRRA with
documentation detailing where the equipment is currently in use as well as general maintenance
requirements for the equipment. Upon approval, responsible design services consultant will be
required to provide additional information to supplement SCRRA’s instructions and standards.
Requirements may include additions and/or revisions to, but are not limited to, the following
documents:
• SCRRA Timetable
• Metrolink Signal Maintenance Manual
• SCRRA Maintenance of Way Operating Rules
33.4 QUALIFICATIONS OF GRADE CROSSING SIGNALS DESIGN PERSONNEL
33.4.1 Qualifications of Signal Designer

Signal designers who work on SCRRA crossing warning circuits or programs are subject to the
approval of SCRRA. The classification of Signal Designer is generic and refers to the responsible
individual who produces or modifies crossing warning system circuits or programs. A company or
third-party agency may classify this position as a Signal Engineer or other title.
In general, a Signal Designer shall have a minimum of five (5) years of experience designing
grade crossing warning systems for Class 1 freight or commuter rail systems which are governed
by the FRA and adhere to the guidelines set forth in the AREMA C&S manual.
SCRRA may require that Signal Designers demonstrate their familiarity with applicable
regulations, both state and federal, and their familiarity with traditional relay logic, ladder logic or
Boolean logic equations. Principles of railroad grade crossing warning systems, including warning
devices, warning device control systems, constant warning device operation and railroad pre-
emption interconnection system functionality must be demonstrated to the satisfaction of SCRRA.
An understanding of train operations and the interaction of warning systems in a mixed
freight/commuter rail environment is required, as well as the ability to analyze and develop

warning times and identify and mitigate frequency conflicts between crossings. In addition to this,
the Signal Designer must have an ability to demonstrate their understanding of how grade
crossing warning systems interact with wayside signal and PTC systems.
The Signal Designer may be interviewed by SCRRA or designate. The interview may require a
demonstration of circuit and grade crossing warning system engineering analysis. The
determination of qualification is at the sole discretion of SCRRA.
These requirements apply to both signal circuit and application program development, either
developing new systems or modifying existing systems.
33.4.2 Qualifications of Signal Checker

The classification of Signal Checker is generic and refers to the responsible individual who
performs Quality Control (QC) and safety analysis of grade crossing warning system designs or
application programs. A company or third-party agency may classify this position as a Senior
Signal Engineer or other title. In general, the Signal Checker is subject to the qualifications of a
Signal Designer as described in Section 33.4.1. In addition to these qualifications, the Signal
Checker must possess an additional 5 years of experience checking grade crossing warning
system designs and application programs.
The Signal Checker may be interviewed by SCRRA or designate. The interview may require a
demonstration of circuit and program analysis and a demonstration of applicable checking and
testing methods used in the performance of their duties. The determination of qualification is at
the sole discretion of SCRRA.
33.5 DESIGN CHECK REQUIREMENTS

Grade crossing warning system design work shall only be completed by signal design firms
authorized by SCRRA to provide such services.
To ensure the quality and integrity of SCRRA system design plans and programs, all new or
modified systems shall receive a QA/QC check at each design submittal level. The check shall
ensure that all designs meet the requirements of applicable regulations, recommendations and
standards. All design applications shall meet or exceed the manufacturer’s minimum
requirements.
All authorized signal design firms shall have an established, written, procedure outlining the firm’s
QA/QC process. This process shall be submitted to SCRRA for review upon the request of
SCRRA. Additionally, the firm performing signal design work shall store all QA/QC check plans
for a minimum of three (3) years after final project submittal has been made. These project check
plans shall be produced to SCRRA for review upon the request of SCRRA.
When an independent check is required, two complete plan sets, or an electronic PDF copy shall
be distributed to the designated firm performing the independent check. An independent check is
required at the discretion of SCRRA.
33.6 GENERAL DESIGN REQUIREMENTS
33.6.1 General
Refer to Section 21.6.1 for grade crossing warning system General Design requirements.

33.6.2 CADD File Coordination

Refer to Section 21.6.2 for grade crossing warning system CADD File Coordination requirements.
33.6.3 CADD Standard Deviations and Modifications

Refer to Section 21.6.3 for grade crossing warning system CADD Standard Deviations and
Modification requirements.
33.6.4 Filename Convention

Refer to Section 21.6.4 for grade crossing warning system Filename Convention requirements.
33.6.5 Format Requirements

Refer to Section 21.6.5 for grade crossing warning system Format Requirements.
33.6.6 Plan Set Composition

Plan set makeup shall follow a logical flow as shown in the following lists. Not all plan sets shall
contain the following specific sheets or may have additional sheets based upon specific locational
needs.
• Grade Crossing Signal Location Plan – Contains specific location circuitry and details
o Crossing Circuit Plan
o Program Options Plan
o Crossing Controller Circuit Plan
o Gate Circuit Plan
o Vehicle Detection Circuit Plan (If exit gates are utilized)
o Data Recorder Circuit Plan
o Power & Battery Circuits
o Racks # Layout
o Terminal Board Layout
o Cable Sheet
o Conduit Plan
33.7 WARNING TIME DEVELOPMENT
33.7.1 Warning Time

Warning time is summarized as the time elapsed between the activation of the warning device(s)
lights and bells and when the train reaches the edge of the street. SCRRA’s minimum warning

time is to be a base time of thirty (30) seconds. This is derived from the FRA’s required twenty
(20) seconds minimum warning time plus ten (10) seconds buffer time. The buffer time is intended
to account for variations in train handling. Reducing the ten (10) second standard buffer time is
prohibited without permission from SCRRA.
The most current AREMA guidelines are to be followed in determining warning times. The only
exception to the requirement for a 20 seconds minimum warning time occurs when a train stops
and subsequently restarts in the approach to a grade crossing. Under these scenarios, operating
rules govern the actions of the engineer and provide for the safe passage of the train move.
When calculating the warning time, the designer shall consider additional time for wide, or angled,
track crossing applications, intended gate delay due to slow moving vehicles and traffic signal
interconnections.
During the design process, consideration should be given to pedestrian usage of the crossing.
Additional warning time may need to be assigned, depending on specific site conditions.
FRA Minimum Required Warning Time

The FRA requires a minimum of twenty (20) seconds of warning time for a train approaching a
grade crossing. This minimum warning time is comprised of;
• Lamps and bells activated a minimum of three (3) seconds before gate descent begins.
• Gate descent time consisting of a minimum twelve (12) seconds.
• Gates are fully horizontal a minimum of five (5) seconds before the train begins to enter
the crossing.
Wide, or Angled, Track Crossing Applications

A “wide track” is a crossing that is greater than 35 feet. Additional wide track time is determined
by measuring the distance parallel to the centerline of the roadway between the governing
warning device and 6 feet beyond the furthermost rail on which trains operate or between the
governing entrance gate and the corresponding exit gate, whichever is greater. When this
distance is greater than 35 feet, one second shall be added for each additional 10 feet, or fraction
thereof. For example, if a measurement of 57 feet is made, 3 seconds of additional warning time
is necessary.
Intended Gate Descent Delays

In specific cases, gate descent times may need to be extended beyond the minimum 12 second
time typically used. This may be done in areas where heavy commercial truck traffic is present,
resulting in an increase in broken gate occurrences. Any designed gate descent time exceeding
12 seconds must be added to the overall crossing warning time. The designer is advised that
increasing gate descent times requires the approval of SCRRA.
Advanced Pre-Emption Time (APT)

Advanced Pre-Emption Time (APT) is additional time, provided by the railroad to the City’s
vehicular traffic control system before the activation of the crossing’s warning devices occur. This
time is determined by the City, or by the design team’s designated Traffic Engineer.

Advanced Pedestrian Pre-Emption Time (APPT)

Advanced Pedestrian Pre-Emption Time (APPT) is additional time, for the purposes of controlling
pedestrian movements at the crossing, provided by the railroad to the City’s vehicular traffic
control system before the activation of the crossing’s warning devices occur. This time is
determined by the City, or by the design team’s designated Traffic Engineer.
33.7.2 Total Approach Time

Total Approach Time (TAT) is the sum of the following;
• SCRRA minimum thirty (30) seconds of warning time.
• Wide, or angled, track crossing time.
• Additional gate descent time.
• Advanced pre-emption time (APT).
• Advanced pedestrian pre-emption time (APPT).
• Equipment response time (ERT), per manufacturer’s guidelines (5 seconds typical).
In accordance with AREMA guidelines, it is the goal of SCRRA to limit TAT to no more than fifty-
five (55) seconds. Any proposed TAT exceeding fifty-five (55) seconds requires the approval of
SCRRA.
33.7.3 Approach Distance

Once the total approach time (TAT) is calculated, the designer shall determine the required
approach circuit distance. Termination shunts shall be placed in accordance with the
manufacturer’s recommendations. The minimum placement shall be the required distance to
provide the calculated TAT. The actual location of the termination shunt(s) shall be measured
from the point where the crossing island circuit is terminated on each side of the crossing. All
warning time distance calculations shall account for the maximum authorized speed (MAS) of the
subdivision (79mph or 90mph, depending on subdivision).
In some cases, approach distance may be factored for train speeds less than a subdivision’s
MAS. In these cases, the approach distance shall never be less than designated timetable speeds
approaching the crossing. Any designed approach distances less than the designated
subdivision’s MAS require the approval of SCRRA.
A careful and detailed review of train operations shall be completed prior to finalizing the
application to be used. Where trains accelerate from a station, or slow to stop at a station,
additional systems may need to be incorporated.
Special consideration should be given when designing crossing approaches adjacent to a
passenger station. When practical, island circuit location should be designed to avoid island circuit
occupancy after a train has progressed through a crossing. This will avoid keeping the crossing
activated after the train has passed the crossing but is still occupying the station platform.

33.7.4 Island Circuits

Crossing warning system island circuits shall be designed to extend fifty (50) feet beyond the
crossing’s curbs. Island circuit frequencies shall be determined by the length of the island and be
those frequencies offered by the CWD manufacturer. Consideration, per the manufacturer’s
guidelines, should be given to avoid conflicting with adjacent island frequencies.
Special consideration shall be given when an island circuit encompasses an at-grade pedestrian
walkway. The designer shall configure the island circuit so that it encompasses the pedestrian
walkway.
33.8 TRAFFIC SIGNAL PREEMPTION
33.8.1 Background
Where field conditions require, the railroad train detection system shall be interconnected with the
traffic signal controller so that the traffic signal phasing can be pre-empted, and vehicular traffic
cleared off the track prior to the train arriving at the crossing. The decision to install an
interconnected traffic pre-emption system shall be decided through an engineering diagnostic
evaluation and driven by current regulatory requirements. The process to determine the need,
type and application of traffic signal pre-emption interconnection systems is described in
SCRRA’s Design Criteria Manual, Section 8.0 GRADE CROSSINGS.
Additional time for traffic signal preemption (APT), or advanced pedestrian pre-emption time
(APPT) shall be included in the railroad warning time calculation. The APT and/or APPT time
shall be obtained from the roadway agency having maintenance responsibility for the traffic
signals or the design team’s designated Traffic Engineer. The signal designer shall not perform
the traffic signal preemption time calculations.
Constant Warning Device systems have approach distance limitations, and when applied to tracks
where trains operate at 79 MPH or greater, may not be able to support the requested preemption
time. Upon obtaining the roadway agency’s time request, the designer shall calculate the total
warning time required and determine if the time request is feasible with respect to railroad
equipment limitations. If the roadway agency’s preemption time request is not technically feasible,
the designer will inform the roadway agency and provide the time setting that is feasible with
respect to the technical limitations of the railroad equipment. The roadway agency is responsible
for any modifications to the traffic signal system that may be required to support this reduced time
calculation.
Prior to design of a traffic signal preemption circuit, both the traffic and railroad systems designer
should review the latest guidelines regarding traffic signal preemption as prepared by the Institute
of Traffic Engineers, AREMA, MUTCD, CAMUTCD, CPUC, and other knowledgeable parties.
Circuits described below are based upon fail-safe, supervised, closed loop methodologies. A vital
serial data circuit in accordance with IEEE Standard 1570-2002 may be used in lieu of the
referenced circuits, with permission from SCRRA.
Design and testing of traffic signal preemption interconnection circuits must be coordinated with
the railroad and the agency having jurisdiction upon installation and at least annually thereafter.

It is the policy of SCRRA that any additions, modifications or upgrades to existing traffic pre-
emption interconnection systems utilizing legacy unsupervised interconnection circuits be
upgraded to current standards that utilize supervised architectures.
A warning decal indicating “WARNING! HIGHWAY-RAIL GRADE CROSSING WARNING
SYSTEM AND HIGHWAY TRAFFIC SIGNALS ARE INTERCONNECTED,” located in both the
traffic signal cabinet and railroad instrument shelter, as well as indicated on the signal plans, shall
be present at a location where the railroad provides traffic signal preemption.
33.8.2 Interconnection Circuits

SCRRA utilizes three types of preemption interconnections: simultaneous, advanced with pre-
signal, and advanced with queue cutter signal. An isolated 12 VDC battery supply shall be
supplied to the railroad for use with these circuits. Interconnection circuits between the grade
crossing signal enclosure and the traffic controller are as follows:
TABLE 33-1. WIRE FUNCTIONALITY – SIMULTANEOUS PREEMPTION

Wire Number Simultaneous Preemption
1 Crossing Start Relay Energized (Front Contact)
2 Crossing Start Relay Deenergized (Back Contact)
3 Crossing Start Relay Source (Heel)
4 Supervisory Circuit Energized (Front Contact)
5 Supervisory Circuit Deenergized (Back Contact)
6 Supervisory Relay Source (Heel)
7 Traffic Signal Health Indication

TABLE 33-2. WIRE FUNCTIONALITY – ADVANCED PREEMPTION (NON-QUEUE

CUTTER)
Wire Number Advanced Preemption
1 Preemption Relay Energized (Front Contact)
2 Preemption Relay Deenergized (Back Contact)
3 Preemption Relay Source (Heel)
4 Supervisory Relay Energized (Front Contact)
5 Supervisory Relay Deenergized (Back Contact)
7 Crossing Start Relay Energized (Front Contact)
8 Crossing Start Relay Deenergized (Back Contact)
9 Crossing Start Relay Source (Heel)
10 Gate Down / Island Circuit Energized (Front Contact)
11 Gate Down / Island Circuit Deenergized (Back Contact)
12 Gate Down/Island Circuit Source (Heel)
TABLE 33-3. WIRE FUNCTIONALITY – ADVANCED PREEMPTION (QUEUE CUTTER

SIGNAL)
Wire Number Advanced Preemption
1 Preemption Relay Energized (Front Contact)
2 Preemption Relay Deenergized (Back Contact)
3 Preemption Relay Source (Heel)
4 Supervisory Circuit Energized (Front Contact)
5 Supervisory Circuit Deenergized (Back Contact)
Focusing on the most complex interconnection circuit, the advanced preemption (non-queue
cutter), the interconnection circuit is as follows:

FIGURE 33-1. ADVANCED PREEMPTION (NON-QUEUE CUTTER)
Relays are as follows:

• TCR – Traffic Control Relay, providing the advanced preemption call on de-energization
• XR – Crossing Relay, providing the crossing activation call on de-energization
• ISLR – Island Relay, providing island occupancy on de-energization
• GDR – Gate Down Relay, providing gate down indication for all gates within the flow of
traffic, entrance and exit
• HEALTHR – Traffic Controller Health Relay, receiving indication of Traffic Controller
Health
When a train is detected and the call for preemption is generated, the TCR is de-energized. Both
circuits shall provide the same information to the traffic controller, energized or de-energized. This
indicates the integrity of the interconnection circuitry to the traffic signal controller. The traffic
signal controller will then initialize track clearance green, allow vehicles to clear the crossing. As
the train reaches a point where the crossing will activate, the XR is de-energized, letting the traffic
controller know the state of the crossing. When the closest gate, entrance and/or exit, for the flow
of traffic towards the pre-signal has descended and is fully horizontal, the GDR shall energize,
allowing the traffic controller to cancel the track clearance green call and move to a limited service
call. If the GDR does not energize due to a malfunction in a gate, track clearance green shall

continue to be called until the ISLR is de-energized, notifying the traffic controller that the train is
within the island, and allowing the cancelling of the track clearance green call.
FIGURE 33-2. CROSSING ACTIVATION CIRCUIT
The health of the traffic signal controller is communicated to the railroad via the HEALTHR relay.
If the traffic signal controller is not functioning or in All – Flash, the health relay will be de-
energized. As shown in Figure 33-2, the de-energization of the HEALTHR relay will cause a
preemption call to also call the crossing to activate, effectively making the crossing react as if a
simultaneous preemption call was made. Under this condition, the railroad grade crossing warning
system will cause the gates to be down longer for an approaching train since the traffic signals
will not be able to clear out traffic as designed.
When utilizing an advanced preemption call, an associated Timer Enable Relay, or TER, shall be
used. The TER can be a timer relay or can be an output from a microprocessor that is handling
the timing internally. As Figure 33-2 shows, the TER is de-energized after 36 seconds, which is
the amount of time determined for the advanced preemption call. The TER de-energization shall
then cause the XR to be de-energized, activating the crossing. This ensures that even if a train
slows in the approach, the advanced preemption time is still observed and is consistent. If a train
speeds up while approaching the crossing and the train detection system calls for the crossing
activation, the Motion Detect Relay, or MDR shall de-energize and activate the crossing, even if
the TER is still counting down. Figure 33-2 circuits may be designed internally to a microprocessor
if still meeting the functional requirements.
33.8.3 Supervisory Circuits

One potential problem with the two-wire interconnection is a short in the circuit. If the wires/cables
between the traffic signal control cabinet and the railroad active warning system cabinet became
shorted together, the preemption relay in the traffic control signal cabinet could be falsely
energized even if the relay contact opened. The active warning devices would operate, but the
traffic signal controller unit would not receive the preemption input.
To address these potential problems, a supervised double break, double wire circuit shall be
installed as described above between the railroad and the traffic signal control system. In order
to detect a shorted or open interconnection circuit, three additional wires are used to provide a

supervised circuit. The energy source originates at the traffic signal controller, and two wires
provide a return path verifying the railroad preemption control relay is energized and there is no
call for preemption. The two additional wires verify circuit integrity when the railroad issues a call
for preemption. The traffic controller system shall have the capability to detect an interconnection
fault per the guidelines set forth in Section 8.4.1 INTERCONNECTION DESIGN.
33.8.4 Gate Down Circuits

A preempt trap is the condition where the clear track green interval ends before the flashing-light
signals start to flash and gates start to descend and can occur with advance preemption. One of
the solutions to avoid preempt trap is to use a “gate-down” circuit. The purpose of the “gate-down”
circuit is to prevent the traffic signal from cancelling the track clearance green call until it is
determined that the gates controlling access over the tracks are fully lowered. The “gate-down”
circuit notifies the traffic signal controller unit when the gates controlling access over the tracks
on the approach to the intersection have either fully lowered or the train has occupied the crossing.
33.8.5 Traffic Signal Health Check Circuits

A health check circuit provides an indication to the railroad active warning system cabinet when
the traffic signals are in flashing mode or dark such as when the controller is in a failed state. This
health check circuit requires additional wires/cables between the traffic control signal cabinet and
the railroad active warning system cabinet. Consideration should be given to a fail-safe design for
the health check circuit so that there shall be no case in which the circuit shall remain energized
while the traffic signals are flashing or dark.
33.8.6 Second Train Logic

Where there is more than one track, a second train can approach at any time. If there is an
advanced preemption interconnection between the traffic signals and the railroad, the appearance
of a second train can hold the traffic signals in preemption and have the gates rise momentarily
allowing vehicles to pull up on to the tracks. Where second train logic is employed, if a second
train is detected on the outer approach, the gates will remain down until after the second train
clears the island and no additional approaching trains are detected. Second train logic may be
employed where no traffic signals are present if circumstances warrant.
Where second train logic is employed, Exit Gates or non-mountable medians shall be considered.
Due to the increased amount of gate down time where second train logic is employed, there is
the possibility motorists may interpret the gate remaining down after a train has passed as a
malfunction of the warning system. Exit Gates discourage running around the Entrance Gates.
This is especially critical where there is limited visibility on the approaches, or traffic density is
such that the gates may be held down for 3 consecutive trains.
33.9 GRADE CROSSING WARNING SYSTEM EQUIPMENT
33.9.1 Train Detection Systems

Train detection systems used on SCRRA shall meet the requirements of AREMA C&S Manual
Part 3.1.20. The preferred grade crossing train detection system incorporates the use of
unidirectional or bidirectional redundant constant warning devices (i.e., units fully contained with

an internal transfer function) without utilization of “wrap” circuits. The train detection system shall
have an integrated island circuit capable of operating through a rail-grade crossing. This island
circuit shall be used to detect an occupancy within the road section of the rail grade crossing. The
island circuit shall be available for each track configured within the unit and be frequency isolated
to allow multiple frequencies to operate simultaneously when used in multiple track configurations.
The use of external equipment to provide island circuit protection requires approval of SCRRA.
The use of motion detectors or static audio frequency equipment in lieu of constant warning
devices for the purpose of train detection is prohibited without the permission of SCRRA.
These train detection systems shall be combined with solid-state crossing controllers to ensure
compliance with lamp voltage and standby lamp voltage regulations.
The train detection system shall be capable of providing multiple track detections within the same
unit. When GCP 4000 or XP4 units are used in new design, it shall be the responsibility of the
design firm to furnish the configuration file for field configuration of the location. After the location
has been placed in service, the in-service configuration files shall be furnished to the SCRRA.
An application program options sheet shall be included in any design plan set where constant
warning train detection systems are installed. The program options sheet shall be composed of
the overall train approach layout with display of shunts and remote start locations if utilized and
existing settings used at the crossing. Settings shall reflect menu information depicted on the train
detection system.
Low impedance termination shunts shall be used on SCRRA property. By-pass couplers shall be
used when possible to avoid remote DAX connections. However, by-pass couplers can only be
used in strict accordance with manufacturer’s guidelines. By-pass couplers and the constant
warning device they are configured with should be of the same manufacturer whenever possible.
33.9.2 Event Recording Systems

Event recorders shall be utilized to record data useful in the maintenance, troubleshooting, and
repair of the entire grade crossing warning system. Event recording systems shall be independent
of the primary constant warning device. Event recording systems shall have the capacity to record
72 hours of events at the crossing, without overwrite. Event recorders shall be capable of handling
digital and analog inputs and have the capability to provide remote system monitoring. At a
minimum, event recording equipment shall monitor the following warning system statuses without
the use of external interfacing equipment;
• At least four analog, 12 VDC battery voltage monitoring inputs.
• At least four warning device lamp voltage inputs. Lamp voltage monitoring inputs shall
have the capability of providing for over, or under, voltage alarm statuses.
• Monitor the status of all crossing start statuses, including XR, MDR and DAX relay
positions.
• Monitor the status of all island circuits used at the crossing.
• Monitor the status of all traffic signal pre-emption controls, including TCR and Advanced
Pedestrian Pre-Emption (APP) statuses.

• Monitor traffic signal pre-emption interconnection Health status input.

• Monitor vertical and horizontal gate positions for all warning gates at the crossing.
• Monitor commercial power status at the crossing.
In addition, event recording equipment shall be configured to control two (2) DTMF radio
frequency controlled outputs, which in turn will provide for remote activation of the crossing’s lights
and gates.
All event recorder inputs, excepting battery and lamp monitoring inputs, shall not be directly
connected to any relay controls or vital system outputs, such as an XR output on a CWD device.
The preferred method for control monitoring is for the circuit to be checked through the contact of
a relay.
Where it is necessary to deviate from these event recording requirements, approval must be
obtained from SCRRA.
33.9.3 Power Supplies

Commercial power sources shall meet the requirements of SCRRA Standard Specification
Section 34 42 62 SERVICE METERS.
All crossing locations shall be supplied power from a commercial power source. Each location
shall be evaluated, and the appropriate service connection provided. At a minimum, a 120/240
VAC, single phase, 100-amp service shall be provided. Where commercial power is not available,
an express cable connection may be used to connect to the nearest available power source. In
all cases, the power cable connection shall be sized in accordance with the National Electrical
Code requirements for appropriate conductor size. The use of shared commercial power sources
is prohibited unless approved by SCRRA.
Each crossing enclosure shall be affixed with an external connection point allowing for a
temporary generator connection.
The use of 208 VAC commercial power sources is prohibited.
Each crossing enclosure shall be equipped with standby battery and charging systems. These
systems shall comply with SCRRA Standard Specification Section 34 42 52 RECTIFIERS,
BATTERIES AND BATTERY CHARGING EQUIPMENT. Battery chargers shall be CALGreen
compliant, programmable, be affixed with a visual display for current and voltage readings and
have temperature sensing capabilities.
Batteries used for crossing systems shall be low maintenance, lead-acid, single wet cell and
conform to the requirements of AREMA C&S manual parts 9.1.1 and 9.1.30. Six cells shall be
utilized for all battery sets, with exception to crossing warning battery running gate mechanisms,
where 7 cells shall be utilized.
Battery capacity for crossing systems shall provide a minimum of 48 hours of standby time under
normal operating conditions. Normal operating conditions is defined as the crossing system
operating with a normally scheduled amount of train traffic progressing through the crossing.
Battery capacity shall be determined using the SCRRA Battery Sizing Calculator, which will be
provided upon request.

An independent battery set and charging equipment shall be furnished for the train detection
equipment, separate battery sets and charging equipment shall be furnished for the crossing
warning devices, and a separate battery set and charging equipment shall be furnished for event
recorders. Chargers shall be equipped with temperature compensation devices and dry contacts
for use with power out indication.
Surge protection shall meet manufacturer requirements and shall be incorporated into all grade
crossing design. Surge protection shall be installed on the AC supply source, battery supply, track
leads, and for cable to crossing warning devices.
DC power input terminals on battery surge suppressors should be connected directly to battery
terminals. This will permit the battery to filter out small power surges from the battery charger
before they enter the surge suppressor.
Grounding of crossing enclosures shall be through the installation of ground rods. Ground rods
shall be installed at each corner of houses and on each end of cases. Ground rods shall be 10
feet in length and connections to the rod shall be as direct as possible, with no short radius bends
(less than 18”) in ground leads. Resistance to ground shall be no more than 15 Ohms.
Lead acid batteries shall be used for all batteries.
Wire and Cable
Grade crossing design shall include proper sizing of all electrical wiring to ensure proper operation
of the equipment based upon the equipment loads and the operating parameters determined by
the equipment manufacturers. Minimum conductor sizes to be used are as follows:
• Internal House / Case Wire
o Battery chargers and feeds #6 flex
o Flasher lighting circuits #10 flex
o Track circuits #10 flex
o Loads in excess of 1 ampere #10 flex
o Loads less than 1 ampere #16 flex
• Flashing Light Signals / Gates
o Lamp wires #10 flex
o All other circuits #10 flex
• Cable
o Lamp circuits & gate battery feeds #6 solid
o All other circuits #14 solid
33.9.4 Grade Crossing Warning System Houses

Grade crossing warning system houses shall comply with the requirements set forth in the
SCRRA Standard Specification Section 34 42 46 SIGNAL EQUIPMENT HOUSES.

33.9.5 Pre-Assembled Instrument Enclosures

SCRRA has an established Blanket Purchase Order (BPO) contract with an approved vendor for
the purchase of pre-assembled instrument enclosures. The pre-assembled instrument enclosures
comprise most variants of grade crossing warning system applications and include standard
house assemblies for multiple CWD variations, exit gate control systems, traffic pre-emption
interconnection, remote crossing start configurations and auxiliary crossing control houses.
Signal design consultants incorporating these enclosures into their designs shall use the pre-
assembled instrument enclosure CADD files as a base for their project specific designs. CADD
files will be made available to the signal design consultant upon request.
The signal design consultant shall modify the pre-assembled instrument enclosures, using the
standard SCRRA Signal Plan CADD Requirements, to configure the enclosure design for their
project’s specific needs. It is the signal design consultant’s responsibility to ensure that all
equipment, naming conventions, and wiring configurations meet SCRRA standards and adhere
to their project’s specific requirements.
The pre-assembled instrument enclosures can be ordered for a project with the use of a single
SCRRA material ordering number. It is noted that pre-assembled instrument enclosures can only
be used when the project materials are being purchased through SCRRA. For projects where
materials are contractor provided, the signal design consultant shall use the pre-assembled
instrument enclosures as a base for their design requirements, in conjunction with SCRRA’s
Standard Specification Section 34 42 46 SIGNAL EQUIPMENT HOUSES.
33.9.6 Crossing Warning Devices

Crossing warning devices shall be determined through the design process during a joint
diagnostic review of the crossing. All warning devices shall comply with the requirements of
SCRRA’s Engineering Standards.
Grade crossing flasher lamp configuration shall comply with SCRRA ES 8400. Grade crossing
flasher lamps shall be provided a minimum of 8.5 VDC. Cable shall be sized to limit voltage drop
to 3 VDC. Flasher lamps shall be Light Emitting Diode (LED) type and shall be installed on all
new crossing warning devices or when modifying an existing crossing warning device. For
example, if designing to add an arm with an additional set of flashers to be installed on an existing
crossing warning device with incandescent bulbs, all existing incandescent bulbs shall be
replaced with LED units.
An electronic bell shall be installed in each quadrant containing a crossing warning device.
Pedestrian gates shall be designed with front and back flashing pairs of lights.
An approved solid-state crossing controller should be installed to control crossing warning
devices. The solid-state crossing controller shall be capable of flash synchronization with other
existing crossing controllers.
33.10 EXIT GATE SYSTEMS

Exit gate systems consist of an entrance gate assembly, CPUC standard 9-E exit gate assembly,
a vehicular detection system between the entrance gate and exit gate, and the necessary safety

critical logic equipment to receive inputs from the Vehicle Intrusion Detection System and control
the operation of the exit gate(s).
Exit gates are installed in order to:
• Provide warning at crossings.
• Increase deterrence of vehicles driving on the opposite direction of the flow of traffic and
around lowered entrance gate arms.
• Create a “Sealed Corridor” for train travel.
The safety and operations through the vehicular crossings are the responsibility of both SCRRA
and the Local Agency having jurisdiction of the roadway. Installation of exit gates must be
approved by the CPUC. In general, the installation of exit gates will be recommended by a
diagnostic team composed of the CPUC, SCRRA, local agency representatives, operating
railroads sharing tracks, and the design group. The diagnostic team shall perform a site-specific
review which considers crossing attributes, highway environment, and risk mitigation criteria.
33.10.1 Exit Gate Regulatory Requirements

The following are regulatory requirements for exit gates:
• Exit gates shall be designed to fail in the raised position. (CPUC General Order 75-D,
CaMUTCD Section 8C)
• Entrance Gates shall begin their descent before Exit Gates and shall be horizontal before
the Exit Gates are horizontal. (CPUC General order 75-D)
• A vehicle intrusion detection system shall be installed whenever exit gates are used.
(CPUC General Order 75-D, CaMUTCD Section 8C)
• At locations where gate arms are offset enough distance for vehicles to drive between the
entrance and exit gate arms, median islands shall be installed in accordance with the
needs established by an engineering study. (CaMUTCD Section 8C)
• Exit gate arm activation and downward motion shall be based on detection or timing
requirements established by an engineering study of the individual site. (CaMUTCD
Section 8C)
33.10.2 Exit Gate Functional Requirements

Where Exit Gates are installed, the latest recommendations of the AREMA Communications and
Signals Manual of Recommended Practices and the latest recommendations of the Institute of
Transportation Engineers should be followed.
Entrance Gates are required to be fully horizontal 5 seconds prior to a train arriving at a crossing.
This requirement does not apply to Exit Gates. (CFR 49, part 234, section 223).
Highway crossing warning systems on SCRRA which require Exit Gates shall use a solid-state
control system for the timing of the Exit Gate that is integrated with the roadway vehicle detection
system.

Currently SCRRA utilizes Inductive Loops for vehicle detection, however an SCRRA approved
equal may be designed. The Inductive Loops for vehicle detection shall be able to detect motor
vehicles with a wheel base equal to or greater than 96 inches, whether moving or stationary,
within the roadway driving surface and within 20° of the roadway axis, between the Entrance
Gates and the Exit Gates. The Vehicle Intrusion Detection System shall be a microprocessor-
based system of a Safety Critical design with necessary self-checking. Vehicle detection loops
shall be pre-formed and water repellent with an integral check loop such as that manufactured by
Reno A & E.
Vehicle detection loops will be placed in accordance with SCRRA ES 8405. The vehicle detection
loop system shall hold up the Exit Gate based upon the vehicle’s direction of travel. Separate
detection loops shall be provided for each direction of roadway travel such that detection of a
roadway vehicle that is wholly within a single lane of travel for a given direction will not hold up
both Exit Gates due to a vehicle in the crossing.
The Vehicle Intrusion Detection Devices shall be able to handle the following functions:
• Detect all motor vehicles, including all passenger motor vehicles, school buses, and
trucks, but not including motorcycles or bicycles.
• Provide “occupied/not occupied” indications to railroad control circuits within two seconds
of any state change.
• Verify, not less often than one time each time that the crossing gates are called down, that
the Vehicle Intrusion Detection Devices are functioning and able to detect motor vehicle
presence.
• Verify each time that the crossing gates are called down and the occupied indication is
working.
• Not to generate false highway vehicle occupied indications, more often than minimum
threshold values to be determined by the Engineering Study.
• Operate under battery back-up power or to default immediately to an occupied condition
when external power is lost, based on the result of the Engineering Study.
• Meet the current applicable national and local standards.
• Provide individually isolated outputs for each loop that are energized to indicate “not
occupied,” in such a manner that a failed output circuit or wiring fault will result in a de-
energized state and “occupied indication.”
• Provide separate, individually isolated outputs for each loop that are energized to indicate
“loop health,” in such a manner that a failed output circuit or wiring fault will result in a de-
energized state and a “loop health failure” indication.
• Not generate or induce levels of energy into the rails or other railway communication
medium of such magnitude that will cause false occupancy or false vacancy of trains under
any normal or abnormal mode of operation.
• Detection loops shall not be vulnerable to EMI that is generated within the environment of
an electrified railway under normal or fault conditions.

• When highway vehicular occupancy is not detected, the Exit Gate must be controlled to
begin its descent within one second after the minimum highway vehicle clearance time
expires and the detection loops indicate that the crossing is unoccupied. Exit Gates shall
remain lowered until the train has completed its movement through the grade crossing.
Detection of occupancy will cause a descending Exit Gate to reverse direction and raise.
• The loop detection system shall not interpret a train movement through the crossing as
vehicle occupancy, therefore train detection system reaction time shall be considered with
maximum authorized speed for trains at the crossing to determine if train detection system
track wires should be placed further than 50 feet from the edge of travelled way to take
into account this reaction time.
Systems having Exit Gate systems should have remote health monitoring systems capable of
automatically notifying maintenance personnel when anomalies have occurred within the system
(CaMUTCD Section 8C).
Back lights directed toward the motorist shall not be installed on Exit Gates due to the possibility
of confusing a motorist crossing the tracks (Preemption of Traffic Signals Near Railroad
Crossings, A Recommended Practice of the Institute of Transportation Engineers 2006).
Where Pedestrian Gates are used, a separate gate mechanism shall be used in the quadrant
containing the Exit Gate. Either the Exit Gate or the Pedestrian Gate shall have a bell.
Upon detection of an approaching train, the lights will begin to flash, and the bells will begin to
ring. A minimum of three seconds after the activation of the lights and bells, the Entrance Gates
will begin their descent. If no vehicles are present in the crossing, the Exit Gates will begin their
descent after the Entrance Gates. After the train has passed the crossing, the Entrance and Exit
Gates will begin their ascent. The time differential between Exit Gate Operation and Entrance
Operation should be determined by the Engineering Study.
The need for Exit Gate Clearance time shall be evaluated based upon the criteria in the AREMA
Communications and Signals Manual of Recommended Practices. When warning time is
calculated at crossings with Exit Gates, the additional time necessary for “wide track” is calculated
to the Exit Gate rather than to the point clear of the furthest rail.
33.11 DESIGN STAGES

The design cycle is an iterative process that may involve numerous groups, such as Railroad
Operations, Finance, Contracts, other railroad engineering disciplines, and other stakeholders.
See Section 21.14, DESIGN STAGES for requirements.


Appendix A. Terms, Definitions, and References
Design Criteria March 2024


A.1 TERMS AND DEFINITIONS
absolute signal A wayside signal without a number plate that conveys authority for
the movement of trains.
accessible Refers to designed, constructed and operated elements, facilities and
programs that adhere to the most current federal ADA Standards for
Accessible Design or the accessibility standards requirements of the
applicable California Building Code or the applicable local ordinance
and amendments for accessibility whichever is most stringent
advance The period of time that is the difference between the required
preemption time maximum highway traffic signal preemption time and the activation of
the railroad warning devices.
advanced A pedestrian timing input into the traffic signal controller that if
pedestrian inputted, the controller will time a shortened “Walk” and “Don’t Walk
Preemption Time.” After the Pedestrian interval has timed out, no further
Pedestrian calls will be served until the input has returned to its
normal state
aerial structure A bridge or elevated structure with a track deck designed to
accommodate direct fixation or ballasted track.
alignment The horizontal and vertical location of the track, street, or highway as
described by curves and tangents.
alternative safety A safety system or procedure, other than an SSM, which is provided
measure (ASM) by the appropriate traffic control authority or law enforcement
authority and which, after individual review and analysis by the
Associate Administrator, is determined to be an effective substitute
for the locomotive horn in the prevention of highway-rail casualties at
specific Highway-Rail Grade Crossings.
ampere A unit of electric current.
Amtrak The national rail passenger service.
annealing A metal softening process, based on heating and slow cooling.
anticlimber A horizontally ribbed steel fabrication mounted at floor level at each
end of a rail car, which, during collision, will interlock with the other
vehicle’s anticlimber and reduce the tendency of the vehicles to
“telescope.”
approach slab A reinforced concrete slab located at the interface of ballasted track
with direct fixation track, embedded track, or an open deck bridge to
provide a transition between ballasted track and the types of track
with significantly higher track modulus.
Design Criteria A-1 March 2024

aspect The appearance of a fixed signal conveying an indication as viewed

(signal aspect) from the direction of an approaching vehicle; or, the appearance of a
cab signal conveying an indication as viewed by an observer in the
cab.
at-grade crossing The crossing of a railway track and a vehicular roadway at the same
elevation; they are conventionally constructed of timber, asphalt,
rubber, or concrete.
audio frequency Track circuits that utilize audio frequencies that overlay another track
overlay (AFO) circuit to detect another vehicle; they are mainly used for highway
grade-crossing warning systems.
automatic block A series of consecutive blocks governed by block signals, cab
signal system signals, or both, which are activated by a train or by certain
conditions that affect block use.
automatic train A function of the Operations Control Center computer system in
dispatching (ATD) which train dispatching from all terminal points, including the yard, is
automatically driven by the current system timetable.
automatic train The subsystem of the train control system that maintains safe vehicle
protection (ATP) operation through a combination of vehicle detection, vehicle
separation, and interlocking and speed-limit requests and
enforcement.
automatic train stop The system that automatically applies the brakes on a train if the
(ATS) engineer fails to respond to a signal when the train passes over an
inductor. Inductors are typically placed at signals or speed
restrictions.
backwater Water held, or restricted from flowing, by a dam or other obstruction
within a stream or channel.
ballast An integral part of the track structure, generally composed of crushed
stone in which ties are embedded and is essential to good
maintenance of track surface and alignment. FRA Track Safety
Standards stipulate that:
“Unless it is otherwise structurally supported, all track must be
supported by material which will: (1) transmit and distribute the load
of the track and railroad rolling equipment to the subgrade; (2)
restrain the track laterally, longitudinally, and vertically under dynamic
loads imposed by railroad rolling equipment and thermal stress
exerted by the rails; (3) provide adequate drainage for the track; (4)
maintain proper track cross-level, surface, and alignment.”
baseline stray A survey conducted during pre-construction in which soil and
current survey groundwater corrosive characteristics are determined. These data
serve as a basis for corrosion control designs.

basic safety The area within 25 feet horizontally of the centerline of the nearest
envelope active track. The pair of imaginary lines, which define the outside
boundaries of the Basic Safety Envelope, extend vertically up and
down infinitely. For the purpose of these Criteria, all construction
activities within these boundaries will be considered to have the
potential to foul the track and will be constrained as necessary by the
SCRRA Roadway Worker -in-Charge/Flagman.
betterment Betterment is defined as a replacement facility or any component
thereof, or an enhancement to an existing facility, requested by an
entity and agreed to by SCRRA (whether constructed by SCRRA or
the entity), that increases the service capacity, capability,
appearance, efficiency, or function, except that the following shall not
be considered as Betterments:
(a) An upgrade which the parties mutually agree will be of direct and
principal benefit to the construction or operation of a project.
(b) An upgrade resulting from compliance with the entity’s applicable
standards, provided, however, that any upgrade which exceeds such
applicable entity standards shall be considered a “Betterment.”
(c) Measures to mitigate environmental impacts identified in the
Project's final Environmental Impact Report or Statement and which
are mutually agreed to be a project responsibility; provided, however,
that any upgrade beyond minimally applicable requirements shall be
considered a “Betterment.”
The term “Betterment” shall include any upgrade to a conflicting
facility requested by the entity and agreed by SCRRA, in order to
conform to revisions or additions to the entity’s standards that
SCRRA is not required to accept or which is not otherwise excluded
from the definition of Betterment as set forth above. The term
“Betterment” shall also include any new or upgraded facilities or
portion thereof added to a replacement facility at the entity’s request
for the purpose of the improvement of facilities or services. A
Betterment shall not be an entity’s project. Betterments shall be
entirely the financial obligation of the entity.
block A length of track with defined limits set by the train control system
design.
bond An electrical or circuit connection made between rail ends.
braking requirement A braking requirement reflects the maximum safe speed at any given
point in the system based on the conditions of the systems.
cab signal The automatic train protection speed limit as transmitted to the
vehicle by the wayside equipment.
Caltrans California Department of Transportation.

catenary In electrified territory, an overhead contact system of one or more

bare wires including contact wire, messenger wire, and the
interconnecting hangers.
cathodic protection A means of limiting the electrochemical process of corrosion
whereby: (1) corrosion is diverted from the item to be protected (the
cathode) to a sacrificial item (the sacrificial anode), which eventually
corrodes and must be replaced, or (2) an outside electrical current is
applied to the item to be protected to control differences in electrical
potential between the item (the cathode) and the soil (the anode).
central business The center or core within an embracing region in which the most
district (CBD) intensive commercial activity is concentrated.
Centralized Traffic A term applied to a system of railroad operation by means of which
Control (CTC) the movement of vehicles over routes and through blocks on a
designated section of track or tracks is directed by signals controlled
from a designated point without requiring the use of train orders and
without the superiority of trains.
channelization The process of controlling automobile traffic by channeling vehicles
into specific traffic lanes via barrier curbs and islands.
Also, a method for improving the flow capacity of waterway
channelization A traffic separation system made up of a raised longitudinal
devices channelizer, with vertical panels or tubular delineators, that is placed
between opposing highway lanes designed to alert or guide traffic
around an obstacle or to direct traffic in a particular direction.
“Tubular markers” and “vertical panels,” as described in the MUTCD,
are acceptable channelization devices.
clearance envelope Distance in all directions around a train that must be kept clear of
obstructions.
closure rails The rails between the parts of any special trackwork layout, such as
the rails between the switch and the frog in a turnout; also, the rails
connecting the frogs of a crossing or of the adjacent crossing, but not
forming parts thereof.
coasting The mode of operation of a train in which propulsion (positive
traction) and braking (negative traction) are inactive.
compound curve Track curve composed of more than one curve, each with a different
curvature or radius.
compromise joint A joint matching two rails of different sections or sizes. The four bars
for the two joints make up a set of compromise bars for two
compromise joints (left & right).
compromise weld A welded joint matching two rails of different sections or sizes.

contact A conducting part which co-acts with another conducting part to open
or close an electric circuit.
contact wire Portion of the overhead power distribution system which comes into
contact with the sliding current-collector strips on the pantograph,
thus transferring electrical power to the train, usually a solid grooved
wire.
continuous cab A cab system that provides speed commands and other data to the
system vehicles throughout the system.
continuous welded A number of shorter length rails welded together into a single length
rail (CWR) of generally 400 feet or greater.
contract documents Engineering design documents, such as design drawings and
specifications, incorporated into a composite package for the purpose
of soliciting construction bids.
contractor A person or entity who agrees to furnish materials or perform
services at a specified price, especially for construction.
More Broadly: An individual, firm, partnership, corporation, or
combination thereof, private, municipal or public, including joint
ventures, who are referred to throughout this document by singular
number and masculine gender. Contractor includes any
sub-contractor, supplier, agent, or individual entering on or in the
vicinity of the highway-rail grade crossings.
control operator An employee assigned to operate CTC or interlocking control
machine or authorized to grant track permits.
control point A location of Absolute Signals controlled by a Control Operator.
control signal A wayside train signal used to control the movement of trains at a
control point; an Absolute Signal.
coupler An appliance on a railroad car for coupling two vehicles.
creep The tendency of materials to flow plastically due to increase in strain
under sustained load.
crest curve A convex vertical curve.
cross level The difference in elevation between the tops of both rails measured
along a line perpendicular to the track centerline.
cross-bond An electrical connection from one track to another track to distribute
traction power return currents.
crossing diamond Special trackwork installed to allow two tracks to cross at grade.
crossover (double) Two single crossovers which intersect each other between the two
adjacent and generally parallel tracks forming a connection between
them. Sometimes referred to as a “scissors” crossover or “diamond”
crossover.

crossover (single) Two turnouts, with track located between the frogs and arranged to
form a continuous passage between two adjacent and generally
parallel tracks.
crossover Two single crossovers not intersecting each other but adjacent,
(universal allowing passage from one track to another in either direction.
interlocking)
crosstie The portion of the track structure that supports the rails and
maintains gage. Ties are constructed of wood, concrete or steel and
are usually spaced 18-24 inches at right angles to the rails.
culvert A drainage structure or pipe crossing under a track or roadway.
curb return The portion of a curb at which vehicles make sharp turns.
cut-out (train A circuit at the exiting point of an automatic train control system or
control) cab signal territory by means of which a vehicle ATP system is
actuated so as to be in the street running or yard control condition.
Data Capture and A function of central control that records all change-of-state
Reporting System information and system transactions for analysis and reporting
purposes. The data capture and reporting system will produce an
audit trail listing all controls and indications, as well as how and when
they were initiated.
derail Mechanical device used to derail or otherwise direct rail vehicles
away from adjoining or connecting tracks.
design criteria A document whose purpose is to describe the engineering design
criteria to be used during preliminary and final design.
design load Load which includes stresses due to effective prestress after losses,
dead loads, maximum specified live loads, and impact loads.
detector locking Electric locking, effective while a vehicle occupies a given section of
a route, which prevents operation of switch-and-lock movements
within that section.
diagnostic team A joint design team that develops the configuration for a new or
upgraded public road crossing. Knowledgeable representatives of
parties of interest in a Highway-Rail Grade Crossing, organized by
the Public Authority responsible for that crossing, who, using crossing
safety management principles, evaluate conditions at a grade
crossing to make determinations or recommendations for the Public
Authority concerning safety needs at that crossing in accordance with
Part 8 of the CA MUTCD. The team includes representatives of the
CPUC, the using railroads, the roadway owner, and other involved
agencies such as fire, school, etc. SCRRA representatives are
typically from the Public Projects and Signal Departments.

direct fixation Type of track construction in which the rails are fastened to a
concrete slab using fasteners which provide lateral and longitudinal
restraint, electrical and vibration isolation, and allow for adjustment of
the rail position as the rail wears.
direct reverse Sequential and opposite track curves with no intermediate section of
curves straight track (S-shaped curve).
dispatcher Person stationed in the Operations Control Center who monitors and
controls train operations on the main line of the rail system.
division A portion of the SCRRA system, which is itself made up of
subdivisions.
draft gear The component integrating the coupler to the vehicle underframe
anchorage. The draft gear is designed to absorb the shocks
incidental to multi-vehicle movements and coupling of vehicles and
thereby cushion the force of impact to minimize stresses imposed on
the vehicle structure.
dual control switch A power-operated switch machine that can also be thrown by hand.
machine
dwarf signal A low wayside signal.
dynamic braking A system of electric braking in which the traction motors, when used
as controlled generators, retard the vehicle.
dynamic vehicle The lateral limits of a train in motion considering factors such as
outline vehicle roll, side sway, and fishtailing.
easement The right legally afforded a person or entity to make limited use of
another person’s real property as the right-of-way.
effectiveness rate A number between zero and one which represents the reduction of
the likelihood of a collision at a public Highway-Rail Grade Crossing
as a result of the installation of an SSM or ASM when compared to
the same crossing equipped with conventional active warning
systems of flashing lights and gates. Zero effectiveness means that
the SSM or ASM provides no reduction in the probability of a
collision, while an effectiveness rating of one means that the SSM or
ASM is totally effective in eliminating collision risk. Measurements
between zero and one reflect the percentage by which the SSM or
ASM reduces the probability of a collision.
electric lock A device to prevent the movement of a track switch unless the
locking member is withdrawn by an electrical device such as an
electromagnet, solenoid, or motor.
electromagnetic Electrical interference of communication signals caused by undesired
interference (EMI) electromagnetic energy within the atmosphere.

emergency load An electrical load that is required to be energized from the

emergency power source for a specific time interval after the loss of
both normal and backup power.
end user The entity that will operate and maintain the system that was
designed.
engineer in The licensed professional engineer in responsible charge of shoring
responsible charge system design, whose seal and signature shall be affixed to the
drawings, specifications, calculations, and other documents used in
the design and construction of excavation support. For the purpose of
these Criteria, the Engineer in Responsible Charge also includes
other people designated by the licensed professional engineer in
responsible charge and working at his/her direction.
equal construction The process of constructing a new facility of the same type
construction and capacity of existing facilities. Similar to
replacement-in-kind.
essential load An electrical load that is considered essential for safety and system
operation so that interruption of power to these loads shall be held to
a minimum time. This minimum time is the normal transfer time of
automatic transfer equipment and the start time of standby
generating equipment.
exclusive track An approved Work Window in which no train movements (except the
window Contractor or SCRRA work trains or equipment under control of the
EIC, per the SSWP) will operate on any track within the window
limits. The Contractor may dismantle, remove, reconstruct, or
otherwise obstruct tracks within the limits of such a window. This
Work may be protected by track out of service, track and time limits,
or by Form B Track Bulletin
fail-safe A device, system, or circuit that ensures that any malfunction
affecting safety will cause the device, system, or controlled function
of the circuit to revert to a state that is known to be safe.
feeder An electrical conductor that connects a load or distribution point to its
source of power.
field weld A rail joint weld done in the field, typically using the thermite process.
fixed facilities Facilities to be constructed as part of the project that are stationary
(passenger stations, trackway, etc.) rather than mobile (rail vehicles).
flood storage The capacity of a drainage-way to store, or significantly delay, runoff
capacity from a storm event to prevent “flash” flooding.
floodplain Area within and adjacent to a watercourse that would be expected to
be inundated (flooded) during a storm event of a particular frequency
(e.g., a 100-year storm).

freight or other All tracks that are constructed and/or maintained by SCRRA for use
track by freight railroads to serve their industrial clients, not generally used
by SCRRA passenger equipment.
friction braking Vehicle braking method that uses brake pads to exert friction forces
on a rotating wheel to stop that wheel from rotating.
frog A track structure or device used at the intersection of two running
rails to provide support for wheel treads and passageways for their
flanges, thus permitting wheels traversing either rail to cross the
other.
frog number The number used to designate the size of a frog, and being equal to
ratio length to divergence.
galvanic corrosion The electrochemical process of corrosion caused by a difference in
electrical potential between dissimilar metals, dissimilar soils, or
metals and soils.
girder rail Any one of several types of rail sections most commonly used in
electric or street railway construction. Girder groove rails are
asymmetrical rails which provide a wheel flangeway adjacent to the
gauge side of the railhead. Girder guardrails use a similar flangeway,
but with a raised lip, to provide a guarding action similar to that
provided by a separate restraining rail.
graceful An equipment failure in which the system will function with little ill
degradation effect. When the failure is resolved, recovery has little effect on other
(recovery) parts of the system.
ground return Bonding to prevent ground return current.
bonding
ground return Current that returns to the source through the ground, such as in a
current damp road crossing.
guard rail An assembly in a turnout placed opposite the frog point to prevent
wheel flanges from contacting the frog point. Also used on crossing
frogs.
guarded track Track with an additional component located inside one or both
running rails to bear against the back of the wheels to guide them in
traversing small radius curves.
headblock The tie arrangement under the point of the switch to hold the switch
machine and the connecting rods. There are usually two headblock
ties.

headway The time-separation between two trains, both traveling in the same
direction on the same track. It is measured from the time the
head-end of the leading train passes a given reference point to the
time the head-end of the immediately following train passes the same
reference point.
heel of frog The end of the frog in the turnout farthest from the point.
hertz A unit of measurement that measures alternating electricity by the
number of cycles in one second.
high frequency Self-contained power supplies for fluorescent lamp fixtures that use a
inverter/ballast unit high frequency switching rate to produce ac from dc input.
highway-rail grade A location where a highway, road, or street and the railroad ROW
crossing cross at the same level, within which are included the railroad tracks,
highway, and traffc control devices for highway traffc traveling over
the railroad tracks.
highway-rail grade A device that provides a visual and/or audible warning and restricts
crossing warning access to the intersection of a highway grade crossing.
device
horizontal curve A track curve connecting two horizontal tangents of different bearing.
impedance bond A metallic device of low resistance and relatively high reactance,
used to provide continuous path for the return propulsion current
around insulated joints and to confine the audio frequency signaling
energy to its own track circuit.
insulated joint A joint between adjoining rails in which electrical insulation is
provided.
interlocking An arrangement of signals and signal appliances interconnected so
that their movements must succeed each other in proper sequence
and for which interlocking rules are in effect. It may be operated
automatically or by sections.
interlocking limits The boundaries of an area of track controlled by an interlocking, as
defined by the extreme opposing home signals of that interlocking.
Intermediate-term Work that occupies a location for more than one daylight period up to
Stationary three (3) days, or nighttime work lasting more than one (1) hour.
intermittent block A cab system that provides speed commands to the vehicle at
cab system predetermined points.
inverter system System dedicated to accepting primary dc power, changing it to ac
voltages, single or multiple phases, as required.
jerk limit Maximum rate of change of acceleration for a train. The normal units
are feet per second cubed.

jointed rail Running rail that is connected end to end by means of joint bars and
bolts.
jumper cables Electrical cables that provide electrical continuity in the overhead
power distribution system at special trackwork and other locations
where it is necessary to have mechanical separations between
conductors.
junction box Any enclosure in which electrical wires and cables are intersected or
spliced.
kiss-and-ride An access mode to a transit station that does not provide for
long-term parking; the patron is brought to the station by private
automobile, which departs after dropping off the patron.
last long tie The last switch tie in a turnout farthest from the point of switch.
Law Enforcement A person who provides temporary traffic control for the Road User.
Officer/Flagger
leaky coaxial Slotted coaxial cable installed within the length of a tunnel that
antenna receives and distributes the rail operations and control radio signals;
the cable allows operation of the radio channels while a train is in a
tunnel.
level crossing Where LRT crosses general railroad tracks (SCRRA)
(diamond)
light unit An assembly of one or more lenses, roundels or reflectors, arranged
in a suitable frame or case with fixture and electrical lamp or lamps
from which a light beam or beams can be projected and controlled.
local control panel A panel provided in each train control room for monitoring and control
of their movement in a designated area. The control panel displays
the track diagram of the designated area and provides associated
control devices and indicators.
local section Section control equipment located at the site of the mechanical or
electrical process that is being controlled.
lock rod Part of a track switch or derail that locks the switch points or derail
into normal or reverse position; consists of a rod, attached to the front
rod or log, through which a locking plunger may extend when points
or derail are in the normal or reverse position.
locomotive horn A locomotive air horn, steam whistle, or similar audible warning
device (see 49 CFR 229.129) mounted on a locomotive or control
cab car. The terms “locomotive horn”, “train whistle”, “locomotive
whistle”, and “train horn” are used interchangeably in the railroad
industry.

long-term parking Parking facilities designed for vehicles parking for extended periods
facilities (i.e., greater than 15 minutes). Park-and-ride lots are designed as
long-term parking facilities.
Long-term Work that occupies a location more than three (3) days.
stationary
loop detector Vehicle detection coil imbedded in the roadway or trackway that
detects vehicles requiring entry into the system. Part of the traffic
control system.
low chord/soffit The lowest horizontal surface of any span, including truss, beam,
concrete, and/or deck plate girder.
main track A track extending through yards and between stations that must not
be occupied without authority or protection.
mainline A section of track on which trains move at design operating speed,
primarily for the purpose of transporting patrons during revenue
service.
master clock A single clock provided for the purpose of synchronizing all computer
subsystems with the time received from a common master time
source.
Master Utility An agreement between SCRRA and local utility companies that
Relocation spells out the procedure, responsibility, and financial liability for any
Agreement required utility relocations, replacements, or other utility work.
member agency The county transportation agency whose property is directly affected
by the project. The SCRRA Member Agencies include: the Los
Angeles Metropolitan Transportation Authority (METRO), the Orange
County Transportation Authority (OCTA), the Riverside County
Transportation Commission (RCTC), the San Bernardino County
Transportation Authority (SBCTA), and the Ventura County
Transportation Commission (VCTC).
messenger wire A suspended wire attached to primary structural supports, from which
is suspended a cable or conductor. In a catenary system, the
conductive messenger wire supports the contact wire through
hangers.
Metrolink The operations control center for SCRRA, located in Pomona.
Operations Center
nationwide A number reflecting a measure of risk, calculated on a nationwide
significant risk basis, which reflects the average level of risk to the motoring public at
threshold (NRST) public Highway-Rail Grade Crossings equipped with flashing lights
and gates and at which locomotive horns are sounded. The NSRT
represents a statistical benchmark used during the quiet zone
establishment process as a comparative measure to evaluate a Quiet
Zone Risk Index. The NSRT is periodically revised by the FRA.

non-essential load An electrical load of such a nature that interruption of power to it for a
short period will not affect safety and system operation.
Non-essential loads do not require a backup power source.
non-revenue track See secondary track.
non-signaled Sections of the track system in which no signals exist. The
territory centralized traffic control system identifies all trains as they enter and
exit non-signaled territory.
non-traversable A highway curb designed to discourage a motor vehicle from running
curb around lowered gate arms. Non-traversable curbs are used at
locations where highway speeds do not exceed 40 miles per hour
and are at least six inches high.
non-vital relays Any relay that does not affect the safety of train operations.
ohm An electrical unit that measures the resistance to the flow of current
in a conductor.
omnibus backbone Electronic network that accommodates the data, voice, and closed
network circuit television transmission needs of the communications system
and the voice and remote control connections to rail radio base
stations.
operating railroad Any passenger or freight-related railroad company operating on
SCRRA tracks
operating rod The rod through which motion is transmitted.
operating system Includes, but is not limited to, the tracks on which trains and
“on-track” equipment operate or may potentially operate, and in
addition any facilities closely related to the operation of the railroad
system including signal and communications masts, bridges, poles,
cables and houses, tunnels, culverts, bridges, access roads,
highway-rail grade crossings and station platforms.
overhead contact An electrical power distribution system designed to conduct and
system (OCS) transfer power from substations to the trains. The system comprises
the bare wire overhead contact system, supporting structures and
their foundations, supporting attachments to overhead bridge
structures, parallel insulated traction power supply cable hardware
and connections to the overhead contact system, and cable cross
arm supports and hardware for locations where aerial support is
selected for the signal control and communications cables.
A collapsible and adjustable frame that is mounted on top of a vehicle
and to which a sliding current-collector shoe is fitted at the upper end.
park-and-ride A transit access mode in which a patron drives a private automobile
to a station, parks in the areas provided for that purpose, and enters
the transit system.

patron A person who paid fare to use the transportation service provided by
SCRRA.
pocket track A track located between two primary tracks, which is used to store
out-of-service, layover, or turning back trains.
point detector rod A rod through which position is transmitted to the circuit controller to
indicate position of the switch points.
point of vertical Point of connection of a tangent track line to a vertical curve.
curvature (PVC)
point of vertical Point of connection of a vertical curve to a tangent track line.
tangency (PVT)
primary track Track constructed for vehicles in revenue service (carrying revenue
passengers), including mainline, siding, and station tracks.
profile The vertical alignment of the track, usually shown as the top of rail
elevation.
profile grade The datum line which defines the vertical alignment of the track,
(grade line) applied at the top of the low rail.
project owner The lead agency or a third-party project sharing the SCRRA ROW
project sponsor The lead agency or third-party that is the lead entity for a proposed
project
public agency The federal government and any agencies, departments or
subdivisions thereof; the State of California; and any county, city, city
and county district, public authority, joint powers agency, municipal
corporation, or any other political subdivision or public corporation
therein, requesting and sponsoring the temporary traffic control. This
includes SCRRA Member Agencies.
public highway-rail A location where a public highway, road, or street, including
grade crossing associated sidewalks or pathways, crosses one or more railroad
tracks at grade. If a Public Authority maintains the roadway on both
sides of the crossing, the crossing is considered a public crossing for
purposes of this part.
quiet zone A segment of a rail line, within which is situated one or a number of
consecutive public highway-rail crossings at which locomotive horns
are not routinely sounded.
quiet zone risk A measure of risk to the motoring public which reflects the Crossing
index (QZRI) Corridor Risk Index for a Quiet Zone, after adjustment to account for
increased risk due to lack of locomotive horn use at the crossings
within the Quiet Zone (if horns are presently sounded at the
crossings) and reduced risk due to implementation, if any, of SSMs
and ASMs with the Quiet Zone.

radio frequency Electrical interference of communication signals caused by undesired

interference (RFI) radio frequency energy within the atmosphere.
radio release A reset command sent by radio communications to release the
automatic trip stop (ATS) system.
rail anchor A device attached to the rail that contacts the tie and prevents
longitudinal rail movement.
rail clip A resilient device used to secure running rails to crossties to provide
vertical, lateral, and longitudinal restraint of the rail.
rail fastener A device used to secure running rails to crossties to provide vertical
and lateral restraint of the rail. This includes track spikes and resilient
fasteners.
rail with trail A marked or established shared use path used by bicyclists,
pedestrians, wheelchair users, joggers and other non-motorized
users that is located on or directly adjacent to an active railroad
corridor.
railroad zone of The zone within which shored excavation is required and the shoring
influence system is required to be designed for railroad live load surcharge.
receiver A device that converts electric energy input to the device to indicate
electric energy is present.
receiver (track Receiver so placed that upon detection of a voltage or frequency, a
circuit) contact or voltage is supplied to controlling circuits to indicate its
presence.
receiver (train Receiver so placed that it is in a position to be influenced inductively
control, cab control) or actuated by an automatic train stop, train control, or cab signal
element.
redundancy The existence in a system of more than one independent means of
accomplishing a function.
regenerative A system of electric braking in which the traction motors, when used
braking as controlled generators, return a portion of the braking energy as
electrical energy to the contact wire for use by other trains or other
train subsystems.
relay A device that is operated by a variation in the conditions of one
electric circuit to affect the operation of other devices in the same or
another electric circuit.
relay-based An electromagnetic device operated by a variation in the conditions
equipment of one electric circuit to affect the operation of other devices in the
same or another electric current.
relay-based (See interlocking.) Equipment used to control an interlock that
interlocking consists primarily of relays.

replacement-in-kind The process of replacing a facility with a facility of the same type,
construction, and capacity. Similar to equal construction.
resilient fastening Rail Fastening assembly that incorporates, rolled, forged or
system fabricated steel tie plates with shoulder that accept an elastic (spring)
rail fastening and are drilled, punched or machined to accept
hold-down screw spikes; screw spikes; spring clips which applies a
hold-down force (toe load) to the rail base; and insulating pads (when
necessary), to control rail lift, lateral movement and longitudinal
movement, dampening vibrations that originate at the rail/wheel
interface, and incorporate electrical isolation measures either at the
base of rail or between the plate and the cross tie.
resistance-to-earth The design desirable in-service electrical resistance per mile of
criteria mainline running rails, special trackwork, and ancillary system
connections.
revenue track See mainline and primary track.
reverse running The operation of a vehicle against the normal direction of operation
on a particular track.
rheostatic brake Braking in which the power generated by the traction motors, when
driven as generators, is dissipated through a resistor bank. Also
called dynamic braking.
right-of-way (ROW) Land or rights to land used or held for railroad operations or for public
way. A strip of land, real estate or property of interest, under the
ownership or operating jurisdiction of SCRRA or Member Agency on
which railroad tracks, other structures and facilities are constructed.
risk index with A measure of risk to the motoring public when locomotive horns are
horns (RIWH) routinely sounded at every public Highway-Rail Grade Crossing
within a Quiet Zone. The Risk Index With Horns is determined by
adjusting the Crossing Corridor Risk Index to account for the
decreased risk that would result if locomotive horns were routinely
sounded at each public Highway-Rail Grade Crossing.
road user A vehicle operator, bicyclist, or pedestrian within the highway,
persons with disabilities, including workers in Temporary Traffic
Control Zones.
roadway flagger A person trained in the fundamentals of flagging automotive traffic.
running rail That rail upon which the tread of rolling stock wheels bear.
sacrificial anodes An item, such as a zinc plate, that limits the electrochemical process
of corrosion by diverting corrosion from the item to be protected (the
cathode) to itself (the anode), which eventually corrodes and must be
replaced.

safe braking The distance allowed for the safe stopping of a train from a given
distance (SBD) speed, or for reducing velocity from one speed to another speed. The
SBD will include the distance traveled at the initial speed during
operator and equipment reaction time, stopping distance, or distance
required to reduce to the new speed desired, and an appropriate
safety-factor.
sag curve A vertical curve that is concave.
sand box Timber box structure filled with sand and located at the ends of
stub-end tracks to stop rail cars and minimize damage to them.
SCRRA Roadway A Southern California Regional Rail Authority employee (SCRRA
Worker in Charge General Code of Operating Rules and territory qualified) providing
(RWIC) warning to Public Agency or Contractor personnel of approaching
trains or on-track equipment and who has the authority to halt work
and to remove personnel from the railroad right-of-way to assure safe
work.
secondary track All track that is not primary track; or, track constructed for the
purpose of switching, storing, or maintaining vehicles that do not
carry revenue passengers.
self-service fare A proof-of-payment fare collection system.
collection
set back The distance between the centerline of the nearest railroad track
(existing or planned) and the closest edge of a trail.
shoofly A temporary detour track to bypass an obstruction or construction
site.
shop track Track which consists of all yard and secondary track constructed
within the limits of the maintenance buildings.
short duration Work that occupies a location for up to one (1) hour.
short-term parking Parking facilities designed for vehicles parking for a limited time (i.e.,
facilities less than 15 minutes). Kiss-and-ride lots are designed as short-term
parking facilities.
short-term Work that occupies a location for more than one (1) hour, but less
stationary than 12 hours.
signals (automatic) A signal at the beginning of a signal block that automatically changes
its aspect to indicate whether the block is clear or occupied.
signals (controlled) A signal that requires a request for its operation, i.e., a signal that is
not automatic.
signals (wayside) A signal of fixed location along the track right-of-way.

simulation The representation of the functioning or process of one system by

means of another, especially when examining a problem not subject
to direct experimentation.
site specific work A program, plan, and schedule prepared and submitted by the
plan Contractor and accepted by SCRRA that accurately describes and
illustrates the manner in which work within the Basic Safety Envelope
will be accomplished, the potential impacts on elements of the
Operating System and the manner and methods by which these
elements will be protected from any potential impact, and/or the
manner in which work will be accomplished within SCRRA allotted
Work Windows.
slip The act of train wheels sliding (rather than rolling) over the rails due
to rapid deceleration of the train. Slip is detected and controlled by
slip-spin protection.
special trackwork A generic term referring to turnouts, single and double crossovers,
track crossings, and other items that permit tracks to merge, diverge,
or cross one another.
specific minimum The minimum design pressure or stress at which a steel pipe will fail
yield stress or yield.
(SMYS)
speed The maximum speed of operation for trains, often different for
passenger and freight trains.
spin The act of train wheels spinning (rather than rolling) over the rails due
to rapid acceleration of the train. Spin is detected and controlled by
slip-spin protection.
spiral curve Curves that are used on mainline track alignments to transition from
a tangent to a circular curve, and to develop the superelevation of the
track.
sponsoring party A private or public organization that proposes, plans, installs, and
maintains landscapes within SCRRA or Member Agency
rights-of-way, typically near stations. Although typically a third party
(see third party), SCRRA or a Member Agency may also provide
landscape improvements as a sponsoring party.
stand-alone A device available at stations to imprint information on riders’ tickets
validator for self-service fare collection verification.
standard fastening Rail Fastening assembly that incorporates, conventional rolled steel
system tie plates with shoulder, punched with square holes to accept cut
spikes; cut spikes; and rail anchors to control rail lift, lateral
movement and longitudinal movement.
static vehicle The lateral limits of a vehicle body, not in motion, and with all
outline mechanical features in nominal factory condition.

station A facility equipped with platforms to enable patrons to enter and

leave trains.
stock rail A running rail against which a switch point operates.
stray currents Electrical currents, other than those generated for use by the rail
system, which exist in the environment due to the electromagnetic
and/or electrochemical interactions of the rail equipment,
atmosphere, groundwater, and soils.
stub-up Portion of underground electrical conduit that rises to or through the
ground surface.
sub-ballast A material superior in composition to the roadbed material which
provides a semi-impervious layer between the track ballast and the
roadbed for better drainage and distribution of load to the roadbed.
subdivision Portion of the SCRRA system, such as the San Gabriel Subdivision.
subgrade The native material underneath a constructed railroad track, which is
commonly compacted and stabilized before construction of the
railroad track.
substation A facility containing electrical equipment which typically provides for
the transformation of high transmission voltage electric power to one
or more lower voltages for distribution of the electric power to
consumers.
substructure The part of an aerial structure or bridge below the bridge seats, tops
of piers, haunches of rigid frames, or below the springlines of arches.
Backwalls and parapets of abutments and wingwalls of bridges shall
be considered part of the substructures.
superelevation (Ea) Tilting or “banking” of the running surface of a roadway or trackway in
areas of curved horizontal alignment, which permits vehicles to
negotiate the curves at higher speeds than would be possible if the
running surface were level. Superelevation is applied by raising the
outside rail in a curve a specified number of inches, expressed as
‘Ea’ or ‘actual superelevation, the amount of super (inches) is
determined by the speed and degree of curvature
superstructure The part of an aerial structure or bridge above the bridge seats, tops
of piers, haunches of rigid frames, or above the springlines of arches,
including the floor, and not including the substructure.
supplementary A safety system or procedure established in accordance with FRA,
safety measure which is provided by the appropriate traffic control authority or law
(SSM) enforcement authority responsible for safety at the Highway-Rail
Grade Crossing that is determined by the Associate Administrator to
be an effective substitute for the locomotive horn in the prevention of
highway-rail casualties.

support equipment Equipment used together to provide the basis of subsistence for a
complete system.
switch control An electrical circuit that directs the movement of a track switch.
switch machine A device used to operate a track switch; a switch and lock is one type
of switch machine.
switch point The movable tapered rail of a split switch.
switch stand A device next to the point of the switch that includes the switch lever
mechanism.
switch tie Special crossties of varying length used under a turnout.
switch, point of The end of a switch point farthest from the frog.
switch, split A track switch consisting of two movable switch points.
switch-and-lock A device which performs the three functions of unlocking, operating,
and locking a track switch or derail.
system-wide Facilities that are continuous across the entire SCRRA system such
elements as signal and communication systems.
tce Temporary Construction Easement
tcns Tower Construction Notification System
temporary traffic An area of a highway where Road User conditions are changed
control zone because of a work zone or an incident by the use of temporary traffic
control devices, Flaggers, police, or other authorized personnel.
third party A type of sponsoring party that is not SCRRA or a Member Agency,
specifically an individual, firm, partnership or corporation, or
combination thereof, private or public requesting and sponsoring a
landscaping project. Third Party also includes the federal government
and any agencies, departments or subdivisions thereof; the State of
California; and any county, city, city and county district, public
authority, joint powers agency, municipal corporation, or any other
political subdivision or public corporation therein requesting and
sponsoring a landscaping project.
Telecommunications Industry Association
tia
ticket-issuing A device to issue single ride documents showing that the passenger
device has paid the fare.
tie A long timber or concrete member on which ballasted track is
constructed; also referred to as a crosstie.
tie plate A steel plate installed between the rail and the crosstie to distribute
the load and restraint lateral movement.

time of The travel time required for overland flow plus the travel time
concentration required for channel flow of stormwater from the most remote point of
the drainage area to the point under consideration.
timing device A device that provides a contact or closure data indicating that a
preset time has elapsed from a predetermined condition.
toe of frog The end of the frog closest to the switch points.
total approach time The Total Approach Time (TAT) is not necessary for calculation of
the required preemption time, but it is very useful for the rail operator
when determining where to place the detection equipment. The total
approach time includes the total warning time, the advance
preemption time, and the equipment response time. The total
warning time includes the minimum warning time plus the buffer time.
TAT = TWT + APT + ERT
TWT = MWT + BT
track circuit An arrangement of electrical circuits and/or electronic equipment,
including a length of the running rails, which permits detection of
vehicles.
track circuit (ac) A track circuit that uses ac voltage to the rails to detect vehicles in a
block.
track circuit (AF) A track circuit that uses audio frequency to detect vehicles in a block.
track circuit (digital) A processor track circuit that provides a means to transmit data to a
train from the rails.
track circuit (double An AC track circuit that uses both rails for vehicle detection and uses
rail) impedance bonds for propulsion return.
track circuit (PF) An A track circuit that uses the supplied ac for detection of vehicles.
(PF power frequency).
track circuit (single A PF track circuit that uses one rail solely for detection.
rail PF) vehicle
track circuit An area defined from the end point on the track circuit to the other
boundaries end of the track circuit. (See block.)
track crossing The point at which two running rails cross.
track detection A device detecting the presence of a vehicle that is used by the
signal system for controlling train operation.
track gauge The distance between the inside faces of running rails of a track
measured at a point ⅝ in. below the top of rail. Standard gauge is 56
½ inches.

track, direct fixation Track constructed of rail and rail fasteners attached by means of
anchor bolts to a concrete trackbed.
track, embedded Track constructed of rails and steel ties on a reinforced concrete slab
and, except for the flangeways, embedded in asphalt or concrete to
the top of rail to facilitate pedestrian or vehicle traffic over the tracks.
For track located in streets, grade crossing, or vehicle maintenance
facilities.
traction current The path followed by traction power electrical current from the train
return back to the substation.
traction power Power used by the train for propulsion.
traffic control A sign, signal, marking, and other device used to regulate, warn, or
device guide traffic, placed on, over, or adjacent to a street, highway,
pedestrian facility, or shared-use path by authority of a Public Agency
having jurisdiction.
train Locomotive and one or more vehicles coupled together (a consist)
and acting as a single unit.
train stop A device used by the signal system to command a train to stop.
train stop An automatic train stop which uses electric coils as a means to
(inductive) command a train to stop.
train to wayside A system that routes trains to their scheduled destinations and
(TTW) system provides central control with vehicle identification.
Transit Standards developed by the Institute of Electrical and Electronics
Communications Engineers and subsequently maintained by the American Public
Interface Protocols Transit Association, defining communications protocols to be used in
the transit industry.
transition length The portion of a tangent track in which superelevation is developed
immediately preceding a circular curve and removed immediately
following a circular curve, when spiral curves are not used.
transmitter A device that generates electrical energy to be used by a receiver.
transponder A device located on the track side that transmits data and/or receives
data.
ttci Transportation Technology Center, Inc.
tunnel An underground guideway constructed by methods such as soft
ground tunneling, mixed face tunneling, or other means of boring into
soil strata.
turnout An arrangement of a switch and a frog with stock rails and closure
rails that enables rail vehicles to be diverted from one track to
another.

ultimate load The load that causes failure of a structure with a single static
application.
unbalanced Occurs when trains operate at speeds higher than equilibrium or
superelevation balanced speeds. The speed greater than equilibrium is expressed
as an additional, imaginary, portion of the total superelevation. It is
not actually built into the track.
uninterruptible A battery power backup for the operation of critical signal and
power supply (UPS) communications systems.
vending equipment A specification for communication between elements of a fare
interface vending system.
vertical curve A parabolic curve connecting two vertical tangents in a track profile.
vital processor unit A device in which a central processing unit provides a logical
evaluation of predefined commands to determine an output. This
device is designed to insure any failure conditions will provide no
voltage, or zero data, to an output used for controlling circuits. (See
processor-based equipment.)
vital relays Relays that contain circuits that affect the safety of train operations.
volt The unit of electromotive force, or that difference of potential that,
when steadily applied against a resistance of one ohm, will produce a
current of one ampere.
wayside A term generally used to refer to the area alongside the path of a rail
vehicle, but clear of its dynamic outline.
wayside horn A stationary horn located at a highway rail grade crossing, designed
to provide, upon the approach of a locomotive or train, audible
warning to oncoming motorists of the approach of a train.
work window A period of time with a specific beginning and ending time and
duration for which the track, signals, bridges and other Operating
System elements within the Basic Safety Envelope are temporarily
removed from service or modified in some other manner and train
and other operations suspended or modified to allow construction or
maintenance to occur. Written authority from SCRRA and an
accepted Site Specific Work Plan (SSWP) are required before a
Contractor is granted a Work Window. The Contractor’s Work
Window shall have specific geographic limits, which are defined in
the accepted SSWP. Modifications or suspension of train and
on-track equipment movements resulting from a Work Window
involves written changes to SCRRA’s Rules of Train and On-Track
Equipment Operations, which are known as Track Bulletins.
yard track Secondary track constructed and operated for the purpose of storing,
maintaining, or switching locomotive equipment or rail cars.

yardmaster Person stationed at central control who coordinates all moves into or
out of the yard.

A.2 Referenced Standards

The most current editions of the following standards, codes, specifications, and guidelines shall
be consulted in the design of SCRRA projects: (*sub items are listed for clarity other sections and
guidelines may apply)
• Air Conditioning Contractors of America (ACCA) Manual Q, Commercial Duct Design
• Air Conditioning and Refrigeration Institute (ARI) standards
• Air Movement and Control Association (AMCA) standards
• American Association of State Highway and Transportation Officials (AASHTO)
o A Policy on Geometric Design of Highways and Streets*
o “Guide for Development of Bicycle Facilities, 4th Edition”
o “Guide Specifications for LRFD Seismic Bridge Design, 2nd Edition” (2011)
 Section 7 “Structural Steel Components”
o Highway-Rail Crossing Elimination and Consolidation
o Standard Specifications for Structural Supports for Highway Signs, Luminaires, and
Traffic Signals, 4th edition, 2006 Interim
• Americans with Disabilities Act (ADA)
o Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities
(ADAAG)
• American Petroleum Institute
o RP 1102, “Steel Pipelines Crossing Railroads and Highways”
• American Public Works Association
o Standard Plans for Public Works Construction
o “Work Area Traffic Control Handbook” (WATCH) published by Southern California
Chapter of the American Public Works Association
• American National Standards Institute (ANSI)
o A21 - Iron Pipe and Fittings
o A117.1 - Standard for Accessible and Usable Buildings
o B16 - Standards for Pipes and Fittings
o B31.9 - Building Services Piping
o B125 - Plumbing Supply Fittings
o Z358.1 – Standard for Emergency Eyewash and Shower Equipment
• American Railway Engineering and Maintenance-of-Way Association (AREMA)

o American Railway Engineering and Maintenance-of-Way Association Manual for

Railway Engineering
o American Railway Engineering and Maintenance-of-Way Association Recommended
Practice
o Manual for Railway Engineering, Volume 1, Chapter 1, Part 5, Pipelines
o Chapter 9 Seismic Design for Railway Structures
o The Communications & Signals Manual
o The Document for Railway Engineering
o The Portfolio of Track Work Plans (companion volume to the Railway Engineering
Manual)
• American Society of Heating, Refrigerating, and Air-Conditioning Engineers (ASHRAE)
o ASHRAE Handbook – Fundamentals
o ASHRAE Handbook – HVAC Applications
o ASHRAE Handbook - HVAC Systems and Equipment
o ASHRAE Standard Commissioning Process for Buildings and Systems
o ASHRAE Standard 52.2 Method of Testing General Ventilation Air-Cleaning Devices
for Removal Efficiency by Particle Size
o ASHRAE Standard 62.1 Ventilation for Acceptable Indoor Air Quality
o ASHRAE Standard 90.1 Energy Standard for Buildings
• American Society of Mechanical Engineers (ASME)
o ASME A17.1, Safety Code for Elevators and Escalators
o ASME/ANSI B16, Fittings and Valves package of standards
o ASME B31 Pressure Piping package of standards
 B31.4 Pipeline Transportation Systems for Liquid Hydrocarbons and Other Liquids
B31.9 Building Services Piping
• American Society for Testing and Materials (ASTM)
o ASTM B88 Standard Specification for Seamless Copper Water Tube
o ASTM E84 Standard Test Method for Surface Burning Characteristics of Building
Materials
• American Water Works Association (AWWA)
• Antenna Structure Registration (ASR)
• Association of American Railroads (AAR)
• California Building Code (CBC)

o CBC 11B-216.1 Signs and CBC Chapter 11B Division 7: Communication Elements
and Features
o CBC 11B-703.3 Signs
o CBC Accessibility requirements
o CBC Chapter 11B Division 7: Communication Elements and Features.
o CBC Chapter 11B-502.6 Parking Spaces
o ADA requirements and California Building Code accessibility provisions
• California Coastal Act of 1976 (Public Resources Code, Division 20)
• California Department of Fish and Wildlife, Section 1600
• California Electrical Code
• California Endangered Species Act
• California Environmental Quality Act (CEQA)
o California Public Resources Code Division 13, Sections 21000-21178) and CEQA
Guidelines (California Public Resources Code Division 13, Sections 15000-15387)
• California Fire Code (CFC)
• California Fish and Wildlife Code
o Sections 2081 and 1601
• “California Manual of Uniform Traffic Control Devices” (CA MUTCD) issued by the
California Department of Transportation (Caltrans)
o CA MUTCD Section 8B.17 and ES 3319 & ES 4006
• California Mechanical Code (CMC)
• California Phase II Low Impact Development (LID) Sizing Tool
• California Plumbing Code (CPC)
• California Public Resources Codes 8801 -08819
• California Public Utilities Commission (CPUC)
o California Public Utilities Code (PU Codes)
o Commission General Orders (CPUC GO) Effective versions, a partial list follows:
o GO No. 26; Regulations Governing Clearances on Railroads and Street Railroads with
reference to Side and Overhead Structures, Parallel Tracks, Crossings of Public
Roads, Highways, and Streets.
o GO No. 33; Construction, reconstruction, maintenance and operation of interlocking
plants of railroads
o GO No. 72; Standard types of pavement construction at railroad grade crossings

o GO No. 75; Regulations Governing Standards for Warning Devices for At-Grade
Highway-Rail Crossings
o GO No. 88; Rules for Altering Public Highway-Rail Crossings
o GO No. 95; Rules for Overhead Electric Line Construction
o GO No. 112; Design, construction, testing, maintenance and operation of utility gas
gathering, transmission and distribution piping systems
o GO No. 118; Construction, reconstruction and maintenance of walkways and
control, of vegetation adjacent to railroad tracks.
o GO No. 128; Rules For Construction Of Underground Electric Supply And
Communication Systems
o GO No. 135; The occupancy of public grade crossings by railroads
o GO No. 143; Design, construction and operation of light rail transit systems
o GO No. 175; Rules And Regulations Governing Roadway Worker Protection Provided
By Rail Transit Agencies and Rail Fixed Guideway Systems
• California Stormwater Quality Association (CASQA)
o Industrial & Commercial Best Management Practice (BMP) Online Handbook
o Municipal BMP Online Handbook
o New Development & Redevelopment BMP Online Handbook
• California Department of Transportation (Caltrans)
o Caltrans Highway Design Manual (HDM)
 “Highway Design Manual”, Chapter 1000, “ Bikeway Planning and Design”
o Caltrans Standard Interconnection for Traffic Signal Preemption at Railroad Crossings
o Chapters 800 to 890, Highway Drainage Design
o “California Manual on Uniform Traffic Control Devices (CA MUTCD)”
o Caltrans Standard Plans
o “Seismic Design Criteria,” Version 1.7 (April 2013)
o “Seismic Design Criteria” (SDC), Version 1.7, Section 3 “Capacities of Structural
Components,” Section 7 “Design,” and Section 8 “Seismic Detailing.”
• California Title 24 Energy Regulations
• Clean Water Act of 1977 and 1987
o Sections 401, 402, and 404 (33 USC 1251-1376)
• Coastal Zone Management Act of 1972 (16 USC 1451-1464)
• Crime Prevention through Environmental Design (CPTED)
• Current standards of utility owners

• Electronic Industries Association (EIA)

• Endangered Species Act of 1973
o Section 7 (16 USC 1531-1543)
• Federal Clean Water Act, Section 404
o Individual permits
o Nationwide permits
o Regional general permits
o Section 401 – Regional Water Quality Control Board
o Section 402 – National Pollutant Discharge Elimination System
• Federal Communications Commission (FCC)
• Federal and State National Pollutant Discharge Elimination System (NPDES) and Storm
Water Pollution Prevention Plan (SWPPP) requirements
• Federal Emergency Management Administration (FEMA) National Flood Insurance
Program (NFIP) guidelines for construction in FEMA-mapped regulatory floodplains
• Federal Highway Administration (FHWA)
o Environmental Impact and Related Procedures (23 CFR 771)
o Geotechnical Engineering Circular No. 4, Ground Anchors and Anchored Systems,
FHWA-IF-99-015
o Hydraulic Design Series (HDS)
o Hydraulic Engineering Circulars (HEC)
o Highway-Railroad Crossings: A Guide to Crossing Consolidation and Closure,
FRA/FHWA Joint Publication
o Railroad-Highway Grade Crossing Handbook, U.S. Department of Transportation
o Section 4(f) of the Department of Transportation Act (49 USC 303 or 23 USC 138; 23
CFR 77l.135; 23 CFR 771 and 774; FHWA Section 4(f) Policy Paper, March 2005)
o Section 7 of the Endangered Species Act of 1973 (16 USC 1531-1543)
o Sections 9 and 10 of the Rivers and Harbors Act (33 USC 401 et seq.)
o Section 106 of the National Historic Preservation Act of 1966, as amended (36 CFR
800)
o Sections 401, 402, and 404 of the Clean Water Act of 1977 and 1987 (33 USC
1251-1376)
o Sections 2081 and 1601 of the California Fish and Wildlife Code
• Federal Railroad Administration (FRA) (Title 23 and Title 49)
o FRA 49 CFR Section 37 Transportation Services for Individuals with Disabilities

o FRA 49 CFR Section 38 Americans with Disabilities Act (ADA)

o FRA 49 CFR Section 192 Transportation of Natural and Other Gas by Pipeline:
Minimum Federal Safety Standards
o FRA 49 CFR Section 195 Transportation of Hazardous Liquids by Pipeline
o FRA 49 CFR Section 213 Track Safety Standards Compliance Manual
 Track Safety Standards, particularly 49 CFR 209, 213, 214, 220, 229, 233, 234,
and 236
o FRA 49 CFR Section 214 Railroad Workplace Safety, and Cal/OSHA Standards –
California Code of Regulations, Title 8, Chapter 4, Division of Industrial Safety,
Subchapter 4, Construction Safety Orders
o FRA 49 CFR Section 214 Roadway Worker Protection
o FRA 49 CFR Section 222 Use of Locomotive Horns at Public Highway-Rail Grade
Crossings
 Section 222.25
 Section 222.35(c)1
 Section 222.35(f)
 Section 222.27(d)1
o FRA 49 CFR Section 234 Grade Crossing Safety
o FRA 49 CFR Section 235 Instructions Governing Applications For Approval Of A
Discontinuance Or Material Modification Of A Signal System Or Relief From The
Requirements Of Part 236
o FRA 49 CFR Section 236 (Rules, Standards, and Instructions Governing the
Installation, Inspection, Maintenance, and Repair of Signal and Train Control Systems,
Devices, and Appliances)
o FRA 49 CFR Section 270 System Safety Program
o “High-Speed Ground Transportation Noise and Vibration Impact Assessment,” Final
Draft, December 1998, Report No. 293630-I
• MUTCD Section 8B.01 Table 8B1 Grade Crossing Sign and Plaque Minimum Sizes
• MUTCD Section 8B.17 LOOK Sign (R15-8)
• Federal Rivers and Harbors Act, Section 10
• Federal Transit Administration (FTA)
o “Transit, Noise and Vibration Impact Assessment,” Publication DOT-T-95-16, April
2005
o Transit Security Design Considerations
• Greenbook Standard Specifications and Standard Drawings for Public Works
Construction, written and promulgated by Public Works Standards, Inc.

• Howard C. Swanson, “Structural Importance Classification of Railroad Structures for

Seismic Design” (June 1, 1999)
• Illuminating Engineering Society (IES)
• Institute of Electrical and Electronics Engineers (IEEE)
o IEEE Standard 729 Software Design and Documentation
o IEEE Standard 730 Software Quality Assurance
• Institute of Transportation Engineers (ITE)
o Preemption of Traffic Signals near Railroad Crossings
• Insulated Cable Engineers Association (ICEA)
• Low Impact Development Manual for Southern California: Technical Guidance for Site
Planning Strategies
• M.J.N. Priestly, F. Seible, and G.M. Calvi, Seismic Design and Retrofit of Bridges (1996)
• National Association of City Transportation Officials
o “Urban Bikeway Design Guide”
• National Electrical Code (NEC)
o Emergency Egress Requirements
• National Electrical Manufacturers Association (NEMA)
• National Electric Safety Code (NESC)
• National Environmental Policy Act (40 CFR 1500-1508) (NEPA)
• National Fire Protection Association (NFPA)
o Recommended Practices
o NFPA 10 Standard for Portable Fire Extinguishers
o NFPA 13 Standard for the Installation of Sprinkler Systems
o NFPA 14 Standard for the Installation of Standpipe and Hose Systems
o NFPA 20 Standard for the Installation of Stationary Pumps for Fire Protection
o NFPA 24 Standard for the Installation of Private Fire Service Mains and Their
Appurtenances
o NFPA 25 Standard for the Inspection, Testing, and Maintenance of Water-Based Fire
Protection Systems
o NFPA 33 Standard for Spray Applications Using Flammable or Combustible Materials
o NFPA 72 National Fire Alarm and Signaling Code
o NFPA 90A Installation of Air Conditioning and Ventilating Systems
o NFPA 90B Installation of Warm Air Heating and Ventilating Systems

o NFPA 91 Exhaust Systems for Air Conveying of Vapors, Gases, Mists and
Noncombustible Particulate Solids
o NFPA 92A Smoke Control System
o NFPA 92B Smoke Control Systems in Atria, Covered Mall and Large Areas
o NFPA 130 Fixed Guideway Transit and Passenger Rail Systems
o NFPA 204M Smoke and Heat Venting
o NFPA 255 Standard Method of Test of Surface Burning Characteristics of Building
Materials
o NFPA 2001 Standard on Clean Agent Fire Extinguishing Systems
• National Historic Preservation Act of 1966 (NHPA)
o Section 106, as amended (36 CFR 800)
• Occupational Safety and Health Administration (OSHA)
• Post-Construction Water Balance Performance Standard
• Public Agency standards having jurisdiction over the local roadway
• Right-of-Way Preservation Guidelines adopted by the specific Member Agencies.
• Rivers and Harbors Act
o General Bridge Act of 1946, Section 9
o Sections 9 and 10 (33 USC 401 et seq.)
• SCRRA Maintenance of Way Operating Rules (MOWOR)
• SCRRA Maintenance of Way Safety Rules (MOWSR)
• SCRRA On-Track Safety Manual (OTSM)
• SCRRA Roadway Worker Protection Safety Manual
• SCRRA Track Maintenance Manual (TMM)
• Sheet Metal and Air Conditioning Contractors’ National Association, Inc. (SMACNA)
o SMACNA HVAC Air Duct Leakage Test Manual
o SMACNA HVAC Duct Construction Standards – Metal and Flexible;
o SMACNA HVAC Systems Duct Design
o SMACNA Rectangular Industrial Duct Construction Standards
• State of California Division of Occupational Safety and Health (Cal/OSHA)
• State of California MWELO (Model Water Efficient Landscape Ordinance)
• Telecommunications Industry Association (TIA)
• Tower Construction Notification System (TCNS)

• Transportation for Individuals with Disabilities at Intercity, Commuter, and High Speed
Passenger Railroad Station Platforms
• Transportation Technology Center, Inc. (TTCI)
• WATCH-Work Area Traffic Control Handbook
• Underwriters Laboratories, Inc. (UL)
o UL 555 Standard for Fire Dampers
o UL 555S Standard for Smoke Dampers
o UL 723 (ASTM E84), Test for Surface Burning Characteristics of Building Materials
• Uniform Building Code, including seismic requirements (UBC)
o Including seismic requirements
• U.S. Access Board Proposed Guidelines for Accessible Rights-of-Way (PROWAG)
• U.S. Department of Commerce, Bureau of Public Roads, HDS Manuals
• U.S. Department of Transportation
o Pipeline and Hazardous Materials Safety Administration, 49 CFR 195, Pipeline Safety:
Hazardous Liquid Pipelines Transporting Ethanol, Ethanol Blends, and Other Biofuels
(49 CFR 195)
o “Rails-with-Trails: Lessons Learned”, prepared by U.S. Department of Transportation.
(https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/RailsWithTrails.pdf )
o Section 4(f) of the Department of Transportation Act (49 USC 303 or 23 USC 138; 23
CFR 77l.135; 23 CFR 771 and 774; FHWA Section 4(f) Policy Paper, March 2005)
• Zolan Prucz and Abbas Pourbohloul, “Bridge Configurations and Details that Improve
Seismic Performance” (1999)


Appendix B. Abbreviations and Acronyms


A ampere
A.T. automatically tensioned
AAR Association of American Railroads
AASHTO American Association of State Highway and Transportation Officials
ABS automatic block signal
AC/ac alternating current
ACHP Advisory Council on Historic Preservation
ACI American Concrete Institute
ADA Americans with Disabilities Act
ADU aspect display unit
AF audio frequency
AFI Air Filter Institute
AFO audio frequency overlay
AGC automatic-gain control
AISC American Institute of Steel Construction
AISI American Iron and Steel Institute
AMCA Air Moving Control Association, Inc
ANSI American National Standards Institute
API American Petroleum Institute
APTA American Public Transit Association
APWA American Public Works Association
AREMA American Railway Engineering and Maintenance-of-Way Association
ARS acceleration response spectra
ASCE American Society of Civil Engineers
ASHRAE American Society of Heating, Refrigerating and Air Conditioning Engineers,

Inc.
ASME American Society of Mechanical Engineers
ASPRS American Society of Photogrammetry and Remote Sensing
ASQC American Society for Quality Control
ASTM American Society for Testing and Materials
Design Criteria B-1 March 2024

ATCS Advanced Train Control System
ATD automatic train dispatching
ATP automatic train protection
ATS automatic train stop (sometimes automatic trip stop)
AVAS Automatic Voice Announcement System
AWG American Wire Gauge
AWS American Welding Society
AWWA American Water Works Association
BNSF BNSF Railway Company
BOCA Building Officials and Code Administrators
BPS bits per second
BWA balance weight anchor
C Celsius
C&S Communications and Signals
C.C.R. California Code of Regulations
CA California
CADD Computer Aided Drafting and Design
Cal/OSHA State of California Division of Occupational Safety and Health
Caltrans California Department of Transportation
CBC California Building Code
CC center of curve
CCC California Coastal Commission
CCD charge-couple device
CCS California Coordinate System
CCTV closed circuit television
CDF California Department of Forestry
CDFG California Department of Fish and Game
CDRL Contract Document Requirements List
CEQA California Environmental Quality Act
CESA California Endangered Species Act

CFR Code of Federal Regulations
CGS California Geological Survey
CIDH Cast-in-Drilled Hole
CIH central instrument house
CIS Customer Information System
CMF Central Maintenance Facility
CORS Continuously Operating Reference Stations
COTS commercial off-the-shelf
CP Control Point
CPM Capital Program Management
CPTED Crime Prevention through Environmental Design
CPUC California Public Utilities Commission
CS curve to spiral
CSB client-server based
CSI Construction Specifications Institute
CSM Caltrans Surveys Manual
CSRS California Spatial Reference System
CTC centralized traffic control
CTS Carrier Transmission System
CWH contact wire height
CWR continuous welded rail
CZMP coastal zone management program
dB decibels
dBA decibel A-weighted sound level
DBE Design Basis Earthquake
dc direct current
DCM Design Criteria Manual
DCRS Data collection and Reporting system
DIDW double inlet, double width
DOC Dispatch and Operations Center

DoD United States Department of Defense
DOT Department of Transportation (U.S.)
DPG Deck Plate Girder
DTM digital terrain model
DVM debit validator machine
Ea actual (active) superelevation
EEPROM Erasable electronically programmable read-only memory
EIA Electronic Industries Association
EMF Eastern Maintenance Facility
EMI electromagnetic interference
EMP emergency management panel
EPA Environmental Protection Agency
EPROM Electronically programmable read-only memory
ES Engineering Standards (SCRRA standard drawings)
ESA Endangered Species Act
Et total superelevation
Eu unbalanced superelevation, or cant deficiency
F Fahrenheit
F.T. fixed termination
FAA Federal Aviation Administration
FCC Federal Communications Commission
FEMA Federal Emergency Management Agency
FGCS Federal Geodetic Control Subcommittee
FHWA Federal Highway Administration
FMVSS Federal Motor Vehicle Safety Standards
FONSI Finding of No Significant Impact
FRA Federal Railroad Administration
FRE fiberglass-reinforced epoxy
FRP fiberglass reinforced plastic
FS Factor of Safety

ft foot, feet
FTA Federal Transit Administration
g gram, or acceleration due to gravity
GCOR General Code of Operating Rules
GDM Graphic Design Management system
GEC General Engineering Consultant
GO General Order
GPS global positioning system
GRS Geodetic Reference System
HARN High Accuracy Reference Network
HDM Highway Design Manual (Caltrans)
HDPE high-density polyethylene
HDS Hydraulic Design Series
HEC Hydraulic Engineering Circular
HEP Head End Power
HEPA high efficiency particulate air
HGCWS Highway Grade Crossing Warning system
HID high-intensity discharge (lighting)
HMA hot-mix asphalt
HMAC hot-mix asphalt concrete
HP horsepower
HSR High Speed Rail (California High Speed Rail Authority)
HST High Speed Train (California High Speed Rail Authority)
HVAC heating, ventilation, and cooling
HWTR MT hardwood-treated main track
Hz hertz; one hertz = one cycle per second
I/O input/output
ICEA Insulated Cable Engineers Association
ICS Independently Controlled Switch
IEC International Electrotechnical Commission

IEEE Institute of Electrical and Electronics Engineers
IEOC Inland Empire-Orange County
IES Illuminating Engineering Society
IGLD International Great Lakes Datum
IJ insulated joint
in. inch, inches
IP Individual Permit
IPCEA Insulated Power Cable Engineers Association
ISO International Standards Organization
JPA Joint Powers Authority
kg kilogram
km kilometer
kN kilonewton
kV kilovolt
kVA kilovolt ampere
kW kilowatt
L liter
LACMTA Los Angeles County Metropolitan Transportation Authority
LAHT low-alloy high-tensile
LCD liquid crystal display
LCP local control panel or local coastal plan
LED light-emitting diode
Leq equivalent noise levels
LF longitudinal force
LRFD Load and Resistance Factor Design
LRT Light Rail Transit
LRT Light Rail Vehicle
Ls length of spiral
LVC length of vertical curve
m meter

M magnitude of earthquake
mA milliampere
MAS maximum authorized line speed
max. maximum
MCE Maximum Credible Earthquake
MED maximum expected discharge
METRO Los Angeles County Metropolitan Transportation Authority
MIL Military Specification
min. minimum
MIS Management Information system
mm millimeter
MOA Memorandum of Agreement
MOC Metrolink Operations Center
MOU Memorandum of Understanding
MOE maintenance of equipment
MOW maintenance of way
MP milepost
MPa megapascal
MPA midpoint anchor
mph miles per hour
MSCP Multiple Species Conservation Plan
MSE Mechanically Stabilized Earth
MTBF mean time between failures
MTTR mean time to restore
MTTV multi-trip ticket validator
MUTCD Manual of Uniform Traffic Control Devices
MVA megavolt ampere
NAD 83 North American Datum of 1983
NAPF National Association of Pipe Fabricators
NAVD 88 North American Vertical Datum of 1988

NCCP Natural Community Conservation Plan
NCTD North County Transit District
NEC National Electrical Code
NEMA National Electrical Manufacturers Association
NEPA National Environmental Policy Act
NESC National Electrical Safety Code
NFIP National Flood Insurance Program
NFPA National Fire Protection Association
NGS National Geodetic Survey
NGVD 29 National Geodetic Vertical Datum of 1929
NHL National Historic Landmarks
NHPA National Historic Preservation Act
NMAS National Map Accuracy Standards
NMFS National Marine Fisheries Service
NOAA National Oceanic and Atmospheric Administration
NPDES National Pollutant Discharge Elimination System
NRHP National Register of Historic Places
NRPC National Railroad Passenger Corporation (Amtrak)
NSRS National Spatial Reference System
NWP Nationwide Permit
o.c. on center
OCC Operations Control Center
OCS overhead contact system or overhead catenary system
OCTA Orange County Transportation Authority
OSHA Occupational Safety and Health Administration
OTM other track material
Pa Pascal
PA public address
PA/CMS public address/changeable message sign
PBA peak bedrock acceleration

PC point of curvature
PCA Portland Cement Association
PCB printed circuit board
PCC point of compound curvature
PCN preconstruction notification
PF power frequency
PGA Peak Ground Acceleration
pH the measure of acidity or alkalinity of a solution, measured on a scale from 0

to 14 with 0 = acid, 7 = neutral, and 14 = alkaline
PI point of intersection
PIVC point of intersection vertical curve
PLC programmable logic controller
ppm parts per million
PT point of tangency
PTC Positive Train Control
PTT push-to-talk
PTZ pan, tilt and zoom
PVC polyvinyl chloride, or point of vertical curvature (trackwork)
PVT point of vertical tangency
QA/QC Quality Assurance/Quality Control
RBM rail-bound manganese
RCES Rail Crossings Engineering Section
RCTC Riverside County Transportation Commission
RDBMS relational database management system
RE designation of AREMA standard rail end section
RF radio frequency
RFI radio frequency interference
RGP Regional General Permit
RMS root-mean-squared
RMSE root mean square error

ROF random oriented fiber
ROW right-of-way
rpm revolutions per minute
RTK real-time kinematic
RTU remote terminal unit
RWIC Roadway Worker In Charge
RWP Roadway Worker Protection
RWQCB Regional Water Quality Control Board
RX receive
SAE Society of Automotive Engineers
SBCTA San Bernardino County Transportation Authority
SC spiral to curve
SBD safe braking distance
SCADA supervisory control and data acquisition
SCAG Southern California Association of Governments
SCRRA Southern California Regional Rail Authority
SDC Seismic Design Criteria
SGSM self-guarded solid manganese
SHPO State Historic Preservation Office
SIC structure importance classification
SIP State Implementation Plan
SISW single inlet, single width
SMACNA Sheet Metal and Air Conditioning Contractors’ National Association
SMYS specific minimum yield stress
SONET Synchronous Optical Network
SOPs Standard Operating Procedures
SPI spiral point of intersection
sq. mi. square mile
SSFC self-service fare collection
SSPC Steel Structures Painting Council

SSWP Site Specific Work Plan
ST spiral to tangent
STB Surface Transportation Board
SWPPP Storm Water Pollution Prevention Plan
SWRCB State Water Resources Control Board
T/R top of rail
TCE temporary construction easements
TCIP Transit Communications Interface Protocols
TIA Telecommunications Industry Association
TIM ticket-issuing machines
TIN triangulated irregular network
TPG Through-Plate Girder
TPOB Tons per Operative Brake
TS tangent to spiral
TSSS Total Station Survey System
TTW Train To Wayside
TVD ticket vending device
TWC Train to Wayside Communication, also Track Warrant Control
TX transmit
UBC Uniform Building Code
UBE Upper Bound Earthquake
UL Underwriters’ Laboratories, Inc.
UMTA Urban Mass Transportation Administration (now known as Federal Transit

Administration (FTA)
UPRR Union Pacific Railroad
UPS uninterruptible power supply
USACE United States Army Corps of Engineers
USC United States Code
USDOT United States Department of Transportation
USEPA United States Environmental Protection Agency

USFWS United States Fish and Wildlife Service
USGS United States Geological Survey
V velocity or vertical or Volt
VCS Voice Communication system
VCTC Ventura County Transportation Commission
VdB vibration decibel
Vdc volts direct current
VEI vending equipment interface
VMS Variable Message Sign
W watt
w.g. water gauge
WATCH Work Area Traffic Control Handbook
WGS World Geodetic System

WQCB Water Quality Control Board
WSM Wing Rail Spring Manganese or Welded Spring Manganese

Appendix C. Figures


APPENDIX C-1
TYPICAL STEEL BEAM SPAN DETAILS
Design Criteria C-1 March 2024








APPENDIX C-2
WATERPROOFING AT BRIDGE DECK JOINTS





APPENDIX C-3
SCRRA SHARED USE TYPICAL SECTIONS



APPENDIX C-4
MANUFACTURER’S DRAWINGS OF LOCOMOTIVES AND CARS
The following manufacturer’s drawings are included in this appendix:
• Model F59PH
• Model F59PHI
• Model MP36PH-3C
• Bombardier Cars
• Rotem Cars
• F-125 – Tier 4




















APPENDIX C-5
GRADE SEPARATION DETAILS










Appendix D. SCRRA Space Needs Program


1.0 SECTION ONE – PROJECT OVERVIEW

1.1 INTRODUCTION
SCRRA Metrolink has identified a need for a Prototypical Layover and Maintenance Facility Space
Needs Program and Design Criteria Narrative Chapter for current and future facilities. These
prototypical documents can be used to update or modify existing facilities, as well as establish
standards and guidelines for new Layover and Maintenance Facilities as Metrolink grows service.
One of the first steps in this process is the development of a conceptual program based on
Metrolink’s operational and functional criteria that will provide a methodology to support decisions
for the selection of potential sites for this facility and pre-design for the selected site.
A Prototypical Layover and Maintenance Facility could include the following departments:
• SCRRA Prototypical Facility Work Space Requirements
• Facilities for Train Operations Contract Staff
• Facilities for Equipment Maintenance Contract Staff
• Facilities for Vehicle Materials Handling Contract Staff
• Facilities for Vehicle Service Areas Contract Staff
• Facility Maintenance
• Vehicle Parking/Storage
• Employee Parking
1.2 PURPOSE OF THIS DOCUMENT

The purpose of this document is to define the operational and maintenance criteria, future staffing
needs, functional requirements, and space needs by way of program planning, which will serve
as a general basis for site selection and design of a layover and maintenance facility.
1.3 REQUIREMENTS AND CRITERIA

The following are major program requirements and criteria that were taken into consideration
when generating the Space Needs Program and Design Criteria Narrative.
1.3.1 General
• A Layover and Maintenance Facility needs to be in close proximity to the mainline track
for ease of train movement.
• There will be no general public access or visitors at the facility.
1.3.2 Rail Vehicle

• The Prototypical Layover and Maintenance Facility will need to accommodate up to 220
rail cars, including 165 passenger vehicles and 55 locomotives.
Design Criteria D-1 March 2024

1.3.3 Equipment Maintenance
Car (Heavy Position)

• Car positions with multiple level access are desired.
FIGURE 1-A. CAR POSITIONS WITH MULTIPLE LEVEL ACCESS
Progressive Track
• Pits to perform brake and minor maintenance on a train set are desired.
FIGURE 1-B. FULL-LENGTH PITS

Locomotive Position
• Fixed four-level work area allows for complete locomotive service in a single position.
FIGURE 1-C. FIXED FOUR LEVEL WORK AREA

• A drop table is the preferred means of removing and transferring truck sets to the side of
the train for maintenance/replacement.
FIGURE 1-D. DROP TABLE

1.3.4 Facilities for Materials Handling Contract Staff
Vertical Lift Modules (VLM)

• Using VLM can save significant square footage and give larger storage capacity.
FIGURE 1-E. VERTICAL LIFT MODULES (VLM)

Stack Systems
• Using Stack Systems can save significant square footage and give larger storage capacity
Figure 1-F. Stack Systems

1.3.5 Facilities for Vehicle Service Areas Contract Staff
Service and Inspection Positions (S&I)

• Platforms at the end of each S&I Position are desired.
FIGURE 1-G. PLATFORMS AT END OF S&I POSITION
• Overhead piped sanding from sand silo to each S&I Position is desired.
FIGURE 1-H. OVERHEAD PIPED SANDING FROM SAND SILO

2.0 SECTION TWO – SPACE NEEDS PROGRAM

2.1 INTRODUCTION
The Space Needs Program illustrates the space requirements for efficient operations. The
program is summarized at the end of this section which includes projected square foot needs for
building areas and exterior areas. These projected space needs are subtotaled to include site
access, landscaping, and setbacks for total site acreage requirements.
2.2 STAFF SUMMARY

Facility staffing levels are crucial to planning efforts when determining the number of parking
spaces, size, of support facilities, and developing occupancy levels. The table below is the
summary of the facility staffing levels for each department for a Prototypical Layover and
Maintenance Facility.
TABLE 2-A. STAFF SUMMARY
Staff/Position Prototypical
SCRRA PROTOTYPICAL FACILITY WORK SPACE REQUIREMENTS 5
FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF 956
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF OFFICE AREAS 63
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF SHOP & POSITIONS AREAS 0
FACILITIES FOR MATERIALS HANDLING CONTRACT STAFF 11
FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF 9
FACILITY MAINTENANCE 20
Total 1064
2.3 VEHICLE SUMMARY

The following tables illustrate the parking needs for each department.
TABLE 2-B. RAIL FLEET VEHICLE SUMMARY
Vehicle Type Prototypical

Passenger Coach and Cab Vehicle (12' x 85') 165
Diesel-electric Locomotive (12' x 70') 55
Total 220
TABLE 2-C. NON-REVENUE VEHICLE SUMMARY

Small Vehicle Space (10' x 10') 10
Medium Vehicle Space (10' x 20') 10
Large Vehicle Space (12' x 30') 20
Extra Large Vehicle Space (12' x 40') 10
Total 50

TABLE 2-D. EMPLOYEE/VISITOR VEHICLE SUMMARY

SCRRA PROTOTYPICAL FACILITY WORK SPACE REQUIREMENTS (9' x 18') 5
FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF (9' x 18') 650
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF (9' x 18') 63
FACILITIES FOR MATERIALS HANDLING CONTRACT STAFF (9' x 18') 11
FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF (9' x 18') 9
FACILITY MAINTENANCE (9' x 18') 20
Total 758
2.4 SPACE STANDARDS AND PLANNING RATIOS

Space standards and ratios are compiled generally for Offices, Support Areas, Shops, Positions,
and Vehicle Parking Areas. Planning requirements in Shops and Storage Areas are derived from
functional requirements and equipment space needs. The space standards listed below were
utilized to develop the base program and overall area requirements.
The following table illustrates the ratios followed throughout the Space Needs Program.
TABLE 2-E. OFFICE SPACE STANDARDS AND PLANNING RATIOS
STAFFING SPACE STANDARDS AND PLANNING RATIOS
Staff Space Standards

Director 150 SF
Assistant Director 150 SF
Manager 120 SF
Assistant Manager 120 SF
Supervisor 120 SF
Assistant Supervisor 120 SF
Service Worker Supervisor 120 SF
Service Worker 64 SF
Coordinator 64 SF
Environmental Compliance 64 SF
Administrative Assistant 64 SF
Dispatcher 64 SF per Workstation
Conductor 36 SF
Train Engineer 36 SF
Mechanic/Technician 36 SF

TABLE 2-F. PARKING SPACE STANDARDS AND PLANNING RATIOS
PARKING SPACE STANDARDS AND PLANNING RATIOS
Vehicle Space Standards

Small Vehicle Space 10' x 10'
Employee Parking 9' x 18'
Visitor Parking 9' x 18'
Cleain Air/Electric Vehicle Parking 9' x 18'
Medium Vehicle Space 10' x 20'
Accessible Parking 13' x 18'
Large Vehicle Space 12' x 30'
Extra Large Vehicle 12' x 40'
2.5 CIRCULATION FACTORS

The space requirements shown for each function are net useable area. There are three
Circulation factors utilized in the Space Needs Program. These factors are Interior or Building
Circulation, Parking Circulation, and Site Circulation Factors.
Currently the Space Needs Program illustrates a one level facility. When site constraints begin to
play a factor in the Master Plan designs, going vertical and increasing density will need to be
evaluated.
2.5.1 Interior or Building Circulation

This factor is applied to the program as a percentage of the total building square footage. It
accounts for miscellaneous building space such as hallways, stairwells, custodial closets,
mechanical, plumbing, and electrical rooms, wall thickness, structure (CIrc/Mech/Elec/Strct -
Net:Gross), and access requirements. The following is a list of the factors (in general) that shall
be considered and applied to the design:

TABLE 2-G. BUILDING CIRCULATION
Area Circulation Factor
BUILDING AREAS
SCRRA PROTOTYPICAL FACILITY WORK SPACE REQUIREMENTS 40%
FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF 20%
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF OFFICE AREAS 20%
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF SHOP & POSITIONS AREAS 50%
FACILITIES FOR MATERIALS HANDLING CONTRACT STAFF 20%
FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF 20%
FACILITY MAINTENANCE 20%
ENCLOSED VEHICLE PARKING 100%
IN-LINE (STACKED) 80%
DOUBLE-DEEP DRIVE-THROUGH 125%
ANGLED DOUBLE-DEEP DRIVE-THROUGH 95%
EXTERIOR AREAS
COVERED AREAS 100%
EXTERIOR AREAS 50%
EXTERIOR PARKING AREAS

COVERED VEHICLE PARKING 100%
UNCOVERED VEHICLE PARKING 100%
EMPLOYEE/VISITOR PARKING 100%
SITE CIRCULATION 100%
In addition to the above circulation factors, individual factors are included in the Space Needs
Program for each department for Electrical Room, Data/Comm. Room, Mechanical Room, and
Fire/Sprinkler Room.
2.5.2 Parking Circulation

This factor is included to account for the drive aisles, walkways, islands, and other areas created
by site and access inefficiencies. This factor can vary from 50 to 100 percent of the actual space
occupied by a vehicle. The following factors shall be applied to the design:
• Vehicle Parking Areas: 100%
2.5.3 Site Circulation

This factor is applied to the design as a percentage of the total facility square footage. It accounts
for areas around buildings, site drive aisles, building access, and site access. For new
construction, a 100 percent factor is normally applied on top of interior or building and parking
circulation to account for all site inefficiencies. This site circulation can also account for wetlands,
stream mitigation, and landscape setbacks, and stormwater facilities. As such, the better the site
conditions, access, easement, the more efficient the site layout can become, reducing this factor
to as low as 50 percent.

2.6 SPACE NEEDS PROGRAM AND SUMMARY

A summary of the Space Needs Program for a Prototypical Layover and Maintenance Facility is
provided in Table 2-H. This summary table includes projected square footage needs for building
areas, covered areas, exterior areas, and parking areas. These projected space needs are
subtotaled into net square footage requirements and converted to the total site acreage
requirements for a Prototypical Layover and Maintenance Facility and any potential residual land
area. Site circulation, landscaping requirements, and total acres required are also shown.
The detailed Space Needs Program begins with the identification of each space by name and a
space standard with a minimum area (if applicable). The next column identifies prototypical facility
requirements. The final column is for any additional information needed to explain what the space
requirements are or identify special functions.
The Space Needs Program can be used to develop site master plans and conceptual building
plans for a Prototypical Layover and Maintenance Facility. If a potential site is less acreage than
the programmed requirements, options such as, vertical stacking of program elements, deeper
evaluation of the city and/or county setback, mitigation, landscape requirements, and storm water
containment options can be explored.
Table 2-H. Space Needs Program and Compiled Summary

Summary - Space Needs Program Prototypical
5/4/2020 Qty. Area

Staff Space (SF)
RAIL VEHICLE FLEET 0 220 214,500
BUILDING AREAS
SCRRA PROTOTYPICAL FACILITY WORK SPACE REQUIREMENTS 5 0 2,554
FACILITIES FOR TRAIN OPERATIONS CONTRACT STAFF 956 0 32,732
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF OFFICE AREAS 63 0 8,244
FACILITIES FOR EQUIPMENT MAINTENANCE CONTRACT STAFF SHOP & POSITIONS AREAS 0 0 142,495
FACILITIES FOR VEHICLE MATERIALS HANDLING CONTRACT STAFF 11 0 45,746
FACILITIES FOR VEHICLE SERVICE AREAS CONTRACT STAFF 9 0 92,242
FACILITY MAINTENANCE 20 0 7,818
ENCLOSED VEHICLE PARKING 0 0 80
EXTERIOR AREAS
COVERED AREAS 0 0 9,800
EXTERIOR AREAS 0 0 15,740
EXTERIOR PARKING AREAS

COVERED VEHICLE PARKING 0 10 2,000
UNCOVERED VEHICLE PARKING 0 40 28,000
EMPLOYEE/VISITOR PARKING 0 778 253,539
SUBTOTAL ALL AREAS 1,064 855,490
TOTAL SITE CIRCULATION 100% 855,490
GRAND TOTAL ALL AREAS 1,064 1,710,980

Acres: 39.28

Appendix E. SCRRA Standard Forms and

Checklists


The following standard forms and checklists are included in this appendix:
E-1. SCRRA REQUEST FOR SPECIAL DESIGN CONSIDERATION FORM
E-2. SCRRA DESIGN CRITERIA COMPLIANCE CHECKLIST
E-3. SCRRA CONSTRUCTION CRITERIA COMPLIANCE CHECKLIST
E-4. SCRRA DESIGN, CONSTRUCTION, AND AS-BUILT SUBMITTAL CHECKLIST
E-5. SCRRA FALSEWORK CRITERIA COMPLIANCE CHECKLIST
E-6. SCRRA REPLACEMENT STRUCTURE RECOMMENDATION FORM
E-7. SCRRA HIGHWAY-RAIL GRADE CROSSING TRAFFIC SIGNAL PREEMPTION
REQUEST FORM
E-8. LADOT RAILROAD PREEMPTION FORM EXAMPLE
E-9. SCRRA SHORING SUBMITTAL DESIGN AND REVIEW CHECKLIST
Design Criteria E-1 March 2024

APPENDIX E-1
SCRRA REQUEST FOR SPECIAL DESIGN CONSIDERATION FORM
The following SCRRA Request for Special Design Consideration form (DPM-13) is an example
of the form that shall be used to submit requests for variances to SCRRA criteria, as discussed
in Section 3.2.2. This form is subject to frequent updates, therefore the designer shall request
the latest version of the form from SCRRA to be used when a variances is needed for the
project.





APPENDIX E-2
SCRRA DESIGN CRITERIA COMPLIANCE CHECKLIST

SCRRA DESIGN CRITERIA COMPLIANCE CHECKLIST
Project Name/Location:
Submittal Date:
Design Firm:
ITEM YES NO N/A IF NO, EXPLAIN

1. DSA has been executed with SCRRA?
2. If this is first submittal has meeting been
scheduled with SCRRA?
A. If not, was previous submittal accepted by
SCRRA?
3. Plans are signed and sealed by a
Professional Engineer licensed in the State
of California?
4. Affidavit included confirming plans have
been checked and received a quality control
review?
5. Previous review comments addressed and
included with submittal?
6. SCRRA Director of Engineering and
Construction contacted regarding future
track and maintenance access
requirements?
A. If yes, have SCRRA requirements been
incorporated into the plans?
7. Final horizontal and vertical clearances are
compliant with the Criteria?
A. If not, has an exception or waiver been
formally approved?
8. Temporary minimum horizontal and vertical
clearances are compliant with the Criteria?
formally approved?
9. Are shoofly plans compliant with SCRRA
requirements?
10. Proposed construction phasing including
construction track windows has been
discussed or accepted by SCRRA?
A. If yes, has the proposed phasing including
accepted track windows have been
incorporated into the review or final contract
plan set?

ITEM YES NO N/A IF NO, EXPLAIN

11. Construction demolition plan provided,
including sequence and description of
procedures and equipment?
12. Structure compliant with applicable SCRRA
standard grade separation drawing?
formally approved?
13. Project documents include SCRRA

Coordination requirements?
14. All dimensions and calculations of interest to
SCRRA provided in English units?
15. Utilities have been located and shown on the
plans?
16. Are there any SCRRA utilities or signals that
need to be accounted for in the design of the
structure or falsework?
A. If yes, have they been accounted for in
the design and coordinated with and
approved by SCRRA?
17. All foundation elements are compliant with
SCRRA Excavation Support Criteria?
formally approved?
18. Does drainage impact SCRRA Right-of-
Way?
A. If yes, is drainage plan and hydrology
report included with submittal?
19. Plans indicate proposed methods of erosion
control?
20. Will temporary highway traffic control be
required?
A. If yes, is SCRRA's Temporary Traffic
Control Criteria referenced?
21. Project assessed for vulnerability to climate
hazards (sea level rise, riverine flooding,
extreme heat, wildfires, drought,
landslides/mudslides, earthquakes, and
electrical outages) in accordance with DCM
Section 3.3? Provide a brief summary of
expected impacts and strategies
implemented to reduce the vulnerability.

APPENDIX E-3
SCRRA CONSTRUCTION CRITERIA COMPLIANCE CHECKLIST


APPENDIX E-4
SCRRA DESIGN, CONSTRUCTION, AND AS-BUILT SUBMITTAL CHECKLIST





APPENDIX E-5
SCRRA FALSEWORK CRITERIA COMPLIANCE CHECKLIST


APPENDIX E-6
SCRRA REPLACEMENT STRUCTURE RECOMMENDATION FORM
The following SCRRA Replacement Structure Recommendation Form will be used to present
relevant data regarding the hydrology, existing structure hydraulics, and proposed structure
hydraulics, as discussed in Chapter 9, Drainage and Grading, of this DCM.





APPENDIX E-7
SCRRA HIGHWAY-RAIL GRADE CROSSING
TRAFFIC SIGNAL PREEMPTION REQUEST FORM


APPENDIX E-8
LADOT RAILROAD PREEMPTION FORM EXAMPLE
The following LADOT Railroad Preemption Form is an example of the form that shall be used to
submit requests for railroad preemption timing, as discussed in Chapter 8 of this DCM. This
form must be filled out electronically, therefore the designer shall request an electronic copy of
the form from SCRRA to be used for the project.






APPENDIX E-9
SCRRA SHORING SUBMITTAL DESIGN AND REVIEW CHECKLIST
Design Checklist
The shoring designer shall complete, seal, sign, and submit the enclosed Shoring Submittal
Design Checklist with the shoring design submittal.
Review Checklist
The enclosed Shoring Submittal Review Checklist shall be utilized by SCRRA staff or
consultants to aid the review of shoring design submittals.

SCRRA SHORING SUBMITTAL DESIGN CHECKLIST

Submittal Date:
Shoring Design Firm:
Contractor:
Item Yes/No/NA Explain if No or NA

Drawings – Checked, Signed & Sealed?
1. Drawings to-scale?
2. Plan view is oriented correctly and shows relative
position of shoring/excavation and tracks, railroad
stationing and mileposts, and all pertinent Operating
System facilities (surface and underground)?
3. Section normal to track(s) shows elevations of
track(s), ground surface, excavation subgrade,
bracing elements and horizontal clearances?
4. Dimensions defining the arrangement of all elements
of shoring system provided?
5. Sizes of all shoring elements provided?
6. All connections detailed?
7. Specifications for all materials provided?
8. Specifications and requirements for fabrication and
installation provided?
9. Construction sequence(s) detailing all steps in the
shoring installation, excavation, planned installation
equipment location and shoring removal provided?
10. Track monitoring requirements specified?
11. Impacts to existing drainage addressed?
Design Calculations – Checked, Signed & Sealed?
General:
1. Design calculations provided for all elements of the
shoring system?
2. Calculations for all stages of excavation and support
removal?
3. Shoring designer has verified the accuracy,
suitability, and applicability of the information and
criteria outlined in the Excavation Support Guidelines
for the specific application being designed?
Page 1 of 3

SCRRA SHORING SUBMITTAL DESIGN CHECKLIST (CONTINUED)

Loading:
4. Soil loading (active and passive) developed in
accordance with Section 15.6.2 of the DCM?
5. Groundwater loading developed in accordance with
Section 15.6.3 of the DCM?
6. Surcharge loading (other than railroad surcharge)
developed in accordance with Section 15.6.4 of the
DCM?
7. Seismic loading considered?
8. Railroad live load surcharge developed in
accordance with Section 5 of the Excavation Support
Guidelines?
9. All required loads considered in shoring analysis?
Analysis:
10. Shoring wall analyzed in accordance with Section
15.7 of the DCM?
11. Bracing loads determined in accordance with Section
15.8 of the DCM?
12. Embedment depth of wall determined in accordance
with Section 15.8 of the DCM?
13. Bracing system analyzed in accordance with Section
15.8.6 of the DCM?
14. Lagging analyzed in accordance with Section 15.8.7
of the DCM?
15. Secondary bracing, connections, and stiffeners
analyzed and provided in accordance with Section
15.8.8 of the DCM?
16. Shoring deflection and settlement estimated in
Material Properties and Allowable Stresses:
17. Material properties and allowable stresses in
accordance with Section 15.9 of the DCM?
Page 2 of 3

SCRRA SHORING SUBMITTAL DESIGN CHECKLIST (CONTINUED)

Special Conditions:
18. Is external dewatering proposed?
a. If yes, has dewatering been accepted by SCRRA?
b. If yes, has a settlement analysis (due to
dewatering) been provided?
19. Has the potential for piping been evaluated?
20. Has potential for heave been evaluated?
21. Has global stability of the shoring system been
evaluated?
22. Are tiebacks proposed?
a. If yes, has SCRRA accepted their usage?
b. If yes, are they designed and will they be tested in
23. Are deadmen proposed?
b. If yes, has third party approval been granted?
c. If yes, are they designed in accordance with
___________________________________
Shoring Designer Signature
___________________________________ __________________________
Print Name Place Engineering Seal Above
Page 3 of 3

SCRRA SHORING SUBMITTAL REVIEW CHECKLIST
Date:
Name of Reviewer:

Drawings – Signed & Sealed?
1. Drawings to-scale?
2. Plan view is oriented correctly and shows relative
position of shoring/excavation and tracks, railroad
stationing and mileposts, and all pertinent Operating
System facilities (surface and underground)?
3. Section normal to track(s) shows elevations of
track(s), ground surface, excavation subgrade,
bracing elements and horizontal clearances?
4. Dimensions defining the arrangement of all
elements of shoring system provided?
5. Sizes of all shoring elements provided?
6. All connections detailed?
7. Specifications for all materials provided?
8. Specifications and requirements for fabrication and
installation provided?
9. Construction sequence(s) detailing all steps in the
shoring installation, excavation, planned installation
equipment location and shoring removal provided?
10. Track monitoring requirements specified?
11. Impacts to existing drainage addressed?
Design Calculations – Signed & Sealed?
General:
1. Design calculations provided for all elements of the
shoring system?
2. Calculations for all stages of excavation and support
removal?
3. Shoring designer has verified the accuracy,
suitability, and applicability of the information and
criteria outlined in the Excavation Support
Guidelines for the specific application being
designed?
Page 1 of 3

SCRRA SHORING SUBMITTAL REVIEW CHECKLIST (CONTINUED)

Loading:
4. Soil loading (active and passive) developed in
5. Groundwater loading developed in accordance
with Section 15.6.3 of the DCM?
6. Surcharge loading (other than railroad surcharge)
developed in accordance with Section 15.6.4 of
the DCM?
7. Seismic loading considered?
8. Railroad live load surcharge developed in
9. All required loads considered in shoring analysis?
Analysis:
10. Shoring wall analyzed in accordance with Section
15.8 of the DCM?
11. Bracing loads determined in accordance with
Section 15.8 of the DCM?
12. Embedment depth of wall determined in
13. Bracing system analyzed in accordance with
14. Lagging analyzed in accordance with Section
15.8.7 of the DCM?
15. Secondary bracing, connections, and stiffeners
analyzed and provided in accordance with Section
15.8.8 of the DCM?
16. Shoring deflection and settlement estimated in
Material Properties and Allowable Stresses:
17. Material properties and allowable stresses in
Special Conditions:
18. Is external dewatering proposed?
a. If yes, has dewatering been accepted by
SCRRA?
b. If yes, has a settlement analysis (due to
dewatering) been provided?
Page 2 of 3

SCRRA SHORING SUBMITTAL REVIEW CHECKLIST (CONTINUED)

19. Has the potential for piping been evaluated?
20. Has potential for heave been evaluated?
21. Has global stability of the shoring system been
evaluated?
22. Are tiebacks proposed?
b. If yes, are they designed and will they be
tested in accordance with Section 15.10.4 of
the DCM?
23. Are deadmen proposed?
b. If yes, has third party approval been granted?
c. If yes, are they designed in accordance with
___________________________________ Finding:
Reviewer’s Signature No Exceptions Taken
Make Corrections Noted
___________________________________ Amend and Resubmit
Print Name
Page 3 of 3

Appendix F. Bridge Longitudinal Force


AREMA specifies a longitudinal force to be applied to the bridge that simulates tractive effort or
braking forces from a train passing over the bridge. The following equations are provided in
AREMA:
• Braking Force: LF = 45 + 1.2 ⋅ L applied 8 ft above t/rail
• Traction Force: LF = 25 L applied 3 ft above t/rail
where L = is the length of the portion of the bridge under consideration, ft
The shear force applied to each substructure is determined by assuming that the bridge acts as
a unit and each substructure will attract a portion of the total force based on its relative stiffness
within the bridge (i.e., the substructures are considered springs acting in parallel, and each will
deflect the same distance due to the force each attracts). Stiffness of each substructure is a
function of material elasticity, shape properties, soil properties, clear height, pile batter, and
abutment soil resistance. 1
An example bridge is shown below: LF
lf =
Lb
η1*LF η2*LF η3*LF η4*LF
Lb
FIGURE 1
In the sketch above, the total longitudinal force is shown as a uniformly distributed lateral load.
(The assumption on how the longitudinal force is distributed to the rail is not critical to determining
the shear distribution, but is an essential step to calculating the moment effect on the
substructures.) The shear force per substructure is then calculated by the following process:
1. Calculate the stiffness, ki, of each substructure. Account for all variables as mentioned
above.
2. Determine the total stiffness of the structure, assuming the substructures act in parallel.
3. Determine the portion of the total longitudinal shear force resisted by each substructure,
ηi, as: k
ηi = i
i
∑k
1
i
1 Expansion bearings utilizing rockers or sliding surfaces are assumed not to transfer any longitudinal
load.
Design Criteria F-1 March 2024

Bending moment due to the vertical reactions induced into the substructures by the longitudinal
force is a result of the longitudinal load acting at a distance above the elevation of the
superstructure bearings (8 ft or 3 ft above the top of rail + depth of the superstructure). The
moment is passed into the caps by increasing or decreasing the vertical bearing reactions on the
cap; because the CL of most bearings do not align with the CL of the cap, a force couple occurs
at the bearing seat level (see Fig. 4) inducing a bending moment in the substructure. The following
details the assumptions and derivation of the bending moment induced into the substructures by
the longitudinal force.
1. The longitudinal load due to braking or traction is assumed to be applied to the bridge as
a uniformly distributed shear force, acting 8 ft or 3 ft above the top of the rail. This shear
force is passed from the train to the rail through friction between the wheels and the rail.
2. Due to the height of application (3 ft or 8 ft above the rail), a bending moment is assumed
to be induced into the superstructure by a vertical force couple acting through train car
wheel reactions. The free body diagram below shows the applied longitudinal force and
the solved reactions on a car with the assumed dimensions.
lf
lf ∗ Ls
V = V
2
Ls Ls Ls
4 2 4
lf * Ls * H
R R= = 2 * lf * H
Ls
2
FIGURE 2
1. At this point, due to the variability of the train’s positioning on the bridge, it is logical to
separate the bending moment effects due to the longitudinal force into two parts:
bending moment due to the longitudinal force acting at a distance, H, above the top of
the rail, and the bending moment due to the longitudinal force acting at the top of the
rail through the superstructure.
Bending Moment Due to the Longitudinal Force Acting at the Top of the Rail Through the
Superstructure:
1. The free body diagram of the longitudinal shear force acting at the top of the rail is shown
below. Equating forces and summing moments yields the bearing reactions, R, at each
end of the span. The depth of the span, ds, is the height between the top of the rail and
the top of the cap/bottom of the bearing.

lf * Ls
ds
lf ∗ Ls V
V=
2
lf ∗ Ls ∗ d s R
R= = lf ∗ d s Ls
Ls
FIGURE 3
R R = lf ∗ d s
2. The next free body diagram depicts the pier cap
below the right bearing of the span above. The lf ∗ Ls V
V=
adjacent span to the right of the span in the prior 2
figure is assumed to be the same length as the dc
span span (Ls), thus having the same fbd as seen 2
above. db db
3. The bending moment due to the vertical reactions

induced by the longitudinal force transferring from
the top of the rail to the top of the cap is given by
the following equation. Note that this moment acts
in a direction that counteracts the direction of the
shear force.
M = 2 ∗ R ∗ d b = 2 ∗ lf ∗ d s ∗ d b
FIGURE 4

At this point, the longitudinal force has been applied a distance above the top of the rail (8 ft or 3
ft) and the shear force has been carried down to the substructure units. In addition, the bending
moment caused by the longitudinal force moving from the top of the rail to the top of the cap has
been estimated. What remains is to determine the bending effect on the cap from the application
of the longitudinal force being applied at a distance above the top of the rail.
Bending Moment Due to the Longitudinal Force Acting at a Distance Above the Top of the Rail:
1. Starting with the free body diagram in Figure 2, a related free body diagram can be drawn
for the span directly beneath it, as seen in Figure 5. The shear forces have been neglected,
as they have already been accounted for in the prior moment derivation.
lf
Ls
T/Rail 2
P = 2 ∗ lf ∗ H P
ds
Ls L R
P∗ 2 ∗ lf ∗ H ∗ s
R= 2 = 2 = lf ∗ H
Ls Ls
Ls
FIGURE 5
1. Focusing on the pier cap below the right bearing of the span in Figure 5, a free body
diagram similar to Figure 4 can be drawn. In this case however, the bearing reactions, R,
are as shown in Figure 5. This results in the following bending moment induced on the
cap:
M = 2 ∗ R ∗ d b = 2 ∗ lf ∗ H ∗ d b

1. The direction of this bending moment now depends on the placement of the train car. If
the train cars are centered in the span, the bending moment will act to counteract the
shear force (i.e., same direction as the bending moment induced by the shear force
moving through the superstructure. However, if the train cars are centered over the pier,
the bending moment direction will reverse and act to produce deflection in the same
direction as the shear force.
Because of this moment direction reversal, it has been decided to conservatively assume all
bending moments act to produce deflection in the same direction as the shear force. Therefore,
the total load applied to the c.g. of the cap would be as follows:
Vi = η i ∗ LF
LF d
Mi = 2∗ ∗ (H + d s ) ∗ d b + Vi ∗ c
Lb 2
where: ηi = percentage of the total longitudinal force attracted by substructure i,

LF = total longitudinal force applied to the bridge,
Lb = total length of the bridge,
H = height of longitudinal force above top of rail (3 ft or 8 ft),
ds = distance between top of rail and top of cap,
db = distance between CL bearing and CL cap,
dc = height of cap,
Vi = longitudinal force shear applied to the substructure, and
Mi = longitudinal force bending moment applied to the substructure.
Load Application From Train Through Superstructure to Substructure

As detailed above, the magnitude of the design shear and moment due to longitudinal force will
be determined as shown. When following this procedure, some substructures will attract load that
is applied several spans away, thus forcing the load to be transferred through the superstructure
and either from superstructure span to superstructure span through compression of the joint filler
(where used for precast spans) or from superstructure span through the bearings into the pile cap
back through the bearings into the next span and so on until reaching the substructure element
that resists the load. Force transfer can also be assumed to occur through the rails.
The design calculations should include a sketch of a longitudinal force diagram that documents
the total force applied longitudinally to the bridge and the fraction of the total force resisted at
each substructure element. The calculations should also describe how the force is transferred
between the superstructure and each substructure element, and include a diagram or table
indicating the fraction of the load carried at each substructure element by each bearing,
connection, and by the rail.

Appendix G. Example Calculations


Section 15.6 – Soil Loads
Example G-09-1 Develop an Active Soil Pressure Diagram

Example G-09-2 Develop an Apparent Pressure Diagram
Example G-09-3 Determine Passive Resistance (Cohesionless Soil)
Example G-09-4 Determine Passive Resistance (Cohesion Soil)
Section 15.7 – Railroad Live Load Surcharge
Example G-09-5 Railroad Live Load Surcharge from Two Tracks

Example G-09-6 Railroad Live Load Surcharge from Three Tracks
Example G-09-7 “Simplified” Railroad Live Load Surcharge
Section 15.8 – Shoring Analysis Methodologies
Example G-09-8 Cantilever Soldier Pile and Lagging Shoring Wall

Example G-09-9 Sheet Pile Shoring Wall, One Level of Bracing (Free Earth Support Method)
Example G-09-10 Sheet Pile Shoring Wall, One Level of Bracing (Fixed Earth Support Method)
Example G-09-11 Analysis of a Diaphragm Shoring Wall with Three Levels of Bracing
Section 15.9 – Material Properties and Allowable Stresses
Example G-09-14 Wide Flange Wale Design

Example G-09-15 Pipe Strut Design
Example G-09-16 Shoring Wall Design
Example G-09-17 Wood Lagging Design
Design Criteria G-1 March 2024

EXAMPLE G-09-1 – DEVELOP AN ACTIVE SOIL PRESSURE DIAGRAM
PROBLEM:
DEVELOP ACTIVE SOIL PRESSURES FOR THE FOLLOWING SOIL PROFILE.
SOLUTION:
USING RANKINE THEORY -
KA,FILL = tan2(45°-øFILL/2) = tan2(45°-32°/2) = 0.31
KA,DENSE SAND = tan2(45°-øDENSE SAND/2) = tan2(45°-35°/2) = 0.27
COMPUTE ACTIVE PRESSURES -

P1 = K A,FILL(γFILL)(10’) = 0.31(120)(10) = 372 psf
P2 = γFILL(10’) – 2c = 120(10) – 2(400) = 400 psf
P3 = P2 + γSOFT CLAY(10’) = 400 + 100(10) = 1400 psf
P4 = K A,DENSE SAND[(γFILL)(10’)+( γSOFT CLAY)(10’)] = 0.27[(120)(10)+(100)(10)]
= 594 psf
P5 = P4 + K A,DENSE SAND[(γDENSE SAND)(12’)] = 594 + 0.27(130)(12)
= 1015 psf

EXAMPLE G-09-2 – DEVELOP AN APPARENT PRESSURE DIAGRAM
PROBLEM:
DEVELOP AN APPARENT PRESSURE DIAGRAM FOR THE SOIL PROFILE GIVEN IN EXAMPLE 4.1.
SOLUTION:
COMPUTE TOTAL ACTIVE PRESSURE RESULTANT (A1) -
A1 = (372)(10)/2+(400+1400)(10)/2+(594+1015)(12)/2
= 20,514 lbs/ft
COMPUTE Pd -
1.4A1 1.4(20,514)
Pd = 0.9H = 0.9(32) = 997 psf

EXAMPLE G-09-3 – DETERMINE PASSIVE RESISTANCE (COHESIONLESS SOIL)

PROBLEM:
DETERMINE THE PASSIVE RESISTANCE ACTING ON THE BOTTOM OF A STEEL SHEET PILE WALL EMBEDDED IN
MEDIUM DENSE CLEAN SAND WITH THE FOLLOWING PROPERTIES.
SOLUTION:
DETERMINE δDESIGN -
δTYP = 17° FOR STEEL SHEET PILES AGAINST CLEAN SAND
δTYP/ = 8.5° (≤0.25ø = 8.5°)
2
USE δDESIGN = 8.5°
USE LOG-SPIRAL THEORY TO COMPUTE KP (REFER TO FIGURE 8, PAGE 4-10 OF THE CALTRANS TRENCHING
AND SHORING MANUAL) -
KP,δ/ø=-1.0 = 9.5 (FOR ø=34° & β/ø=0)
δ/ø = -8.5/34 = -0.25
REDUCTION FACTOR (R) ≈ 0.52
KP = RKP,δ/ø=-1.0 = 0.52(9.5) = 4.9
COMPUTE PP –
PP = KP(γ)(15’) = 4.9(125)(15) = 9188 psf

EXAMPLE G-09-4 – DETERMINE PASSIVE RESISTANCE (COHESIVE SOIL)
PROBLEM:
DETERMINE THE PASSIVE RESISTANCE ACTING ON THE BOTTOM OF A SHORING WALL EMBEDDED IN
MEDIUM CLAY WITH THE FOLLOWING PROPERTIES.
SOLUTION:
COMPUTE PP1 & PP2 -
PP1 = 2c = 2(800) = 1600 psf
PP2 = PP1+γ(15’) = 1600+120(15) = 3400 psf

EXAMPLE G-09-5 – RAILROAD LIVE LOAD SURCHARGE FROM TWO TRACKS
PROBLEM:
COMPUTE THE LATERAL SURCHARGE PRESSURES ACTING ON THE SHORING WALL BASED ON THE
FOLLOWING TRACK GEOMETRY.

SOLUTION:
Centerline of Track #1 is 12 feet from face of shoring
Centerline of Track #2 is 27 feet from face of shoring
d Ps,1 Ps,2 Ps,total d = depth below bottom of tie

(feet) (psf) (psf) (psf) Ps,1 = lateral surcharge from Track #1
1 161 29 190 Ps,2 = lateral surcharge from Track #2
2 305 57 362 Ps,total = combined lateral surcharge from Tracks #1 and #2 = Ps,1+Ps,2
3 418 84 502
4 496 110 606
5 541 134 674 Lateral Surcharge Pressure (psf)
6 558 156 713
7 553 175 729
0 100 200 300 400 500 600 700 800
8 535 192 727 0
9 507 207 714
10 474 219 693
11 439 229 668 5
12 404 236 640
13 370 241 611
14 338 244 582
15 307 246 553
10
16 280 245 525
17 254 244 498
18 231 241 472 15
19 210 237 447 )t
20 191 232 423 ee
21 174 227 401
f(
ei 20
22 159 221 379 T
f
23 145 214 359 o
24 133 208 340 m
o
tt
25 122 201 322 o 25
B
26 112 194 305 w
27 102 187 289
o
le
28 94 180 274
B
th 30
29 87 173 260 p
e
30 80 166 246 D
31 74 160 234
32 69 153 222 35
33 64 147 211
34 59 141 200
35 55 135 190
40
36 51 129 180
37 48 124 171
38 45 118 163
39 42 113 155 45
40 39 109 148
41 37 104 141
42 34 100 134
50
43 32 95 128
44 30 91 122 Combined Total
45 29 87 116
Track #1
46 27 84 111
47 25 80 106 Track #2
48 24 77 101
49 23 74 97
50 21 71 92

EXAMPLE G-09-6 – RAILROAD LIVE LOAD SURCHARGE FROM THREE TRACKS
PROBLEM:
COMPUTE THE LATERAL SURCHARGE PRESSURES ACTING ON THE SHORING WALL BASED ON THE
FOLLOWING TRACK GEOMETRY.

SOLUTION:
Cent erline of Track #1 is 1 0 feet from face of shoring
d Ps,1 Ps,2 Ps,3 0 .5 Ps,3 Ps,total d = dept h below bot t om of t ie

(feet ) (psf) (psf) (psf) (psf) (psf) Ps,1 = lat eral surcharge from Track #1
1 247 34 13 6 287 Ps,2 = lat eral surcharge from Track #2
2 450 66 26 13 529 Ps,3 = lat eral surcharge from Track #3
3 585 98 38 19 703 Ps,total = combined lat eral surcharge from Tracks #1 , #2 & #3 = Ps,1 + Ps,2 + 0 .5 Ps,3
4 655 128 51 25 808
5 674 155 62 31 860
6 658 179 74 37 874 Lat eral Surcharge Pressure (psf)
7 622 201 85 42 865
0 100 200 300 400 500 600 700 800 900
8 575 219 95 48 842
9 525 234 105 52 811 0
10 474 246 114 57 777
11 426 254 122 61 742
12 382 261 130 65 707 5
13 341 264 136 68 673
14 305 265 142 71 641
15 272 265 148 74 611
16 243 262 152 76 582 10
17 218 258 156 78 554
18 195 253 159 80 528
19 175 247 162 81 504 15
20 158 241 163 82 480
21 142 233 165 82 458
Depth Below Bottom of Tie (feet)
22 129 226 165 83 437

23 116 218 166 83 417 20
24 106 210 165 83 398
25 96 202 165 82 380
26 88 193 164 82 363 25
27 80 185 162 81 346
28 73 177 160 80 331
29 67 170 158 79 316
30 62 162 156 78 302 30
31 57 155 154 77 289
32 52 148 151 76 276
33 48 141 148 74 264 35
34 45 135 145 73 252
35 41 129 142 71 242
36 39 123 139 70 231
37 36 117 136 68 221 40
38 33 112 133 67 212
39 31 107 130 65 203
40 29 102 127 63 194 45
41 27 97 124 62 186
42 25 93 120 60 179
43 24 89 117 59 171
44 22 85 114 57 164 50
45 21 81 111 56 158
46 20 77 108 54 151
Combined Tot al
Track #1
47 19 74 105 53 145 Track #2
48 18 71 102 51 139 5 0 % Track #3
49 17 68 99 50 134
50 16 65 97 48 129

EXAMPLE G-09-7 – “SIMPLIFIED” RAILROAD LIVE LOAD SURCHARGE
PROBLEM:
DEVELOP THE “SIMPLIFIED” LATERAL SURCHARGE PRESSURE DIAGRAM FOR A SINGLE TRACK WHOSE
CENTERLINE IS LOCATED 15 FEET FROM THE FACE OF A SHORING WALL.
SOLUTION:
Centerline of track is 15 feet from face of shoring

d Ps Ps = Boussinesq lateral surcharge
(feet) (psf) Ps,simple = 0.8Ps,max = 0.8(444) = 355 psf
1 98
2 191
3 271
4 337
5 386 Lateral Surcharge Pressure (psf)
6 419
7 438 0 50 100 150 200 250 300 350 400 450 500
8 444 Ps,max 0
9 441
10 431
11 415 5
12 396
13 374
14 352
15 329 10
16 307
17 285
18 265 15
19 246 )t
20 228 ee
f(
21 211 ei
22 195 T 20
f
23 181 o
24 167 m
o
25 155 tt 25
26 144 o
B
27 133 w
o
le
28 124
29 115 B 30
h
t
30 107 p
31 100 e
D
32 93
33 87 35
34 81
35 76
36 71 40
37 66
38 62
39 58
40 55 45
41 52
42 49
43 46 50
44 43
45 41
Boussinesq Actual
46 39
47 37 Simplified
48 35
49 33
50 31

EXAMPLE G-09-8 – CANTILEVER SOLDIER PILE AND LAGGING SHORING WALL
PROBLEM:
DETERMINE THE REQUIRED DEPTH OF PENETRATION AND THE DESIGN SHEAR AND MOMENT FOR A
CANTILEVER SOLDIER PILE AND LAGGING WALL FOR THE SOIL CONDITIONS AND PILE SPACING INDICATED
BELOW.
SOLUTION:
COMPUTE ACTIVE SOIL PRESSURES –
MEDIUM CLAY:
NO THEORETICAL NET ACTIVE PRESSURE BECAUSE
γCLAYH-2c = 110(7)-2(600) = -430 psf < 0.
THEREFORE, USE 30 psf/ft EFP MINIMUM ACTIVE PRESSURE
MEDIUM DENSE SAND:
KA = tan2(45°-ø/2) = tan2(45°-34°/2) = 0.28
ACTIVE GRADIENT = KAγSAND = 0.28(125) = 35 psf/ft
COMPUTE PASSIVE SOIL PRESSURE USING LOG-SPIRAL THEORY –

REFER TO EXAMPLE 4.3: KP = 4.9

PASSIVE GRADIENT = KPγSAND = 4.9(125) = 613 psf/ft
RAILROAD SURCHARGE –
USE “SIMPLIFIED” RAILROAD SURCHARGE (I.E., 80% OF MAXIMUM)
REFER TO EXAMPLE 5.3: PS = 355 psf
EFFECTIVE WIDTH OF EMBEDDED PORTION OF SOLDIER PILE –

PER TABLE 10-1 IN THE CALTRANS TRENCHING AND SHORING MANUAL
EFFECTIVE WIDTH (wEFF) = (0.08ø)d,
WHERE d = DIAMETER OF CONCRETE FILLED DRILLED HOLE
wEFF = 0.08(34)(2) = 5.4 feet
USE “SIMPLIFIED” METHOD OF CANTILEVER PILE ANALYSIS
SHORING LOADING DIAGRAM -
ga1 = 30(PILE SPACING) = 30(8) = 240 psf

ga2 = 35wEFF = 35(5.4) = 189 psf
gp = 613wEFF = 613(5.4) = 3310 psf
gnet = gp - ga2 = 3310-189 = 3121 psf
P1 = 240H = 240(7) = 1680 lbs/ft

P2 = KAγclayHwEFF = 0.28(110)(7)(5.4) = 1164 lbs/ft

P3 = gnetD0 - P2 = 3121D0-1164 lbs/ft
P4 = 355(PILE SPACING) = 355(8) = 2840 lbs/ft
P5 = 355wEFF = 355(5.4) = 1917 lbs/ft
Y = P2/gnet = 1164/3121 = 0.37 feet
A1 = P1(H/2) = 1680(7/2) = 5880 lbs

A2 = P2(Y/2) = 1164(0.37/2) = 215.3 lbs
A3 = P3(D0-Y)/2 = (3121D0-1164)(D0-0.37)/2
= 1560.5D02-1159.4D0+215.3 lbs
A4 = P4H = 2840(7) = 19,880 lbs
A5 = P5D0 = 1917D0 lbs
COMPUTE REQUIRED EMBEDMENT DEPTH -

SUM MOMENTS ABOUT BOTTOM OF WALL TO DETERMINE D0 –
A1(D0+H/3) + A2(D0-Y/3) - A3(D0-Y)/3 + A4(D0+H/2) + A5(D0/2) = 0
5880(D0+7/3) + 215.3(D0-0.37/3) – (1560.5D02-1159.4D0+215.3)(D0-0.37)/3 + 19,880(D0+7/2) +
1917D0(D0/2) = 0
520.2D03 – 1537.3D02 – 25,761DO – 83,300 = 0
SOLVE FOR D0:
D0 = 9.74 feet
INCREASE EMBEDMENT DEPTH BY 20% TO ACCOUNT FOR “SIMPLIFIED” ANALYSIS AND THEN
ADD AN ADDITIONAL 40% FOR SAFETY FACTOR.
D = 1.4(1.2(9.74)) = 16.4 feet MINIMUM
PROVIDE 17 feet OF EMBEDMENT
DETERMINE DESIGN SHEAR FORCE –

MAXIMUM SHEAR FORCE IS AT BOTTOM OF PILE
VMAX = A3-A1-A2-A4-A5
= (1560.5D02-1159.4D0+215.3)-5880-215.3-19,880-1917D0
= [1560.5(9.74)2-1159.4(9.74)+215.3-5880-215.3-19,880-1917(9.74)]/1000
VMAX = 92 kips

DETERMINE DESIGN MOMENT -

FIND POINT OF ZERO SHEAR (depth of X below bottom of excavation)
A1+A2+A4+P5X-P3(X-Y)/2 = 0
5880+215.3+19,880+1917X-(3121X-1164)(X-0.37)/2 = 0
1560.5X2-3076.4X-25832 = 0
SOLVE FOR X:
X = 5.17 feet
MMAX = A1(X+H/3)+A2(X-Y/3)+A4(Y+H/2)+P5X2/2-P3(X-Y)2/6
= [5880(5.17+7/3) + 215.3(5.17-0.37/3) + 19,880(5.17+7/2) + 1917(5.17)2/2 - (3121(5.17)-
1164)(5.17-0.37)2/6]/1000
MMAX = 186 kip-ft

EXAMPLE G-09-9 – SHEET PILE SHORING WALL WITH ONE LEVEL OF BRACING
(FREE EARTH SUPPORT METHOD)
PROBLEM:
DETERMINE THE REQUIRED DEPTH OF PENETRATION, THE DESIGN SHEAR AND MOMENT, AND THE BRACING
REACTION FOR A SHEET PILE SHORING WALL WITH A SINGLE LEVEL OF BRACING IN THE SOIL CONDITIONS
INDICATED. USE THE FREE EARTH SUPPORT METHOD OF ANALYSIS.
SOLUTION:

COMPUTE ACTIVE SOIL PRESSURES USING RANKINE THEORY –

KA = tan2(45°-ø/2) = tan2(45°-34°/2) = 0.28
ACTIVE GRADIENT ABOVE GWT = KAγMOIST = 0.28(125) = 35 psf/ft
ACTIVE GRADIENT BELOW GWT (INCLUDING WATER PRESSURE) = KAγ’+γW
= 0.28(62.6)+62.4 = 80 psf/ft
COMPUTE PASSIVE SOIL PRESSURE USING LOG-SPIRAL THEORY –

REFER TO EXAMPLE 4.3: KP = 4.9
PASSIVE GRADIENT BELOW GWT (INCLUDING WATER PRESSURE) = KPγ’+γW
= 4.9(62.6)+62.4 = 369 psf/ft
SHORING LOADING DIAGRAM -

RAILROAD SURCHARGE PRESSURE DIAGRAM -
LATERAL SURCHRAGE PRESSURE (psf)
0 50 100 150 200 250 300 350 400 450

0
10
DEPTH BELOW BOTTOM OF TIE (feet)
15
20
25
30
35
BOUSSINESQ ACTUAL
APPROXIMATION
ANALYZE SHORING WALL USING BEAM ANALYSIS SOFTWARE TO DETERMINE DEPTH OF EMBEDMENT
REQUIRED FOR STABILITY (I.E., SUM OF MOMENTS ABOUT BRACING LEVEL EQUAL TO ZERO).
THE COMPUTED BRACING REACTION, REQUIRED DEPTH OF EMBEDMENT, SHEAR AND MOMENT DIAGRAMS,
AND ELASTIC WALL DEFLECTIONS ARE SHOWN ON THE FOLLOWING PAGE.


EXAMPLE G-09-10 – SHEET PILE SHORING WALL WITH ONE LEVEL OF BRACING
(FIXED EARTH SUPPORT METHOD)
PROBLEM:
REANALYZE THE SHORING WALL DESCRIBED IN EXAMPLE 6.2 USING THE FIXED EARTH SUPPORT METHOD OF
ANALYSIS TO DETERMINE THE REQUIRED DEPTH OF PENETRATION, THE DESIGN SHEAR AND MOMENT, AND
THE BRACING REACTION.
SOLUTION:
SOIL AND SURCHARGE PRESSURES ARE THE SAME AS THOSE USED IN EXAMPLE 6.2.
REQUIRED TO PROVIDE EFFECTIVE FIXITY.
THE COMPUTED BRACING REACTION, REQUIRED DEPTH OF EMBEDMENT, SHEAR AND MOMENT DIAGRAMS,
AND ELASTIC WALL DEFLECTIONS ARE SHOWN ON THE FOLLOWING PAGE.


COMPARISON OF RESULTS FROM FREE EARTH AND FIXED EARTH SUPPORT METHODS –
ITEM FREE EARTH FIXED EARTH

(EXAMPLE 6.2) (EXAMPLE 6.3)
DEPTH OF EMBEDMENT 12 feet 19 feet
BRACING REACTION 8.0 kips/ft 7.1 kips/ft
MMAX 37.7 kip-ft/ft 29.3 kip-ft/ft
VMAX 7.1 kips/ft 10.6 kips/ft
MAX. ELASTIC WALL DEFLECTION* 1.10 inches 0.77 inches
*FOR IWALL=100 in4/ft & EWALL=29,000 ksi

EXAMPLE G-09-11 – ANALYSIS OF A DIAPHRAGM SHORING WALL WITH THREE

LEVELS OF BRACING
PROBLEM:
DETERMINE THE REQUIRED DEPTH OF PENETRATION, THE DESIGN SHEAR AND MOMENT, AND THE BRACING
REACTIONS FOR A SOIL-MIX SHORING WALL SUPPORTED WITH THREE LEVELS OF BRACING IN THE SOIL
CONDITIONS INDICATED. ASSUME THE WIDE FLANGE PILE INSERTS ARE SPACED AT 4 FEET ON-CENTER.
ANALYZE FULL DEPTH CONDITION ONLY.
SOIL-MIX WALL (UNRENIFORCED) IS EXTENDED TO STIFF CLAY LAYER FOR GROUNDWATER CUT-OFF.
SOLUTION:

DEVELOP APPARENT SOIL PRESSURE DIAGRAM –
ACTIVE SOIL PRESSURES –
KA,FILL = tan2(45°- øFILL/2) = tan2(45°-30°/2) = 0.33
KA,DENSE SAND = tan2(45°- øDENSE SAND/2) = tan2(45°-34°/2) = 0.28

P1 = KA,FILL(γFILL)(15’) = 0.33(115)(15) = 569 psf
P2 = KA,DENSE SAND(γFILL)(15’) = 0.28(115)(15) = 483 psf
P3 = P2 + KA,DENSE SAND(γ’)(25’) = 483+0.28(62.6)(25) = 921 psf
CALCULATE APPARENT PRESSURE –

ACTIVE SOIL PRESSURE RESULTANT (A1) = P1(15’/2) + [(P2+P3)/2](25’)
= 569(15/2)+[(483+921)/2](25) = 21,818 lbs/ft
Pd = 1.4(A1)/(0.9H) = 1.4(21,818)/[0.9(40)] = 848 psf
SHORING LOADING DIAGRAM –

APPARENT SOIL PRESSURE

Pd = 848 psf (SEE PREVIOUS PAGE)
ACTIVE SOIL PRESSURES IN DENSE SAND BELOW EXCAVATION SUBGRADE
P3 = 921 psf (SEE PREVIOUS PAGE)
ACTIVE SOIL GRADIENT BELOW EXCAVATION SUBGRADE (Ga)
= KA,DENSE SAND(γ’) = 0.28(62.6) = 17.5 psf/ft
PASSIVE SOIL PRESSURES IN DENSE SAND BELOW EXCAVATION SUBGRADE
KP = 4.9 (REFER TO EXAMPLE 4.3)
PASSIVE SOIL GRADIENT BELOW EXCAVATION SUBGRADE (Gp)
= KP(γ’) = 4.9(62.6) = 307 psf/ft
NET HYDROSTATIC PRESSURE
PW = γW(25’) = 62.4(25) = 1560 psf

RAILROAD SURCHARGE PRESSURE DIAGRAM –
LATERAL SURCHARGE PRESSURE (psf)
0 100 200 300 400 500 600 700

0
10
15
DEPTH BELOW BOTTOM OF TIE (feet)
20
25
30
35
40
45
50
55
60
BOUSSINESQ ACTUAL
APPROXIMATION
REQUIRED FOR STABILITY (I.E., BALANCE MOMENTS DUE TO LOADS ACTING BELOW THE LOWEST BRACING
LEVEL).
THE COMPUTED BRACING REACTIONS, REQUIRED DEPTH OF EMBEDMENT, AND SHEAR AND MOMENT
DIAGRAMS ARE SHOWN ON THE FOLLOWING PAGE.

SUMMARY OF RESULTS
BRACING REACTIONS

R1 = 13.4 kips/ft
R2 = 18.3 kips/ft
R3 = 35.3 kips/ft
REQUIRED EMBEDMENT DEPTH = 25 feet
DESIGN (MAXIMUM) SHEAR
VMAX = 24.1 kips/ft
VMAX = 24.1(4) = 96.4 kips/pile
DESIGN (MAXIMUM) MOMENT
MMAX = 104 kip-ft/ft
MMAX = 104(4) = 416 kip-ft/pile

EXAMPLE G-09-14 – WIDE FLANGE WALE DESIGN
PROBLEM:
SIZE A WALE FOR THE FOLLOWING BRACING GEOMETRY AND LOADING.

SOLUTION:
ANALYZE WALER TO DETERMINE DESIGN MOMENT AND SHEAR -
11.8(28)2 11.8(6)2
MMAX = 8 - 2 = 944 kip-ft
11.8(28)
VMAX = 2 = 165.2 kips
11.8(40)
STRUT LOADS = R1 = R2 = 2 = 236 kips
ASSUMPTIONS -
USE GRADE 36 WIDE FLANGE BEAM FOR WALER
PROVIDE BRACING FOR WALER AT SPACING NO GREATER THAN Lb ≤Lp
→ Mn = Mp = (FY)(Z) (EQ. F2-1) AND Mall = Mn/Ωb
→ Vn = 0.6(FY)(Aw)(Cv) (EQ. G2-1), Cv = 1.0 (EQ. G2-2) AND Vall = Vn/Ωv
PROVIDE SUFFICIENT SUPPORT FOR WALER SO WEAK AXIS BENDING IS NEGLIGIBLE
COMPUTE REQUIRED SECTION PROPERTIES -

ZREQD = Ωb(MMAX)(12) / FY = 1.67(944)(12) / (36) = 526 in3
AWEB,REQD = Ωv(VMAX) / {0.6(FY)} = 1.50(165.2) / {0.6(36)} = 11.5 in2
ACCEPTABLE SIZES* Z (in3) AWEB (in2)

W24X192 559 20.6
W27X178 570 20.2
W30X173 607 19.9
OTHER ACCEPTABLE SIZES ARE AVAILABLE
*NOTE: NEED FOR STIFFENERS HAS NOT BEEN CONSIDERED IN THIS DESIGN EXAMPLE.

EXAMPLE G-09-15 – PIPE STRUT DESIGN
PROBLEM:
DESIGN A PIPE STRUT FOR THE STRUT LOAD (236 kips) COMPUTED IN EXAMPLE 7.1. ASSUME STRUT LENGTH
(UNBRACED) IS 38 feet.
SOLUTION:
DETERMINE MINIMUM CROSS-SECTIONAL AREA REQUIRED BASED ON THE 12 ksi MAXIMUM AXIAL STRESS
CRITERION –
STRUT LOAD 236
AREQD = 12 = 12 = 19.7 in2
TRY 18” DIA. X 3/8” WALL THICKNESS PIPE, ASTM A252, GRADE 2 (FY=35 ksi) -
PIPE PROPERTIES
A = 19.4 in2
I = 754 in4
r = 6.24 in
S = 83.8 in3
Z = 109 in3
D/t = 51.6 < 0.45(E) / (FY) = 372.9
WEIGHT (W) = 71 lbs/ft
WL2 71(38)2
MSELF WEIGHT = 8 = 8 = 12,816 LB-FT = 12.82 kip-ft
DETERMINE FLEXURAL CAPACITY –

Mn = Mp = (FY)(Z) (EQ. F8-1) AND Mall = Mn/Ωb
Mall = (FY)(Z) / {Ωb(12)} = 35(109) / {1.67(12)} = 190.4 kip-ft
DETERMINE AXIAL CAPACITY –

Pn = (Fcr)(Ag) (EQ. E3-1) AND Pall = Pn/Ωc
kL/r = 1.0(38)(12) / 6.24 = 73.08 < 120
Fcr = 0.658(FY)/(Fe)(FY) (EQ. E3-2) FOR Fe > 0.44(FY)
Fe = π2E / (kL/r)2 (EQ. E3-4)
Fe = π2(29,000) / (73.08)2 = 53.6 ksi > 0.44(35) = 15.4 ksi
Fcr = 0.658(35)/(53.6)(35) = 26.6 ksi
Pall = (Fcr)(Ag)/Ωc = 26.6(19.4) / 1.67 = 309 kips
CHECK COMBINED AXIAL LOAD AND BENDING –

(Pr)/(Pc) + (8/9)(Mr)/(Mc) ≤ 1.0 (EQ. H1-1a) FOR (Pr)/(Pc) > 0.2

(Pr)/(Pc) = (236/309) = 0.76 > 0.2
(236/309) + (8/9)(12.82/190.4) = 0.76 + 0.06 = 0.82 < 1.0
18” DIA. X 3/8” WALL THICKNESS (ASTM A252, GRADE 2) PIPE IS ACCEPTABLE

EXAMPLE G-09-16 – SHORING WALL DESIGN
PROBLEM:
THE DESIGN BENDING MOMENT (MDESIGN) FOR A SHORING WALL IS 84 kip-ft per lineal foot. SIZE THE
FOLLOWING SHORING WALL MEMBERS FOR THIS DESIGN MOMENT*:
(A) STEEL SHEET PILES
(B) SOIL-MIX WALL PILES INSTALLED @ 4-0” ON-CENTER
*NOTE: OTHER FACTORS NOT CONSIDERED IN THIS EXAMPLE (e.g., SHORING WALL STIFFNESS REQUIRED TO LIMIT WALL
DEFLECTION, AXIAL LOAD IN SHORING WALL PILES, ETC.) MAY AFFECT THE DESIGN OF THE SHORING WALL MEMBERS.
SOLUTION:
(A) STEEL SHEET PILES
ASSUME SHEET PILES CONFORM TO ASTM A328 (Fb=25 ksi)
12MDESIGN 12(84)
SREQD = Fb = 25 = 40.3 in3/ft
ACCEPTABLE SHEET PILE SECTIONS S (in3/ft)

ARBED AZ26 48.4
HOESCH H2500 46.1
CASTEEL CZ148 40.9
OTHER ACCEPTABLE SHEET PILE TYPES ARE AVAILABLE
(B) SOIL-MIX WALL PILES INSTALLED AT 4’-0” ON-CENTER
ASSUME PILE STEEL CONFORMS TO ASTM A572, GRADE 50 (Fb = 33 ksi)
12(PILE SPACING)(MDESIGN) 12(4)(84)

SREQD = Fb = 33 = 122.2 in3/pile
ACCEPTABLE PILE SIZES S (in3/pile)

W18X71 127
W21X62 127
W24X62 131
OTHER ACCEPTABLE PILE SIZES ARE AVAILABLE

EXAMPLE G-09-17 – WOOD LAGGING DESIGN
PROBLEM:
DETERMINE THE WOOD LAGGING THICKNESS REQUIRED FOR THE SHORING GEOMETRY ILLUSTRATED
BELOW. ASSUME P (SHORING DESIGN LOADING) IS 1200 psf.

SOLUTION:
COMPUTE LAGGING DESIGN LOADING (PLAGGING) –
PLAGGING = 0.6P = 0.6(1200) = 720 psf
COMPUTE MMAX AND VMAX -

PLAGGING(PILE SPACING)2 720(8)2
MMAX = 8 = 8 = 5760 lb-ft/ft
PLAGGING(PILE SPACING) 720(8)

VMAX* < 2 = 2 = 2880 lb/ft
(*CONSERVATIVE, VMAX CAN BE TAKEN H FROM SUPPORT)
TRY 6X, S4S (THICKNESS=5½”), DOUGLAS FIR NO.2 MATERIAL -

A = 5.5(12) = 66 in2/ft
12(5.5)2
S= 6 = 60.5 in3/ft
CHECK BENDING AND SHEAR -

12MMAX 12(5760)
fb = S = 60.5 = 1142 psi < 1500 psi OK
3VMAX 3(2880)
fv = 2A = 2(66) = 65 psi < 140 psi OK
6X, S4S, DOUGLAS FIR NO.2 MATERIAL IS ACCEPTABLE

Appendix H. SCRRA Notice of Exemption

Statutory Exemption

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Design Criteria H-1 March 2024









Appendix I. SCRRA Highway-Rail Grade Crossing

Board Resolutions


Board Resolutions:
I. Resolution 91-3
II. Resolution 98-21
Design Criteria I-1 March 2024



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1.0 FOREWORD ...................................................................................................................1-1

2.0 SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY ...........................................2-1

3.0 DESIGN STANDARDS ...................................................................................................3-1

4.0 CLEARANCES ...............................................................................................................4-1

5.0 TRACK GEOMETRY ......................................................................................................5-1

6.0 TRACKWORK ................................................................................................................6-1

Design Criteria i March 2024

7.0 STATIONS ......................................................................................................................7-1

8.0 HIGHWAY-RAIL GRADE CROSSINGS .........................................................................8-1

9.0 DRAINAGE AND GRADING ...........................................................................................9-1

Design Criteria ii March 2024

9.8 POST CONSTRUCTION STORMWATER QUALITY .........................................9-15

10.0 UTILITIES .....................................................................................................................10-1

11.0 STRUCTURES ..............................................................................................................11-1

12.0 GRADE SEPARATION CRITERIA ...............................................................................12-1

Design Criteria iii March 2024

13.0 LOAD RATING .............................................................................................................13-1

14.0 SEISMIC DESIGN .........................................................................................................14-1

15.0 EXCAVATION SUPPORT CRITERIA ...........................................................................15-1

Design Criteria iv March 2024

15.7 RAILROAD LIVE LOAD SURCHARGE............................................................15-19

16.0 PROTOTYPICAL LAYOVER AND MAINTENANCE FACILITY....................................16-1

17.0 FACILITIES MECHANICAL SYSTEMS ........................................................................17-1

18.0 FACILITIES ELECTRICAL SYSTEMS .........................................................................18-1

Design Criteria v March 2024

19.2 MATERIALS AND STRUCTURES .....................................................................19-2

20.0 COMMUNICATIONS SYSTEMS ...................................................................................20-1

21.0 WAYSIDE SIGNALS.....................................................................................................21-1

Design Criteria vi March 2024

21.11 VITAL WAYSIDE OPTICAL NETWORK SYSTEM REQUIREMENTS .............21-29

22.0 POSITIVE TRAIN CONTROL .......................................................................................22-1

23.0 ENVIRONMENTAL GUIDELINES.................................................................................23-1

24.0 RIGHT-OF-WAY MAPPING AND SURVEYING............................................................24-1

25.0 QUIET ZONE IMPLEMENTATION................................................................................25-1

26.0 LANDSCAPING DESIGN CRITERIA ............................................................................26-1

Design Criteria vii March 2024

27.0 RAIL-WITH-TRAIL ........................................................................................................27-1

28.0 TRANSIT ASSET MANAGEMENT ...............................................................................28-1

29.0 TEMPORARY TRAFFIC CONTROL .............................................................................29-1

30.0 SHARED USE ...............................................................................................................30-1

Design Criteria viii March 2024

31.5 RIGHT-OF-WAY SIGNAGE/RAIL CORRIDOR SIGNAGE .................................31-2

32.0 RAIL OPERATIONS MODELING .................................................................................32-1

33.0 GRADE CROSSING SIGNALS.....................................................................................33-1

Design Criteria ix March 2024

Table 2-1. Real Property Ownership ........................................................................................2-5

Design Criteria x March 2024

Table 22-1. Project Documentation Submittal Requirements .................................................22-5

Design Criteria xi March 2024

Figure 2-1. Metrolink System Map............................................................................................2-2

Design Criteria xii March 2024

Appendix A. Terms, Definitions, and References

Design Criteria xiii March 2024

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Design Criteria xiv March 2024

1.3 TERMS AND DEFINITIONS

1.4 ABBREVIATIONS AND ACRONYMS

Design Criteria 1-1 March 2024