august 29, 2018 - septa2018/08/18 · august 29, 2018 dear sir/madam: enclosed is addendum no. 2 to...

August 29, 2018 Dear Sir/Madam: Enclosed is Addendum No. 2 to SEPTA's Request For Proposal No. 18-00171-AMJP – Request for Proposal for King of Prussia Rail Project. Addendum No. 2 must be acknowledged by signing the attached Acknowledgement Sheet and including that sheet as part of your technical proposal. The due date and time for the submission of proposals of Wednesday, September 12, 2018 by the close of business (4:30 P.M. EST) remains unchanged. Any inquiries regarding this bid must be directed to, Michael Piselli of the Procurement and Contracts Department at (215) 580-8364. Thank you for your interest in the Authority. Sincerely, Michael Piselli Michael Piselli Contract Administrator Procurement, Supply Chain, & DBE MJP Enclosures

Addendum No. 2

Dated: August 29, 2018 Page 1 of 3

RFP No. 18-00171-AMJP

King of Prussia Rail Project

Addendum No. 2

To All Proposers:

The following constitutes Addendum No.2 to SEPTA's RFP No. 18-00171-AMJP – Request for Proposal for King of Prussia Rail Project. Addendum No.2 must be acknowledged by inserting the signed Acknowledgement Sheet provided with this Addendum. Include this sheet with your Technical Proposal. Failure to do so may render your proposal as non-responsive.

1. Addendum Acknowledgement Letter.

2. Questions & Answers (37-43)

3. A revised design criteria is attached.

Addendum No. 2 Dated: August 29, 2018

Page 2 of 3

RFP No. 18-00171-AMJP King of Prussia Rail Project

Addendum No. 2 Questions & Answers

37. Your response to Q3 indicate the manpower utilization schedules are part of the 50 pages. This requirement will likely take up to 12 sheets of space. May we include these sheets in a project appendix? This would reserve the 50 pages for vital technical information. Additionally, can the organization chart page be provided on an 11 by 17 sheet? 37A. This is acceptable. 38. Please clarify your response to Question #7. We assume your reference to being precluded from final design meant the final design for the Design Build? Please acknowledge. 38A. Acknowledged. 39A. Follow up question to Question #11. We would need a list of culverts to be inspected that including the number of culverts, the size, type, age, and location of the culverts so we can estimate effort. Unless you can give us some information on these culverts we will have to make assumption and we will include this within our price proposal as we will have to discover and inspect before we can accurately project these efforts. Is this acceptable to SEPTA? 39A. Make a reasonable assumption. 40. Follow up question to Question #13. To provide the design files in 3D is an extraordinary expense to SEPTA and we want to be certain that this is what SEPTA is requiring. Designing in 3D is a slow and cumbersome process and a full 3D design has not been a SEPTA requirement in the past. We understand the stations and parking garage would be in 3D but question if the entire design is intended to be. We are seeking further clarification. 40A. The full design. 41. Follow up question to Question #18. The published DEIS document calls out one parking facility and we are following up to be certain SEPTA wishes us to provide for effort to prepare design s for two facilities? Can SEPTA please confirm. 41A. Yes, the Henderson Road station will have parking – the DEIS does not specify structured or surface, but for the purposes of the RFP scope structured is included in the event that is the type of parking determined during preliminary design efforts. 42. Follow up question to Question #22. Can SEPTA please review this original question, the answer provided appears to not answer the question asked. 42A. Both components are to be included.

Addendum No. 1

Dated: August 29, 2018 Page 3 of 3

43. I am writing to ask for additional clarification to your answer to questions 3 and 4 provided in RFP Addendum #1. I understand from your answer to question 3 that the 50 page limit applies to Section II.A.1 through Section II.A.4. Section II.A.4 asked for a CPM design schedule as well as our estimated man-hour breakdown by position classifications and each task identified in RFP Section 8. RFP Section 8 directs use to use Attachment 2A which I am assuming are the three man-hour summary tables on RFP pages 43, 44, and 45 just using the actual Tasks from RFP Section 7 rather than the ones shown. Additionally RFP Section 8 further directs us to provide separate summaries each for the Proposer and individual sub-consultants plus one combined set of man-hour tables for the entire team. In order to properly respond to the RFP Section 7 scope of work we have several sub-consultants engaged, 10 actually. If I follow the directs in RFP Section 8 on age 41 I would have 11 sets of individual tables plus one set of combined tables for a total of 36 pages. It seems unreasonable to include 36 pages of man-hour summary tables within the 50 page limit. If you agree I would ask that the combined tables which would only be three pages be included in the 50 pages and allow us to provide all of the individual man-hour summary tables outside of the 50 pages. 43A. This is acceptable.

ADDENDUM NO. 2

ACKNOWLEDGEMENT SHEET

RFP NO. 18-00171-AMJP

Request for Proposal for King of Prussia Rail Project

The attached Addendum No. 2 to the Contract Documents is hereby made part of the same and is incorporated in

full as part of the Project.

Proposer should acknowledge Addendum No. 2 by signing and returning the Acknowledgement Sheet with the Technical Proposal.

NOTICE

I hereby certify that the changes covered by this Addendum No. 2 have been taken into account in the total price of the proposal.

FIRM NAME (typed or printed) ______________________________ AUTHORIZED SIGNATURE _______________________________ TITLE ____________________ NAME (typed or printed) ___________________________________ DATE_____________________ Addendum No. 2 includes: 1. Addendum Acknowledgement Sheet

2. Questions & Answers (37-43) 3. A revised design criteria is attached.

•

King of Prussia Rail Project Design Criteria SEPTA

August 2018

King of Prussia Rail Project Design Criteria

Revision History

Revision Revision date Details Name Position

0 March 1, 2018 Final William V. Norquist, Jr. AECOM Project Manager

1 April 16, 2018 Update to final William V. Norquist, Jr. AECOM Project Manager

2 May 10, 2018 Includes SEPTA April 2018 comments

William V. Norquist, Jr. AECOM Project Manager

3 June 15, 2018 Additional SEPTA Security, Key and PECO standards

William V. Norquist, Jr. AECOM Project Manager

4 August 9, 2018 Structural criteria modifications William V. Norquist, Jr.

AECOM Project Manager

Prepared for:

SEPTA

Prepared by:

AECOM 1700 Market Street Philadelphia, PA 19103 aecom.com


August 2018 TOC-1

Table of Contents 1. Background ........................................................................................................... 1

Introduction/Project Description................................................................................................. 1 1.1

Codes, Standards and Manuals ................................................................................................ 1 1.2

Acronyms and Abbreviations ..................................................................................................... 2 1.3

2. Track and Alignment ............................................................................................. 5 Track Alignment ......................................................................................................................... 5 2.1

2.1.1 General ......................................................................................................................... 5

2.1.2 Horizontal Alignment .................................................................................................... 5

2.1.3 Vertical Alignment ......................................................................................................... 6

2.1.4 Station Platforms .......................................................................................................... 6

Clearances................................................................................................................................. 6 2.2

2.2.1 Track Centers ............................................................................................................... 6

2.2.2 Vehicle Dynamic Envelope ........................................................................................... 6

2.2.3 Wayside Clearances ..................................................................................................... 6

2.2.4 Vertical Clearances ...................................................................................................... 6

3. Civil Work ............................................................................................................... 7 Survey Control ........................................................................................................................... 7 3.1

3.1.1 LiDAR ........................................................................................................................... 7

Utilities ....................................................................................................................................... 7 3.2

3.2.1 Utility Location and Relocation Requirements.............................................................. 7

Drainage .................................................................................................................................... 8 3.3

3.3.1 Scope ............................................................................................................................ 8

3.3.2 Standards, Codes and Guidelines ................................................................................ 8

3.3.3 Karst Topography ......................................................................................................... 9

Right-of-Way ............................................................................................................................ 11 3.4

3.4.1 Types of Right-of-Way ................................................................................................ 11

3.4.2 Potential ROW Crossings ........................................................................................... 11

3.4.3 Right-of-Way Criteria .................................................................................................. 12

Roadways ................................................................................................................................ 12 3.5

3.5.1 General ....................................................................................................................... 12

3.5.2 Standards, Codes and Guidelines .............................................................................. 12

3.5.3 Vehicular Entrances and Exits to Station and Parking Facilities ................................ 14

3.5.4 Guide Rail and Concrete Barrier ................................................................................ 14

3.5.5 Pavement Design ....................................................................................................... 14

3.5.6 Side Slopes ................................................................................................................ 14

3.5.7 Design Criteria of Roadways ...................................................................................... 14

3.5.8 Traffic Signals ............................................................................................................. 14

3.5.9 Traffic Control ............................................................................................................. 14

4. Trackwork ............................................................................................................ 16 General .................................................................................................................................... 16 4.1

Track System ........................................................................................................................... 16 4.2

4.2.1 Track Construction Types ........................................................................................... 16

4.2.2 Track Modulus Transition ........................................................................................... 16

Gage ........................................................................................................................................ 16 4.3

4.3.1 Track Gage ................................................................................................................. 16


August 2018 TOC-2

Track Components .................................................................................................................. 17 4.4

4.4.1 Track Structure ........................................................................................................... 17

4.4.2 Crossties and Switch Ties .......................................................................................... 17

4.4.3 Tee Rail ...................................................................................................................... 17

4.4.4 Inner Bridge Guardrail ................................................................................................ 17

4.4.5 Direct Fixation Rail Fasteners .................................................................................... 17

4.4.6 Appurtenances and Other Track Materials................................................................. 18

4.4.7 Special Trackwork ...................................................................................................... 19

Systems Continuity .................................................................................................................. 20 4.5

4.5.1 Rail Bonding ............................................................................................................... 20

4.5.2 Stray Current .............................................................................................................. 20

4.5.3 Impedance Bonds ....................................................................................................... 20

Noise and Vibration ................................................................................................................. 20 4.6

5. Structural ............................................................................................................. 21 Design Codes, Manuals and Specifications ............................................................................ 21 5.1

Loads and Forces .................................................................................................................... 21 5.2

5.2.1 Dead Load .................................................................................................................. 21

5.2.2 Live Loads .................................................................................................................. 21

5.2.3 Impact ......................................................................................................................... 22

5.2.4 Derailment Loads ....................................................................................................... 22

5.2.5 Thermal Forces (Direct Fixation) ................................................................................ 22

5.2.6 Other Loads and Forces ............................................................................................. 23

Soils and Geologic Data .......................................................................................................... 24 5.3

5.3.1 Geotechnical Subsurface Investigation ...................................................................... 24

5.3.2 Karst Formations ........................................................................................................ 24

Concrete .................................................................................................................................. 24 5.4

5.4.1 Reinforced Concrete ................................................................................................... 24

5.4.2 Pre-stressed Concrete ................................................................................................ 24

5.4.3 Stray Current and Corrosion Control .......................................................................... 24

Structural Steel ........................................................................................................................ 25 5.5

5.5.1 Governing Codes ........................................................................................................ 25

Foundations and Earth Retaining Structures .......................................................................... 25 5.6

5.6.1 Foundations ................................................................................................................ 25

5.6.2 Reinforced Concrete Retaining Walls ........................................................................ 25

5.6.3 Support of Excavation ................................................................................................ 25

5.6.4 Sound Walls ............................................................................................................... 25

Aerial Structures ...................................................................................................................... 25 5.7

5.7.1 Design Specifications ................................................................................................. 25

5.7.2 Application of Loadings .............................................................................................. 26

Support and Underpinning of Existing Structures ................................................................... 26 5.8

6. Architecture - Urban Design Guidelines ........................................................... 27 Functional Requirements ......................................................................................................... 27 6.1

6.1.1 Codes & Standards .................................................................................................... 27

Design Requirements .............................................................................................................. 28 6.2

6.2.1 Urban Design .............................................................................................................. 28

6.2.2 Station Site Planning .................................................................................................. 28

6.2.3 Station Operational Requirements ............................................................................. 32


August 2018 TOC-3

Station Architectural Design .................................................................................................... 33 6.3

6.3.1 Elements of Continuity & Variability ............................................................................ 33

6.3.2 Weather Protection ..................................................................................................... 35

6.3.3 Overhead and Track Clearance ................................................................................. 35

6.3.4 Station Amenities ........................................................................................................ 36

6.3.5 Integration of Infrastructure......................................................................................... 36

6.3.6 Boarding Platforms ..................................................................................................... 37

Passenger Circulation ............................................................................................................. 38 6.4

6.4.1 General Design Requirements ................................................................................... 38

6.4.2 Performance Standards .............................................................................................. 39

6.4.3 Queuing & Runoff Space ............................................................................................ 40

6.4.4 Vertical Circulation Elements ...................................................................................... 40

6.4.5 Escalators – Planning Criteria .................................................................................... 42

6.4.6 Escalators – Equipment Criteria ................................................................................. 44

6.4.7 Elevators – Planning Criteria ...................................................................................... 45

6.4.8 Elevators – Equipment Criteria ................................................................................... 47

Public Stairs ............................................................................................................................. 48 6.5

6.5.1 Planning Criteria ......................................................................................................... 48

6.5.2 Design Requirements ................................................................................................. 49

Grade-Separated Stations ....................................................................................................... 50 6.6

6.6.1 Public Entrances ......................................................................................................... 50

6.6.2 Private Entrances ....................................................................................................... 50

6.6.3 Ancillary Spaces ......................................................................................................... 51

Signage & Messaging Displays ............................................................................................... 51 6.7

Materials .................................................................................................................................. 52 6.8

6.8.1 Overall Material Performance Requirements ............................................................. 52

6.8.2 Testing Standards ...................................................................................................... 52

6.8.3 Durability ..................................................................................................................... 52

6.8.4 Maintenance ............................................................................................................... 53

6.8.5 Surface Reflectance ................................................................................................... 54

6.8.6 Attachments ................................................................................................................ 54

6.8.7 Low Dielectric Materials .............................................................................................. 55

6.8.8 Acoustical Absorption ................................................................................................. 55

6.8.9 Communications Coordination Requirements ............................................................ 55

Public Area Surfaces ............................................................................................................... 55 6.9

6.9.1 Floors .......................................................................................................................... 55

6.9.2 Walls ........................................................................................................................... 56

6.9.3 Ceilings ....................................................................................................................... 56

6.9.4 Glass ........................................................................................................................... 56

6.9.5 Miscellaneous ............................................................................................................. 57

Sustainability............................................................................................................................ 57 6.10 Lighting .................................................................................................................................... 58 6.11

6.11.1 General ....................................................................................................................... 58

6.11.2 Types .......................................................................................................................... 59

Guideway Architectural Elements ............................................................................................ 60 6.12

6.12.1 Handrails and Guardrails ............................................................................................ 61

6.12.2 Infill Panels ................................................................................................................. 61


August 2018 TOC-4

7. Traction Power System ....................................................................................... 62 General .................................................................................................................................... 62 7.1

Requirements .......................................................................................................................... 62 7.2

System Voltages ...................................................................................................................... 63 7.3

Basis for Substation Location, Spacing and Rating ................................................................ 63 7.4

7.4.1 Normal Operation ....................................................................................................... 64

7.4.2 Contingency Operation ............................................................................................... 64

Traction Power Substations ..................................................................................................... 64 7.5

7.5.1 General ....................................................................................................................... 64

7.5.2 Substation Traction Power Equipment ....................................................................... 64

7.5.3 Metering ...................................................................................................................... 67

7.5.4 Protection.................................................................................................................... 67

7.5.5 Substation Enclosure .................................................................................................. 69

7.5.6 Substation Foundation ................................................................................................ 69

7.5.7 Substation Grounding ................................................................................................. 69

7.5.8 Drainage Cables and Stray Current Measurement .................................................... 70

7.5.9 Ventilation ................................................................................................................... 70

7.5.10 Miscellaneous ............................................................................................................. 70

DC Feeder System .................................................................................................................. 71 7.6

7.6.1 General ....................................................................................................................... 71

7.6.2 Cables ......................................................................................................................... 71

7.6.3 Raceways ................................................................................................................... 71

Contact Rail System ................................................................................................................ 72 7.7

7.7.1 General ....................................................................................................................... 72

7.7.2 Sectionalization .......................................................................................................... 73

7.7.3 Disconnect Switches .................................................................................................. 73

7.7.4 Configuration .............................................................................................................. 73

7.7.5 Components ............................................................................................................... 73

Negative Return System .......................................................................................................... 75 7.8

Corrosion Control .................................................................................................................... 75 7.9

Calculations ............................................................................................................................. 75 7.10

8. Signal System ...................................................................................................... 76 General .................................................................................................................................... 76 8.1

8.1.1 Design and Coordination ............................................................................................ 76

Functional Design Requirements ............................................................................................ 76 8.2

Operational Design Requirements .......................................................................................... 76 8.3

Environmental Design ............................................................................................................. 77 8.4

8.4.1 Housings and Wayside Equipment ............................................................................ 77

Electromagnetic Interference (EMI) ......................................................................................... 77 8.5

Signal System Logic and Circuitry ........................................................................................... 77 8.6

Train-to-Wayside Communications (TWC) .............................................................................. 77 8.7

Switch and Lock Movements ................................................................................................... 77 8.8

Signal System .......................................................................................................................... 77 8.9

8.9.1 Wayside Signals and Aspects .................................................................................... 77

8.9.2 Track Circuits .............................................................................................................. 77

8.9.3 Power .......................................................................................................................... 78

8.9.4 Houses........................................................................................................................ 78


August 2018 TOC-5

8.9.5 Installation................................................................................................................... 78

9. Communications ................................................................................................. 79 General .................................................................................................................................... 79 9.1

Communications Subsystems ................................................................................................. 79 9.2

9.2.1 Radio .......................................................................................................................... 79

9.2.2 Telephone ................................................................................................................... 79

9.2.3 Public Address ............................................................................................................ 80

9.2.4 Variable Message Boards .......................................................................................... 81

9.2.5 Closed Circuit Television ............................................................................................ 81

9.2.6 Carrier Transmission Subsystem ............................................................................... 82

Supervisory Control and Data Acquisition (SCADA) ............................................................... 82 9.3

Centralized Traffic Control (CTC) ............................................................................................ 82 9.4

Access Control......................................................................................................................... 82 9.5

9.5.1 Functional Requirements ............................................................................................ 82

Fire Detection and Suppression Monitoring ............................................................................ 83 9.6

9.6.1 Description .................................................................................................................. 83

9.6.2 Fire Detection ............................................................................................................. 83

9.6.3 Suppression Monitoring .............................................................................................. 84

9.6.4 Power .......................................................................................................................... 84

10. Facilities Electrical .............................................................................................. 85 Introduction .............................................................................................................................. 85 10.1

10.1.1 General ....................................................................................................................... 85

10.1.2 Codes, Regulations and Standards ............................................................................ 85

10.1.3 Local Codes and Regulations .................................................................................... 85

10.1.4 National Codes and Standards .................................................................................. 85

10.1.5 Selection of Materials and Equipment ........................................................................ 86

Distribution System .................................................................................................................. 86 10.2

10.2.1 General ....................................................................................................................... 86

10.2.2 Classification of Electrical Loads ................................................................................ 87

10.2.3 Voltage Levels and Control ........................................................................................ 87

10.2.4 Electrical Equipment and Devices .............................................................................. 88

10.2.5 Supply from Traction Power Substations ................................................................... 88

Electrical Service ..................................................................................................................... 89 10.3

10.3.1 General ....................................................................................................................... 89

Grounding ................................................................................................................................ 89 10.4

10.4.1 Passenger Station Grounding System ....................................................................... 89

10.4.2 Grounding Requirements ........................................................................................... 89

Lighting .................................................................................................................................... 90 10.5

10.5.1 General ....................................................................................................................... 90

10.5.2 Calculations ................................................................................................................ 90

10.5.3 Illuminance Values ..................................................................................................... 91

Emergency Power ................................................................................................................... 92 10.6

10.6.1 Stations without conditioned space ............................................................................ 92

10.6.2 Stations with conditioned space ................................................................................. 92

10.6.3 UPS ............................................................................................................................ 92

10.6.4 Emergency Generator ................................................................................................ 92

11. Stray Current and Corrosion Control ................................................................ 93


August 2018 TOC-6

General .................................................................................................................................... 93 11.1

Pre-Design Surveying and Testing .......................................................................................... 93 11.2

11.2.1 Components of the survey.......................................................................................... 93

11.2.2 Survey Report ............................................................................................................. 93

Stray Current Control ............................................................................................................... 93 11.3

Trackwork ................................................................................................................................ 94 11.4

11.4.1 Ballasted Track Construction...................................................................................... 94

11.4.2 Direct Fixation Track Construction ............................................................................. 94

11.4.3 Special Trackwork ...................................................................................................... 94

Reinforced Concrete Structures .............................................................................................. 94 11.5

11.5.1 Bridge Structures ........................................................................................................ 94

11.5.2 Retaining Walls ........................................................................................................... 95

Corrosion Control for Buried Structures .................................................................................. 95 11.6

11.6.1 General ....................................................................................................................... 95

11.6.2 Pressure Piping .......................................................................................................... 95

11.6.3 Cast Iron, Ductile Iron and Steel Pressure Pipe ......................................................... 95

11.6.4 Copper Pipe (Pressure) .............................................................................................. 96

11.6.5 Reinforced/Prestressed Concrete Pipe (Pressure) .................................................... 96

11.6.6 Gravity Flow Piping (Non-Pressurized) ...................................................................... 97

11.6.7 Corrugated Steel Pipe (Non-Pressure) ...................................................................... 97

11.6.8 Cast Iron and Ductile Iron Pipes (Non-Pressure) ....................................................... 97

11.6.9 Reinforced Concrete Pipe (Non-Pressure) ................................................................. 97

11.6.10 Electrical Conduits ...................................................................................................... 97

11.6.11 Piles ............................................................................................................................ 97

Corrosion Control Components and Subsystems ................................................................... 98 11.7

Electrical Continuity for Piping ................................................................................................. 98 11.8

11.8.1 Electrical, Insulating Joints for Piping ......................................................................... 98

11.8.2 Sacrificial Anodes ....................................................................................................... 98

11.8.3 Pipeline Coatings ........................................................................................................ 99

12. Reviews and Permits ........................................................................................ 100 Agency Coordination Committee / Cooperating Agencies .................................................... 100 12.1

12.1.1 Federal...................................................................................................................... 100

12.1.2 Commonwealth of Pennsylvania .............................................................................. 100

Participating Agencies ........................................................................................................... 100 12.2

12.2.1 Federal...................................................................................................................... 100

12.2.2 State ......................................................................................................................... 101

12.2.3 Regional.................................................................................................................... 101

12.2.4 Montgomery County ................................................................................................. 101

12.2.5 Delaware County ...................................................................................................... 101

12.2.6 Chester County ......................................................................................................... 101

12.2.7 Upper Merion Township ........................................................................................... 101

12.2.8 Municipality of Norristown ......................................................................................... 101

Permits ................................................................................................................................... 101 12.3

Appendix A – Clearances


August 2018 1

Background 1. Introduction/Project Description 1.1

This manual establishes basic criteria to be used in the design of the King of Prussia Rail Project extension of SEPTA’s Norristown High Speed Line (NHSL). The design is to be developed in a manner that will minimum feasible costs for design, construction, capital facilities and operation; minimum energy consumption and minimum disruption of local businesses and communities.

It should be consistent with system reliability, passenger comfort, mode of operation, the SEPTA N5 vehicle to be used and maintenance. Safety for passengers, workers and the public is of primary importance.

Codes, Standards and Manuals 1.2This Design Criteria augments the SEPTA standards, which shall take precedence over all design unless specifically modified herein. Those two documents will take precedence over all other standards referred to herein except those fixed by legislation.

The Design Criteria in this manual relates to the following elements of the LRT systems:

• Track and Alignment

• Civil Work

• Trackwork

• Structural

• Station Facilities

• Traction Power System

• Signal System

• Communications

• Facilities Electrical

• Stray Current and Corrosion Control

• Permits and Reviews

In addition to this Design Criteria Manual, the design engineer must comply with all other applicable engineering codes and standards, including those of the various Federal, State, and local jurisdictions. If codes and/or manuals are specified herein, then the most recent edition(s) shall be used. Responsibility for design remains with the design engineer in accordance with the terms and conditions of their contract with SEPTA.

Where design codes conflict with each other, the design engineer shall notify SEPTA in writing and recommend a solution. The design engineer shall also investigate those codes and manuals that have precedence.

The non-SEPTA specific codes and standards include, but are not limited to, the following:

• Americans with Disabilities Act (ADA)

• Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)

• Americans with Disabilities Act Accessibility Guidelines for Transportation Vehicles

• FHWA - Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD)

• Uniform Building Code (UBC)


August 2018 2

• Uniform Fire Code

• American Association of State Highway and Transportation Officials (AASHTO) - Standard Specifications for Highway Bridges

• AASHTO - Standard Specifications for Structural Supports for Highway Signs, Luminaries, and Traffic Signals

• American Railway Engineering and Maintenance Association (AREMA) - Manual for Railway Engineering

• American Railway Engineering and Maintenance Association (AREMA) - Portfolio of Trackwork Plans

• American Railway Engineering and Maintenance Association (AREMA) - Communications and Signals Manual

• American Institute of Steel Construction (AISC)

• American Welding Society (AWS)

• American Concrete Institute (ACI)

• American National Standards Institute (ANSI)

• ASTM International

• National Bureau of Standards

• National Electric Code (NEC)

• National Electric Safety Code (NESC)

• National Fire Protection Association (NFPA), including NFPA 130 and 101

• Local jurisdictional codes, requirements and ordinances, as applicable

Additional codes and/or permits are discussed in Section 12, Permits and Reviews.

Acronyms and Abbreviations 1.3The following acronyms and abbreviations appear in this document. They are defined as indicated:

AAR Association of American Railroads

AASHTO American Association of State Highways and Transportation Officials

ABS Automatic Block Signals

AC Alternating Current

ACI American Concrete Institute

ADA Americans with Disabilities Act

ADAAG Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities

AISC American Institute of Steel Construction

AISI American Iron and Steel Institute

ANSI American National Standard Institute

AREMA American Railway Engineering and Maintenance Association

ASA Acoustical Society of America

ASCE American Society of Civil Engineers

ASME American Society of Mechanical Engineers

ASTM ASTM International (previously “American Society for Testing and Materials”)

ATP Automatic Train Protection

AWO Maximum empty vehicle operating weight: 97,000 Ib


August 2018 3

AW1 Full seated load of 77 persons (passengers plus operator), plus AWO: 108,858 lb

AW2 Standees at 4 persons per m2 suitable standing space per passenger, 90 persons minimum, plus AW1: 122,718 Ib

AW3 Standees at 6 persons per m2 of suitable standing space per passenger, minimum 136 persons, plus AW1: 129,802 Ib

AW4 Standees at 8 person per m2 suitable standing space per passenger, minimum 180 persons, plus AW1: 136,578 Ib

AWG American Wire Gauge

AWS American Welding Society

AWWA American Water Works Association

CCTV Closed Circuit Television

CFR Code of Federal Regulations

DC Direct Current

DF Direct Fixation

EMC Electromagnetic Compatibility

EMI Electromagnetic Interference

EMF Electromagnetic Field

FHWA Federal Highway Administration

FRA Federal Railroad Administration

FTA Federal Transit Administration

HVAC Heating, Ventilating and Air Conditioning

IBC International Building Code

IEEE Institute of Electrical and Electronic Engineers

ISO International Organization for Standards

LOS Level of Service

LRT Light Rail Transit (NHSL)

LRV Light Rail Vehicle (N5 vehicle)

LVPS Low Voltage Power Supply

MDBF Mean Distance Between Failure

MOW Maintenance-of-Way

NACE National Association of Corrosion Engineers

NBS National Bureau of Standards

NEC National Electrical Code

NEMA National Electrical Manufacturers Association

NEPA National Environmental Policy Act

NESC National Electrical Safety Code

NFPA National Fire Protection Association

NHSL Norristown High Speed Line

OSHA Occupational Safety and Health Administration

PennDOT Pennsylvania Department of Transportation

PUC Public Utilities Commission

ROW Right-of-Way

SAE Society of Automotive Engineers

SCADA Supervisory Control and Data Acquisition

SDCG SEPTA Structural Design Criteria and Guidelines

SMW-100 SEPTA Manual for the Inspection, Maintenance and Construction of Track

SUE Subsurface Utility Engineering


August 2018 4

TPSS Traction Power Substation

UBC Uniform Building Code

UFC Uniform Fire Code

UL Underwriters Laboratories, Inc.

UPS Uninterruptible Power Supply

USACE Army Corps of Engineers


August 2018 5

Track and Alignment 2. Track Alignment 2.1

General 2.1.1

Unless otherwise identified herein, all track and alignment design shall 2.1.1.1be developed by, and be in compliance with, SEPTA City and Suburban Divisions SMW-100 Manual for the Inspection, Maintenance and Construction of Track (“SMW-100”).

The use of a deviation from SEPTA Standards must be approved a)by SEPTA Manager of Track Engineering.

In the absence of a SEPTA standard, design shall be consistent with 2.1.1.2the recommendation and best practices of the AREMA Manual for Railway Engineering and TCRP 155 “Track Design Handbook for Light Rail Transit”, in that order of precedence.

Design Speed 2.1.1.3

The alignment design shall assume a maximum speed of 70 MPH. a)

Actual design speed shall be compliant with: b)

1) SMW-100: §57.0 Curve, elevation and speed

2) SMW-100: §59.0 Spirals and elevation runoff

Signal Speed 2.1.1.4

The alignment shall be designed to allow the vehicles to enter the a)platform at 15 MPH cab speed. This includes the terminal station, if the tail track beyond the platform is unoccupied.

Horizontal Alignment 2.1.2

All track shall be compliant with all aspects of the SMW-100, including §57.0 Curve, elevation and speed and §59.0 Spirals and elevation runoff.

Tangent Track 2.1.2.1

The minimum length of tangent between curved sections (except a)those with compound curves) shall be as follows:

1) Desirable: 3 times the design speed in MPH

2) Minimum: 1.5 times the design speed in MPH

3) Absolute Minimum: 40 feet

4) All tangent lengths below the minimum require approval by the SEPTA Manager of Track Engineering.

For curves in the same direction that cannot be replaced by a b)single curve, a series of compound curves shall be provided. The use of broken-back curves shall be avoided.

Curved Track 2.1.2.2


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Circular curves are required to connect tangent track alignments. a)Circular curves shall be defined by the chord definition of curvature, and specified by their radius rather than the degree of curvature.

Spirals shall be Talbot (clothoid) curves as defined by the AREMA b)Manual for Railway Engineering.

Where two or more tracks follow the same general alignment, the c)tracks should be placed on concentric curves.

Vertical Alignment 2.1.3

Vertical Grades 2.1.3.1

Grades shall conform to SMW-100, §63.0 except as follows: a)

1) Maximum gradient can be increased to 4% if required to provide clearances over the Pennsylvania Turnpike and/or US Route 202.

Vertical Curves 2.1.3.2

Vertical curvature shall conform to SMW-100, §63.3. a)

Station Platforms 2.1.4

The horizontal and vertical alignment shall be tangent along all station 2.1.4.1platforms and continue a minimum of 50 feet from the end of platform.

Provision of less than 50 feet beyond each end of the platform a)requires approval by the SEPTA Manager of Track Engineering.

Clearances 2.2 Track Centers 2.2.1

Track centers shall comply with SMW-100 §62.0 Clearances and track centers.

Vehicle Dynamic Envelope 2.2.2

The design shall provide, as a minimum, the dynamic clearance for the N5 vehicle, and provide additional clearances as identified in SEPTA’s Civil Engineering Design Criteria and Guidelines, and the SMW-100.

Wayside Clearances 2.2.3

SEPTA 2.2.3.1

NHSL ROW clearances shall conform to SEPTA Standard Drawings. See Appendix A.1.

PECO right-of-way 2.2.3.2

The KoP alignment has been developed in conjunction with PECO and their plans for the removal of their present 230 kV 220-24 ROW Section and the installation of their replacements with Future 230 kV 220-09 ROW Section. See Appendix A.2.

Vertical Clearances 2.2.4

Roadway Clearances 2.2.4.1

All clearances to undergrade roadways must conform to PennDOT, PA Turnpike and/or local clearances requirements, as applicable.


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Civil Work 3. Survey Control 3.1

All survey work shall comply with the latest version of SEPTA’s Track and Civil Engineering Department Specification F-T-295, Standard Specification for Survey Control Networks.

LiDAR 3.1.1

The Consultant shall perform a LiDAR-based topographical survey to 3.1.1.1verify and/or determine the nature, dimensions, elevations, grades and locations of all existing natural and man-made physical features and facilities within the limits of the proposed work, or adjacent thereto, that may be affected by the proposed work.

The limits of the LiDAR 3D cloud shall include: 3.1.1.2

• the entire proposed limits of disturbance and proposed easements, including air-rights easements, for the project,

• The right of way for all public and private roadways and utility crossings.

The LiDAR survey is to be tied into existing USGS benchmarks using 3.1.1.3traditional ground survey. The survey shall be performed in adequate detail for the preparation of design documents and to establish a horizontal baseline and vertical benchmark controls and offset ties necessary for the construction of the project.

Survey Report 3.1.1.4

Provide a survey report detailing the collection of all LiDAR and ground survey data, including the following: • Control points used to calibrate and process the LiDAR and

derivative data. • Check points used to validate the LiDAR data or any derivative

product.

The LiDAR data shall be packaged to allow SEPTA to transfer the 3.1.1.5information to subsequent users. Survey data collected by LiDAR electronic devices shall be transferred onto electronic media, and includes the software and licensing necessary to enable SEPTA to be able to view the LiDAR survey and manipulate the data to develop plans and cross sections from the LiDAR and ground-based survey.

Utilities 3.2 Utility Location and Relocation Requirements 3.2.1

Utilities Investigation 3.2.1.1

The designer shall investigate the existing utilities that may need to be relocated, replaced or protected during construction and address necessary remedies as part of the design document.


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Investigation of utilities shall include utilization of the Pennsylvania a)One Call System mark-outs.

Aerial utilities shall be identified visually and identified via reflector b)total station.

Subsurface utilities shall be identified using ASCE SUE Quality c)Level Quality Level D: Review of existing subsurface utility information, and Quality Level C: Investigation of surface features.

Standards 3.2.1.2

Once a utility has been identified using SUE procedures, the designer shall contact the utility owner and ascertain the criteria to be utilized to design the remedies.

Drainage 3.3 Scope 3.3.1

The purpose of this chapter is to establish design criteria for drainage facilities located in SEPTA’s ROW and for facilities directly upstream and downstream that are affected by the project’s construction. The design of drainage facilities belonging to another agency that require relocation or modification because of the project’s construction shall conform to the design criteria and standards of that agency. Any facilities that cross SEPTA’s facilities or track beds will be required to also conform to SEPTA’s design criteria and standards. In general, required relocation of existing drainage facilities shall be “replacement in kind” or “equal construction”, unless conditions of flow, loading, or operations are altered by the project construction. If conditions are altered, designs shall conform to the design criteria and the standards of the agency involved.

The drainage criteria in this document serve two purposes: to protect the rail system line(s) and facilities from stormwater runoff damage; and to protect SEPTA from liability for damage to property from stormwater runoff either passing through or caused by the construction of the project.

The design of drainage facilities not belonging to SEPTA that are relocated or modified because of the project’s construction or that exist crossing SEPTA’s tracks shall conform to the design criteria and standards prescribed in this document, subject to the approval of SEPTA. The design of any drainage facility shall take into account and be subject to all requirements to reduce erosion and control sedimentation caused by the facility or construction activities.

Standards, Codes and Guidelines 3.3.2

Storm Drain Design 3.3.2.1

The latest edition of the following standards, codes and guidelines shall be used in the design of this project’s drainage facilities: • SEPTA, “Civil Engineering Design Criteria and Guidelines” • Pennsylvania Department of Transportation, “Design Manual 2”,

Chapter 10, “Drainage Design and Related Procedures” • Pennsylvania Department of Transportation, “Publication 584 –

PennDOT Drainage Manual” • Pennsylvania Department of Transportation, “Standards for

Roadway Construction” • Pennsylvania Department of Transportation, “Standards for Bridge

Design”, BD-636M, “Standard, Reinforced Concrete Pipes” • American Railway Engineering and Maintenance Association

(AREMA) - Manual for Railway Engineering


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• Montgomery County Conservation District and associated referenced documents

Stormwater Management and Erosion Control Requirements 3.3.2.2

The latest edition of the following standards, codes and guidelines shall be used in order to obtain the NPDES permit and township stormwater consistency for construction of the project: • SEPTA, “Civil Engineering Design Criteria and Guidelines” • Pennsylvania Stormwater Best Management Practices Manual • Pennsylvania Department of Environmental Protection, “Erosion

and Sediment Pollution Control Program Manual” • Codes and Ordinances of Upper Merion Township, Chapter 140B:

“Stormwater, Grading and Erosion Control: Multifamily, Commercial, Industrial, Institutional”

Stream Impact Requirements 3.3.2.3

The latest edition of the following standards, codes and guidelines shall be used in order to demonstrate no detrimental impact to the streams impacted by the construction of the project: • Pennsylvania Department of Transportation, “Design Manual 2”,

Chapter 10, “Drainage Design and Related Procedures”

Should any modifications or addition of drainage waterways, culverts or structures be required, they shall be based on sound hydraulic principles to achieve an optimum combination of efficiency and economy. The latest edition or version of the following standards, codes, guidelines and/or equivalent approved software packages are to be used for the hydraulic design: • US Department of Transportation, Federal Highway Administration,

“Hydraulic Design of Highway Culverts”, Hydraulic Design Series No. 5

• US Department of Transportation, Federal Highway Administration, “Design of Roadside Channels with Flexible Linings”, Hydraulic Engineering Circular No. 15

Karst Topography 3.3.3

Regional Geology 3.3.3.1

The project site is located within a subdivision of the Piedmont Physiographic Province, which is referred to as the Chester Valley. This long, straight valley consisting of gently rolling lowlands trends in a west-southwesterly direction across Montgomery, Chester, and Lancaster Counties of Pennsylvania for about 50 miles, rarely exceeding about 2 miles in width. This area, including the project site, is underlain by solution-prone carbonate bedrock consisting of limestone and dolomite. The Chester Valley is bordered by ridges on the north and south, which are comprised of rock that is more resistant to weathering than the limestone and dolomite.

With the passage of geologic time, the solubility of carbonate rocks results in the enlargement of small natural joints and fractures into open channelways. Intersecting fractures can become enlarged into chambers and caverns, and the soil-bedrock interface can become pinnacled. The soil cover is subject to movement into the bedrock voids, aided by downward percolating water, resulting in soil voids which migrate toward the surface. When the "roof" of a soil void nears


August 2018 10

the ground surface, a collapse of the roof can occur, resulting in a sinkhole.

The bedrock underlying the site from north to south is locally mapped as the Elbrook Formation (limestone and dolomite).

The Elbrook Formation is described as interbedded limestone and dolomite. The Elbrook Formation is well known in the area to be prone to solution features and sinkhole activity. This was confirmed by a map from the report "Sinkholes and Karst-Related Features of Chester County, Pennsylvania" published by the Bureau of Topographic and Geologic Survey.

Sinkhole Prevention 3.3.3.2

Various recommended design and construction measures are provided below in order to reduce the risk of sinkholes occurring during and after construction. It should be noted, however, that such risk cannot be completely eliminated, and that it is possible that some sinkholes will develop during the useful life of the project. The common theme of the various measures presented below is that water should be prevented from percolating into the subsoils, particularly at concentrated locations near the structure.

Design Measures 3.3.3.3

Water bearing utilities should not run adjacent to foundations or a)structures.

Roof drains should be tied directly into the storm drain system and b)should not spill onto the ground.

Storm drains should be made as water-tight as practical, such as c)by using reinforced-concrete pipes with O-ring joint gaskets.

Dense-graded, impervious pavement should be used within 150 d)feet of buildings. Junctures with curbs and catch basins should be sealed with hot liquid asphalt.

The depth of cut should be minimized in order to avoid removal of e)natural impervious capping material.

Landscaped areas should be graded to promote rapid f)runoff. Landscaped areas immediately adjacent to buildings should be minimized and capped with a minimum of 2 feet of clayey residual soils.

Unpaved swales should be lined with a geomembrane. g)

All retention/detention ponds should be lined with a h)geomembrane.

No infiltration of water into the subsurface should be planned with i)150 feet of structures.

Design for Construction Measures 3.3.3.4

The following measures should be included in the development of the construction specifications.


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During site grading, avoid leaving depressions, which can fill with a)rainwater. After a storm, pump out any such puddles that occur. Grade to promote drainage.

Do not excavate foundations that cannot be cast the same day, b)unless it is certain that precipitation will not occur overnight.

Backfill foundations as soon as possible to avoid having water c)ponding around the foundations. Quickly pump out any ponding that occurs.

Construct storm drains carefully to avoid any open joints. Carefully d)seal pipe-lifting holes with cement. Reject cracked or broken pipe sections. Seal joints at catch basins and manholes carefully.

Any sinkholes which occur or which are uncovered by excavation e)should immediately be brought to the attention of the Geotechnical Engineer for evaluation and recommended repair.

Right-of-Way 3.4 Types of Right-of-Way 3.4.1

The alignment passes along at or above rights of way that are owned by Commonwealth, Municipal and/or private entities. The designer shall investigate the owners of all properties for the purpose of identifying the requirements for temporary easements, construction easements or acquisition.

The designer shall investigate the legal documents to be submitted by 3.4.1.1SEPTA for consideration of easements. The designer shall obtain executable versions of those documents and transmit them to the SEPTA Project Manager as soon as the apparent need for an easement(s) is identified by the designer.

When the designer identifies that acquisition of real property is 3.4.1.2necessary for the construction and/or maintenance and/or operation of the SEPTA King of Prussia Rail line, the designer shall provide documentation for use by the SEPTA Real Estate Department. These services may include:

• Tax Parcel Number for proposed acquisition parcels • identification of the legal description of the property

Potential ROW Crossings 3.4.2

In addition to the known roadway and PECO crossings, there are a number of locations where the KoP alignment will cross other rights-of-way.

The designer is advised that the work of the King of Prussia Rail 3.4.2.1project will likely require the acquisition of parcels owned by the Norfolk Southern Railroad and/or its predecessors or successors.

The property, commonly referenced to as the North Abrams Industrial Track, is a non-active former freight railroad right of way in the vicinity of American Avenue and 1st Avenue in Upper Merion Township.

The KoP ROW may cross over the proposed extension of the Chester 3.4.2.2Valley Trail being proposed by Chester County Department of Facilities and Parks.

The rail line roughly follows U.S. Routes 30 and 202 through central Chester County from East Caln Township east to Montgomery County, providing a major part of a regional trail system from central Chester County to the Schuylkill River Trail and Delaware River, and the Phase


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II segment of the trail is planned from Route 29 east to Warner Road in King of Prussia.

Right-of-Way Criteria 3.4.3

ROW Security 3.4.3.1

The entire length of the alignment from its diversion from the NHSL to the terminal tracks shall be secured from trespassers. Those enclosures shall conform to the standards of SEPTA’s Track and Civil Engineering Department.

Roadways 3.5 General 3.5.1

The purpose of this section is to establish design criteria for work on and within PennDOT highways, the Pennsylvania Turnpike, and other local Upper Merion Township roads influenced by the proposed rail facility. While this will be a third rail facility and there will be no at grade rail crossings with any roads, viaduct piers will be placed in and along First Avenue, over Moore Road, Park Avenue, American Avenue, Mall Boulevard, Wills Boulevard, over the PA Turnpike and longitudinally within and along PA Turnpike right-of-way, over Allendale Road, over Route 202 (DeKalb Pike), within PECO transmission line right-of-way, and over Henderson Road and Saulin Boulevard. Widening of certain roadways will be required to provide width for the piers and for construction of piers and footings. The new widths must meet the lane width criteria establish by the project for the specified number of lanes and turning movements.

Each agency has specific standards for vertical and lateral clearances, sight distances, and other design and safety requirements and is governed by their design standards and manuals. There will need to be PennDOT Highway Occupancy Permits to construct and maintain the facilities and meet all design and safety requirements within PennDOT right-of-way. Maintenance and protection of traffic during construction will also be reviewed as part of the HOP process. Access to and from proposed rail stations and parking facilities built as part of this project must be analyzed and meet all Agency and Township requirements.

Standards, Codes and Guidelines 3.5.2

The latest edition of the following standards, codes, and guidelines shall be used for the design in, along, and over state highways, Turnpikes, access roads, and public streets.

SEPTA, “Civil Engineering Design Criteria and Guidelines” 3.5.2.1

PennDOT current design manuals, as listed below: 3.5.2.2

• DM-1, Publication 10, 2010 • DM-2, Publication 13M, 2015 • DM-3, Publication 14M, 2015 • DM-4, Publication 15M, 2015 • DM-5, Publication 16M, 2014

PennDOT Standard Drawings, as listed below: 3.5.2.3

• RC’s, Publication 72M, 2010 • TC’s, Publication 111, 2013 • BC’s, Publication 219M, 2016 • BD’s, Publication 218M, 2017


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PennDOT Publication 408/2016-3, “Construction Specifications” 3.5.2.4

PennDOT Publication 282, “Highway Occupancy Permit Operations 3.5.2.5Manual”

American Association of State Highway and Transportation Officials, “A 3.5.2.6Policy on Geometric Design of Highways and Streets”, latest edition.

American Association of State Highway and Transportation Officials, 3.5.2.7“Guide for Park-and-Ride Facilities”, latest edition.

American Association of State Highway and Transportation Officials, 3.5.2.8“Roadside Design Guide”, 2011.

American Association of State Highway and Transportation Officials, 3.5.2.9“Roadway Lighting Design Guide”, 2005

Federal Highway Administration, “Manual on Uniform Traffic Control 3.5.2.10Devices”, latest edition, referred to as the “MUTCD”.

Transportation Research Board, “Highway Capacity Manual”, 2010, 3.5.2.11referred to as the “HCM”.

United States Access Board, “Public ROW Accessibility Guidelines”, 3.5.2.122011

United States Access Board, “ADA Accessibility Guidelines”, 2002 3.5.2.13

Pennsylvania Turnpike Commission Standards and Guidelines: 3.5.2.14

• “Design Consistency Guidelines May 2017, PTS-100 Series Book” • “Roadway Construction Standards October 2011, PTS-100 Series” • “Bridge Construction Standards, October 2007, PTS-700” • “Maintenance and Protections of Traffic Standards, January 2017,

PTS-900 Construction Series” • “PTS-408 2016 Commission Specifications” • “Standard Special Provisions 2016

Upper Merion Township 3.5.2.15

• Official Upper Merion Township Street Map • Upper Merion Second Class Township Map Type 5 • Upper Merion Township Highway Classification Map • Upper Merion Township Sinkhole Location Map • Application for a Highway Occupancy Permit

PECO Energy 3.5.2.16

• S-7070 “Conditions for Working in the Vicinity of Electric Transmission Lines of PECO and Its Subsidiaries”

• S-7071 ‘Right of Way Fences, Gates and Wire Barricades: Transmission Lines” drawings

• S-7072 “Secondary Uses for Right-Of-Way Along Electric Transmission Lines of PECO and Its Subsidiaries”

• S-7073 Information Required to Evaluate Proposed Transmission Line Right-Of-Ways Secondary Uses of PECO and Its Subsidiaries”

• S-7074 “General Conditions Regulating Approved Secondary Uses for Transmission Line Rights-Of-Way of PECO and Its Subsidiaries”

• Plans of transmission corridor • Design standards for construction of transmission lines • Plans of distribution lines • Design standards for construction of distribution lines • The PECO Electric Service Requirements Manual (Blue Book)


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Vehicular Entrances and Exits to Station and Parking Facilities 3.5.3

Access to and from the stations and parking facilities shall provide sufficient traffic storage capacity to meet expected transit patronage at peak times and to prevent backups into and from public streets.

Conflicts between entrance roadways and large pedestrian movements 3.5.3.1shall be avoided.

Turning movements of buses and emergency vehicles shall be 3.5.3.2accommodated according to AASHTO criteria.

PennDOT sight distance forms, per PennDOT Publication 282, will be 3.5.3.3required at all entrances and exits and at proposed structures and piers.

Guide Rail and Concrete Barrier 3.5.4

Guide rail, concrete barrier, and impact attenuators shall protect piers and abutments where required in accordance with PennDOT and PA Turnpike criteria and standards. Pedestrian crossings shall be coordinated with these features.

Pavement Design 3.5.5

Pavement structures for temporary roadways and pavement replacement and overlay shall be designed in accordance with PennDOT or PA Turnpike criteria.

Side Slopes 3.5.6

Side slopes of any embankments shall be as flat as conditions permit, with slopes of 4H:1V or flatter preferred for maintenance and safety purposes. Slopes steeper than 2H:1V shall not be used unless approved. Refer to AASHTO Roadside Design Guide and PennDOT Design Manual 2 (DM-2) for further guidance.

Design Criteria of Roadways 3.5.7

Design Criteria of all affected state roadways will be summarized on standard PennDOT “Matrix of Design Values”. Vertical and Lateral Clearances will be added and used to determine required clearances to piers.

Traffic Signals 3.5.8

All required changes to traffic signals during construction shall be restored to their permanent condition with proper visibility and sight distances maintained.

Traffic Control 3.5.9

The construction specifications shall include the provision that traffic on 3.5.9.1the state highways, township roads, and PA Turnpike shall be maintained at all times.

The construction specifications shall include the provision that all 3.5.9.2temporary roadways will be removed and lanes reestablished when no longer necessary.

Any design that requires short term lane closures for setting bridge 3.5.9.3beams shall be coordinated with PennDOT, Upper Merion Township and PA Turnpike during the preliminary and final design development, and those provisions will be included in the construction specifications.

A typical MPT plan shall be provided with the preliminary and final 3.5.9.4design documents, and the construction specifications shall include the


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requirement that a detailed MPT plan shall be submitted to SEPTA for review and approval.


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Trackwork 4. General 4.1

Unless otherwise identified herein, all track and alignment design shall be developed by, and be in compliance with, SEPTA City and Suburban Divisions SMW-100 Manual for the Inspection, Maintenance and Construction of Track (SMW-100).

Track System 4.2 Track Construction Types 4.2.1

Ballasted Track 4.2.1.1

Ballasted track shall be used for all areas where the alignment is a)placed at-grade.

Ballasted track should also be considered for use with aerial track b)in conjunction with consideration of direct fixation track. The use of ballasted track on aerial structures has the potential for creating a considerable amount of dead load on structures, so the use of ballasted track on structures must be coordinated with the structural design engineer.

Direct Fixation Track 4.2.1.2

Direct fixation track may be considered for use on structures and a)aerial track alignments. See Structural design criteria.

Any design of DF track must be coordinated with the structural b)design engineer so that rail/structure interaction force(s) is addressed in the design of the plinths, bridge deck, columns and bearings.

Track Modulus Transition 4.2.2

Where ballasted track adjoins direct fixation track, provide a transition 4.2.2.1between the two to transition the track modulus differential between them.

The transition shall be designed to “soften” the DF track, rather than 4.2.2.2“stiffen” the ballasted track.

The ballasted track side of the transition zone, even with a transition slab, cannot consistently produce a uniformly varying track modulus due to the tendency of ballast to compact, pulverize, and become fouled without a significant amount of maintenance on the ballast section1.

The transition should be provided via the modification of the direct fixation track, rather than the ballasted track section. The transition shall be accomplished by designing the use of modified DF fasteners spacing and/or the use of “soft” DF fasteners in the area immediately adjacent to the ballast interface.

Gage 4.3 Track Gage 4.3.1

Track gage is 56½”, and as identified SMW-100 §53.0 Gage.

1 TCRP Report 155, §4.4.3.3.1


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Track Components 4.4 Track Structure 4.4.1

Roadbed and ballast sections shall be designed and analyzed to minimize the overall right-of-way width required while providing a uniform, well-drained foundation for the track structure. Rail support track modulus shall be designed in accordance with the AREMA Manual.

Ballast 4.4.1.1

Design shall be based on the use of AREMA gradation 3-4.

Subballast 4.4.1.2

Crushed stone or gravel aggregate-soil materials shall be used for subballast, conforming to ASTM D1241 Type I, Gradation A.

Geosynthetics 4.4.1.3

Provide geotextiles per SMW-100, §34.0.

Crossties and Switch Ties 4.4.2

Wood ties and switch timber, AREMA Grade 7. 4.4.2.1

Tie and switch tie lengths shall be designed to carry the supporting 4.4.2.2insulators for third rail.

Maximum ballasted track tie spacing is 24” c/c. Designer shall confirm 4.4.2.3the actual tie spacing required.

Tee Rail 4.4.3

Rail shall be 115RE consistent with SMW-100, §113.0. 4.4.3.1

Design shall require CWR construction. a)

Use of CWR shall be coordinated with structural design engineer b)for proper design of rail/structure interaction.

Restraining rail shall be designed per SMW-100, §113.3. 4.4.3.2

Inner Bridge Guardrail 4.4.4

Single guard rail shall be provided on all aerial track. 4.4.4.1

Double guard shall be provided whenever the track crosses over 4.4.4.2roadways.

Direct Fixation Rail Fasteners 4.4.5

Fasteners 4.4.5.1

Direct fixation rail fasteners shall provide the required lateral and a)longitudinal restraint for continuous welded rail and the electrical insulation required for the negative return current and the proper operation of track signal circuits. The anchor bolts and rail plates must be electrically isolated from the structural steel/rebar.


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Direct fixation rail fasteners shall have the following maximum b)longitudinal center-to-center spacing:

1) Tangent or curved track with radius >500ʹ: 30"

2) Curved track with radius > 300ʹ and ≤ 500': 27"

3) Curved track with radius < 300': 24"

Direct fixation fasteners shall be randomly positioned, plus or c)minus 3 inches, to combat vehicle/rail harmonies, which could lead to corrugation.

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

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

Plinths and concrete deck 4.4.5.2

DF track shall be designed with a two-pour design, where plinths a)are independent of the initial concrete deck pour.

Height of plinth shall be designed to allow for full structural b)engagement of the plinth rebar into the deck, the plinth rebar, and the rail fastener insert(s).

Long plinths comprising 3, 4 or 5 fasteners shall be considered in c)lieu of individual plinths. Spacing of plinths shall accommodate deck drainage.

Width of plinth shall account for the installation of restraining rail d)(as applicable) and inner bridge guard rails.

Direct Fixation Shims 4.4.5.3

Shims used shall be resistant to UV deterioration. a)

Appurtenances and Other Track Materials 4.4.6

Bumping Posts 4.4.6.1

Bumping posts shall be designed to stop AW0-loaded N5 rail vehicles, moving at maximum authorized speed, without derailing or damaging the vehicle.

Friction element bumping posts shall be used. a)

The bumping posts will be installed on an elevated structure. The b)bumping posts shall be designed to bring the vehicle to a complete stop within the limits of the dimensions of the elevated guideway.

1) The design shall be coordinated with the structural design engineer so that the loads associated with the bumping posts are properly addressed in the design of the guideway structural elements.

The designer shall seek the assistance of the bumping post c)manufacturer, such as Western Cullen Hayes, Inc., to select the proper bumping post for the installation.

1) The designer shall provide a signed, sealed design of the bumping post.

2) The designed bumping post shall be identified by name and model number in the construction technical specifications.


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Special Trackwork 4.4.7

All special trackwork shall comply with SMW-100, §133.0 and as follows.

Types of turnouts and crossovers that may be used shall be limited to 4.4.7.1number 8 to number 11. All special trackwork shall be located on horizontal and vertical tangents unless otherwise approved by SEPTA track department.

All special trackwork materials shall conform to the material 4.4.7.2specifications, details, and layouts of the AREMA Manual and the AREMA Portfolio.

All switches, turnout frogs, stock rails, closure and running rails within 4.4.7.3the limits of special trackwork items shall be fully heat treated.

All frogs shall be railbound manganese steel conforming to the AREMA 4.4.7.4Portfolio of Trackwork Plans specified material properties.

Design gage plates at switches using the following: 4.4.7.5

Gage plates with adjustable rail braces per AREMA Plan 224-08, a)Detail 7026.

Center-insulated gage plates, per AREMA Plan 223-08, Detail b)4103.

Design switch plates using the following: 4.4.7.6

Boltless, adjustable-type compatible with rail fastener system. a)

Heel plates shall be of "H" type design bridging two switch ties at b)the switch.

Switch plates shall not be canted. c)

Switch plates shall be compatible with Pandrol e-clips and stray d)current insulation.

Design frog plates using the following: 4.4.7.7

One-piece five-tie base plate with weld-on shoulders compatible a)with resilient rail fasteners to support frog point and centered about the one-half point of frog.

One-piece single tie plates with weld-on shoulders sleepers, b)compatible with resilient rail fastener system.

Frog plates shall not be canted. c)

Plates fabricated to accept spikes and stray current insulation for d)ballasted track construction in conformance with resilient rail fastener plates.

Turnout frogs shall use heavy-wall RBM frogs per SEPTA Plan #5-W-4.4.7.829874 with resilient fastener steel tie plates.

Design frog guard rails using the following: 4.4.7.9

Frog guard rail shall be 13’-0” heat-treated, hook flange type a)conforming to Design 751 as manufactured by Bethlehem Steel Corporation, raised 1/4 inch above the running rail, complete with special plates, bolts, nuts, and washers; however, provide tie plates compatible with the rail fastener system, and as follows:

Bevel guard rail ends with foot guards shaped to conform. b)

Flangeway Width: 1-3/4". c)

Guard rails shall be heat-treated with tie plates and foot guards. d)

Design switches using the following: 4.4.7.10


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Switch points shall be fully heat-treated, insulated, interlocked a)switches with graduated risers and a 0” point following AREMA Plan 221-08, Detail 5100.

Provide with electric switch heaters. b)

Heel block shall provide for a 1/8 inch gap between the switch c)point and lead rail. Heel blocks shall be cast five (5) hole type with drillings centered on a horizontal axis above the base of rail.

Insulated vertical switch rods and associated adjustable basket d)and rocker clips.

Switch points may be thick web or constructed with reinforcing e)bars.

Systems Continuity 4.5 Rail Bonding 4.5.1

Bolted joints in negative return rail segments shall be electrically bonded across the joint bars with high conductivity bonds through a Cembre system. Exothermic welds are prohibited. The negative return rails of parallel tracks should be cross-bonded frequently to equalize the currents that traverse them. In segments that use both running rails for return, all rails of parallel tracks should be cross-bonded.

Stray Current 4.5.2

Appropriate measures shall be taken during the design of all types of trackwork, including embedded track and highway grade crossings, to minimize the leakage of stray current from the track structure to the ground. This work shall be consistent with system corrosion control requirements.

Impedance Bonds 4.5.3

Impedance bond installation areas and requirements must be coordinated with the track structure. Insulated joints at limits of track circuits are to be opposite each other (within 4 feet 6 inches) to facilitate under-track ground ducting, traction cross-bonding and to minimize wheel noise.

Noise and Vibration 4.6Noise along the KoP Rail right-of-way will primarily originates from the wheel and rail at the point of contact generating noise and vibration.

Design and selection of trackwork components shall consider the following methods for controlling and/or reducing noise and vibration adjacent to commercial, institutional and residential areas:

• Use of resilient or elastomeric bonded direct fixation fasteners

• Use of continuous welded rail (CWR)

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

• Use of noise-reducing special trackwork components, such as depressed nose frogs

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

• Use of aerial structure acoustic screens and wayside sound barriers, where appropriate


August 2018 21

Structural 5. Design Codes, Manuals and Specifications 5.1

All aspects of design shall conform to the following Design Codes, Manuals and Specifications, unless noted otherwise:

• SEPTA Structural Department Structural Design Criteria and Guidelines, June 2017. (“SDCG”)

• Latest version of the AREMA Manual for Railway Engineering, Volume 2 – Structures.

The reference documents establish the minimum standards to be used in the design of SEPTA facilities. The Engineer of Record is responsible for the suitability of the design, the selection of the materials, and for adequate details meeting SEPTA’s operational and maintenance requirements and for conformance with the Contract Documents.

Loads and Forces 5.2All structures should be designed to sustain, within the permitted stress allowances and load factors, all applicable design loads and forces. Standards to be used in the selection of design loads and method of distribution include the latest editions of the following:

Dead Load 5.2.1

Dead load consists of the vertical earth loads and the weight of the complete structure, including permanent building partitions, fixed service equipment, the roadways, sidewalks, railings, car tracks, ballast, and utilities. In addition, the dead load for bridge structures should also include an anticipated future surface in addition to any surface or deck seal placed on the structure initially or additional depth of ballast for rail transit structures.

SDCG – Chapter 3, Section 3 5.2.1.1

AREMA – Chapter 8, Part 2.2.3.b for Concrete Structures and 5.2.1.2Foundations

AREMA – Chapter 15, Part 1.3.2 for Steel Structures 5.2.1.3

Live Loads 5.2.2

The live loads used in the design of buildings and other structures shall be the maximum loads expected by the intended use or occupancy but shall in no case be less than the minimum uniformly distributed or concentrated loads.

SDCG – Chapter 3, Section 4 5.2.2.1

AREMA – Chapter 8, Part 2.2.3.c for Concrete Structures and 5.2.2.2Foundations

AREMA – Chapter 15, Parts 1.3.3 & 1.3.4 for Steel Structures 5.2.2.3

The design, serviceability and rating checks shall use SEPTA N5 car 5.2.2.4with AW4 loading for the following consists:

• one-car consist • two-car consist • three-car consist

The live load for Cooper E50 loading plus impact loads at 30 mph shall 5.2.2.5be used to check AREMA Maximum rating. Maximum rating must exceed 1.0

Refer to Section 5.7– Aerial Structures for additional 5.2.2.45.2.2.6requirements


August 2018 22

Impact 5.2.3

A standard impact factor of 33% shall be used for all structure types with spans greater than 50ʹ.

For spans less than 50ʹ the design of impact loads shall follow the recommendations of the following:

AREMA – Chapter 8, Part 2.2.3.d for Concrete Structures and 5.2.3.1Foundations

AREMA – Chapter 15, Part 1.3.5 for Steel Structures 5.2.3.2

Impact from Derailment loads is to be impact factor of 100% for the 5.2.3.3deck in direct fixation.

Derailment Loads 5.2.4

All Horizontal and Vertical Derailment load is the vertical loading 5.2.4.1produced by the train live loading placed with the longitudinal axis parallel to the track. As noted in Section 5.2.3.3 impact is to be 100% on the deck.

An impact factor of 33% is to be used for superstructure and 5.2.4.2substructure components other than the deck.

The derailment load is assumed to act anywhere on the deck between 5.2.4.3the parapets or curb walls.

The effective longitudinal distribution width ‘D’ is as well asflows 5.2.4.4

D between deck support members distribution is 3ʹ maximum or a)the width between supports, whichever is the least.

On cantilever deck sections: D = 2.5ʹ +0.22x where x is the b)distance in feet from the support to the load.

Deck slabs are to be checked for punching shear based on the 5.2.4.5derailment load. The punching shear check is to be a static wheel load of the N5 vehicle at AW4 loading with an impact factor of 100% distributed over a 1 sq. ft. area.

Additionally, the application of Derailment Loads shall be in 5.2.4.15.2.4.6accordance withchecked for any applicable portions of AREMA – Chapter 15, Part 1.3.10. This section shall be applicable to Steel Structures as well as Concrete Structures and Foundations.

5.2.4.2 Refer to AREMA – Chapter 8, Commentary Section C-2.1.5.1 for additional information.

Thermal Forces (Direct Fixation) 5.2.5

Transverse and longitudinal forces due to temperature differential in 5.2.5.1the rail and structure are to be accounted for in Direct Fixation (DF) track. The forces are to be applied in a horizontal plane at the top of the low rail.

Longitudinal Force TL = 0.65 P x L a)where:

P = 2225 PLF (clamping force per linear foot of rail)

L = the average length of two adjacent spans. In curves, L is measured along the curve.


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Transverse Force for equal adjacent spans the force per span of b)structure per rail shall be determined as:

TT = 2 EA α ΔT sin1/2 (L/R x 180/π)

where: E = the modulus of elasticity in psi

A = cross sectional area of the rail, in2

α = thermal coefficient of rail, 1/°F

ΔT = temperature differential, °F

L = span length along the curve, ft

R = curve radius, ft

For unequal adjacent spans, the transverse force is to be resolved into components at each DF fastener parallel and perpendicular to the pier at each fastener and then the forces summed.

For direct fixation track, provision shall be made for longitudinal forces 5.2.5.2due to a rail break. Forces from only a single broken rail at any one time shall be applied to the structure.

The maximum allowable longitudinal gap in a rail due to a rail a)break shall be 2".

The average rail fastener spacing shall be 27". b)

The structure shall be designed to include horizontal forces at the fixed 5.2.5.3bearing due to the summation of each rail fastener's longitudinal restraint. The structure shall also be designed to include a twisting moment in a horizontal plane the height of the low rail due to opposing directions of the forces in the ·broken and unbroken rails.

Apply a longitudinal rail break force based on the maximum 5.2.5.4temperature differential in the rail to each abutment. Apply this force only in combination with the lateral earth pressure acting on the abutment.

Other Loads and Forces 5.2.55.2.6

All other loads and forces, including but not limited to, wind 5.2.5.15.2.6.1loads, centrifugal loads, rain/snow/ice loads, braking loads, seismic loading, earth pressure, hydrostatic/buoyancy loads, equipment forces and construction loads shall be in accordance with the following:

• SDCG – Chapter 3, Sections 2 and 5 thru 19. • AREMA – Chapter 8, Part 2.2.3 for Concrete Structures and

Foundations • AREMA – Chapter 15, Part 1.3 for Steel Structures

Live Load Deflection criteria shall follow AREMA recommendations. 5.2.6.2

Fatigue criteria shall be in accordance with the following: 5.2.5.25.2.6.3

• SDCG – Chapter 9, Section 8.11 • AREMA – Chapter 15, Part 1.3.13 for Steel Structures

Natural Frequency 5.2.6.4

The natural frequency should be checked for all spans as follows: • Simple spans: natural frequency for the first mode of vibrations is

to be 2.5 Hz or greater. • Continuous spans: natural frequency for the first mode of vibration

is to be 3.0 Hz or greater.


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Soils and Geologic Data 5.3 Geotechnical Subsurface Investigation 5.3.1

All subsurface investigation, including but not limited to exploration 5.3.1.1methods, data recording, sampling, and testing shall be in accordance with the following:

• SDCG – Chapter 5, Sections 3. • AREMA – Chapter 8, Part 22

Karst Formations 5.3.2

Areas where karst subsurfaces are identified, the geotechnical 5.3.2.1engineer shall use advanced means of investigation such as ground penetration radar (GPR) and/or microgravity surveying to determine the characteristics of the karst terrain. The following publications shall be used as criteria for investigating karst subsurfaces:

• Pennsylvania Department of Transportation Publication #293 – Geotechnical Engineering Manual.

• ASTM D6429 – Standard Guide for Selecting Surface Geophysical Methods.

For any structure located in karst terrain, the structure must utilize a 5.3.2.2mini pile foundation system. The mini piles will be drilled-in and the number of piles should be increased from the required number of piles to ensure structural stability. See Section 3.3.3 for additional information.

Concrete 5.4The design shall follow the requirements and recommended practices of the following:

Reinforced Concrete 5.4.1

SDCG – Chapter 6. 5.4.1.1

Note: pre-stressed concrete is to be designed based on a concrete strength of f’c = 8000 psi.

AREMA – Chapter 8, Part 2 5.4.1.2

Pre-stressed Concrete 5.4.2

SDCG – Chapter 6 5.4.2.1


Stray Current and Corrosion Control 5.4.3

Corrosion control and stray current control of reinforced concrete structures and their reinforcing steel, including retaining wall structures, piping, bridge footing, etc., shall be established by the following provisions:

o Stray current control measures. o Cement type in accordance with ASTM C-150. o A minimum of 2 inches of concrete cover on all steel reinforcement when

the concrete is poured within a form. o Minimums of 3 inches cover on all steel reinforcement where the

concrete is poured directly against earth. o Maximum water/cement ratio of 0.45 to 0.50 by weight to establish a low

permeability concrete. Additives are allowed for additional strength and corrosion resistance.


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o Reduction of air voids to establish a dense concrete structure. o Chloride from all sources shall be restricted to less than 150 ppm.

Structural Steel 5.5 Governing Codes 5.5.1


AREMA – Part 15 5.5.1.2

Foundations and Earth Retaining Structures 5.6 Foundations 5.6.1


AREMA – Chapter 8, Parts 3, 4 and 24 for Spread Footings, Pile 5.6.1.2Foundations and Drilled Shaft Foundations.

Reinforced Concrete Retaining Walls 5.6.2

SDCG – Chapter 6 and 15 5.6.2.1


Support of Excavation 5.6.3

SDCG – multiple Chapters 5.6.3.1

SEPTA Civil Engineering Design Criteria and Guidelines 5.6.3.2

Sound Walls 5.6.4

Sound walls shall adhere to the most current versions of AASHTO’s 5.6.4.1Guide Specification for Structural Design of Sound Barriers as well as the Pennsylvania Department of Transportation Bridge Design Standards (BD-600M) and Bridge Construction Standards (BC-700M).

Design of sound walls shall conform to all state and local jurisdiction 5.6.4.2requirements.

Aerial Structures 5.7The design of the aerial structure shall include NFPA 130-compliant emergency/maintenance walkways adjacent to the track on both sides of the ROW.

Design Specifications 5.7.1

Aerial Structures shall adhere to the SEPTA and AREMA specifications identified in Section 5.1 – Design Codes, Manuals and Specifications. Additional requirements shall conform to SDCG – Chapter 3, Section 9 for Bridge and Bridge-Like Structures.

All aerial guideway structures shall be designed as a closed deck, 5.7.1.1Direct Fixation track. Refer to AREMA – Chapter 8, Part 27.

Live Loading 5.7.1.2

Design of all transit operating aerial structures shall be designed a)for the SEPTA Norristown High Speed Line N5 twin set car, at a maximum allowable stress of 0.55*Fy, along with the following requirements:

1) AW4 crush load – AW4 is defined as the empty car weight plus the weight of seated passenger loads at maximum seating


August 2018 26

capacity and the weight of standing passengers at the density of 6.7 passengers per square yard.

2) Design speed of 70 miles per hour along with full impact as per AREMA

For spans over 100 feet, the potential for a 3 car consist shall be b)evaluated as a possible worst case loading scenario.

The design section of all aerial superstructures shall be checked c)for a maximum rating under an E50 train loading plus impact with a reduced speed of 30 miles per hour.

Precast segmental structures shall not be used for the guideway or 5.7.1.3bridge superstructures.

The use of precast segmental design is allowed in straddle bents a)and non-superstructure elements.

Precast Segmental elements shall conform to AREMA b)recommended practices.

All aerial structures that are adjacent to or span over any highway 5.7.1.4and/or roadway that is owned and operated by the Pennsylvania Department of Transportation (PennDOT), Pennsylvania Turnpike Commission (PTC) or local jurisdictions shall have adequate horizontal and vertical clearances. Coordination with PennDOT, PTC and local jurisdictions shall commence prior to design in order to establish all desired clearance requirements. Additional clearance requirements can be referenced in SDCG – Chapter 2, Section 6.

Application of Loadings 5.7.2


AREMA – Chapter 8, Part 2.2.3 for Concrete Structures and 5.7.2.2Foundations – Chapter 15, Part 1.3 for Steel Structures

Support and Underpinning of Existing Structures 5.8Support and underpinning of existing structures shall be determined on a site-specific basis considering the following:

• Type of structure to be underpinned

• Proximity and type of adjacent construction

• Soil properties and tolerable structural deformations

• Methods:

─ Underpinning methods include jacked-down piles, slant-drilled piles, mini-piles, augured shafts, and hand-mined shafts.

─ Rigid protection wall support systems include diaphragm (slurry) walls, contiguous pile (tangent or secant) walls and closely spaced soldier pile walls.


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Architecture - Urban Design Guidelines 6. Functional Requirements 6.1

This chapter sets forth criteria governing the design of architectural, urban design, and landscape architecture elements related to and/or impacted by the King of Prussia LRT systems.

The primary objective of these criteria is to create stations and public facilities that are:

• Safe and Secure – Facilities shall minimize risk of injury and property damage for transit passengers, staff, and members of the public under both normal and emergency operating situations. Site and facility designs shall incorporate principles of Crime Prevention through Environmental Design (CPTED).

• Convenient – Facilities shall encourage transit use by providing a pleasant, comfortable and efficient passenger experience.

• Accessible – All transit facilities shall be accessible to persons with disabilities and meet the requirements of the U.S. DOT's ADA Standards for Transportation Facilities.

• Cost-Effective – Facilities construction shall optimize costs of capital construction, operations and maintenance with durable materials and assemblies. Facilities shall be ecologically and financially sustainable.

• Respectful of the Surrounding Community – Infrastructure improvements, including passenger stations, in rapid transit corridors provide a unique opportunity to complement and enhance the urban environment.

Codes & Standards 6.1.1

The codes, standards, manuals, and guidelines that relate to the design covered in this chapter include the most recently adopted versions of the following, unless otherwise noted:

AASHTO, Guide for the Development of Bicycle Facilities.

APTA, Heavy Duty Machine Room Less Elevator Design Guidelines.

APTA, Heavy Duty Transportation System Escalator Design Guidelines.

APTA, Mid to High Rise, Heavy Duty Transportation System Traction Elevator Design Guideline.

ASME A17.1, Safety Code for Elevators and Escalators.

National Association of City Transportation Officials, Urban Bikeway Design Guide.

NFPA 130, Standard for Fixed Guideway Transit and Passenger Rail Systems, 2017 Edition.

SEPTA Design Guidelines & Standards

SEPTA Graphics Standards Manual

Transportation Research Board, TCRP Report 165, Transit Capacity and Quality of Service Manual.

U.S. Access Board, ADA Accessibility Guidelines for Buildings and Facilities (ADAAG).

U.S. Access Board (adopted by U.S. Departments of Justice and Transportation), ADA Standards for Transportation Facilities.


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Design Requirements 6.2 Urban Design 6.2.1

SEPTA intends that transit projects complement the visual and aesthetic characteristics of the communities in which they operate. The King of Prussia Line Urban Design Guidelines have been developed to provide guidance to designers and reviewers with regard to urban design characteristics of transit infrastructure. The Guidelines are written to provide designers with reasonable latitude as to how they will be applied across a wide variety of sites and communities.

The Urban Design Guidelines are intended to be used in conjunction with the other chapters if the Design Criteria Manual, which provides prescriptive and measurable design criteria. The designer shall incorporate them to the extent practicable. In the event that any of the Urban Design Guidelines conflict with the Design Criteria, the Design Criteria shall govern.

Station Site Planning 6.2.2

Mode-of-Access Priorities 6.2.2.1

Station site plans shall comply with the access hierarchy established below, which defines and lists the modes of access with the highest priority at the top and the lowest priority at the bottom. Access for persons with disabilities shall be accorded the highest priority within each mode-of- access category. • Priority 1: Pedestrians – Pedestrians shall be provided the

highest priority in station site and access planning. • Priority 2: Bicycles – Bicycles shall be given priority over all

motorized vehicular access. • Priority 3: Connecting Transit – Connecting transit service

(including Bus Rapid Transit, local bus, and connecting rail services) shall be given priority over all other vehicular modes of access.

• Priority 4: Kiss & Ride – Kiss & Ride facilities shall be given higher access priority than Park & Ride access. Kiss & Ride facilities are intended to provide convenient access to the station entrance(s) for the following vehicle types and functions, listed below in descending order of priority:

− Paratransit. − Private shuttle buses and vans. − Taxis. − Driver-attended parking for private automobiles and motorcycles. − Short-term parking.

• Priority 5: Park & Ride – Park & Ride facilities are intended for all-day commuter parking, and rank below all other modes of access in the station access hierarchy.

Pedestrian Walking Distances 6.2.2.2

Station sites and pedestrian paths shall be configured to limit maximum walking distances from station entrances, measured along the pedestrian path, as set forth below: • Connecting Bus – 500 feet max from furthest bus bay to station

entrance. • Kiss & Ride – 600 feet max from furthest parking space to station

entrance.


August 2018 29

• Park & Ride – 1,000 feet preferred, 1,500 feet maximum from furthest parking space to station entrance.

The walking distance between the station entrance and the origin points listed above shall be limited to a Coefficient of directness of 1.2. The “Coefficient of Directness” is determined by dividing the walking distance between any two points by the straight-line distance between those same points.

Resting areas for people with lower stamina or health impairments shall be provided every 300 feet along pedestrian paths. Resting areas may include benches and/or seating walls.

Pedestrian Walkway Dimensions 6.2.2.3

Pedestrian walkway dimensions shall meet the LOS criteria and conform to the following: • All walkways shall be at least 5 feet wide. • No walkway shall have less than 8 feet of vertical clearance. • Pedestrian at-grade crossings shall be at least 12 feet wide. • Walkways and crosswalks through bus stop areas and internal to

Park & Rides shall be 10 feet wide. • Walkways adjacent to parallel parking shall be at least 10 feet

wide. • Crosswalks connecting to pedestrian walkways shall be 10 feet

wide. • Pedestrian tunnels shall be at least 16 feet wide.

Pedestrian Walkway Grade Changes 6.2.2.4

Level changes shall be minimized along pedestrian walkways. Where possible, use sloped walks instead of ramps or stairs at the entrances. Where steeper slopes are necessary, provide ADAAG-compliant ramps.

Steps shall be avoided along pedestrian walkways. Where site stairs are required, they shall be located adjacent to an accessible route. Stairs shall be the same width as the adjacent walkway width, with 12-inch maximum treads, 6-inch +/- ½ inch closed risers, slip resistant tread nosing with a radiuses edge, and a continuous handrail on both sides.

Pedestrian Walkways at Intersections, Crosswalks, and Medians 6.2.2.5

Pedestrian pathways shall be separated from vehicular traffic wherever possible. Layouts shall minimize crossing tracks, vehicular access drives, and bus lanes. If a pedestrian crossing is unavoidable and grade separation is not practical, a clearly marked crosswalk shall be provided and signalized if the volume of pedestrian crossings warrants traffic controls. In addition, refuge areas with landscape buffers should also be provided at crossings where possible and appropriate.

Light rail transit track crossings serving primary station entrances should be located at most 30 feet from the end of the station platform, and, where feasible, railings shall be located along the access walks and ramps adjacent to the track alignment to discourage pedestrians from crossing tracks at locations other than designated crossings.

Pedestrian walkways and crosswalks shall be lighted in accordance with Chapter 10.5, Lighting.


August 2018 30

Crosswalks shall be marked and clearly visible to motorists. Pedestrian crosswalk markings and paving materials shall be of sufficiently different color from adjacent field paving to clearly indicate pedestrian crossing paths.

Curb cuts at street crossings for pathways shared by bicyclists and pedestrians shall be the full width of the pathway.

Bicycle Access & Storage 6.2.2.6

Bicycle routes within the immediate station area shall connect major off-site origination points to station entrances, and shall be designed to minimize conflicts with pedestrian and vehicular access modes. To the extent feasible, bicyclists shall be separated from other access modes through the use of marked bicycle lanes (i.e., ‘Bike Lanes’ or ‘Shared Lanes’), and/or bicycle paths.

Shared pedestrian/bicycle paths shall be a minimum of 12 feet wide to allow passing. In shared locations where this width cannot be achieved, signage must be provided which requires cyclists to dismount.

Bicycle routes shall be configured to avoid traversing stairs or escalators. In locations where site stairs are unavoidable, add bike runnels on each side of the stair. Bike runnels shall not infringe on minimum stair widths.

In addition to the guidelines above, bicycle paths should be designed according to AASHTO’s Guide for the Development of Bicycle Facilities and local standards, and shall comply with the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.

Directional signage to bicycle parking and storage shall be provided. Such facilities include bike racks and bike lockers; one or both types shall be provided at each LRT station, as follows: • Bike racks shall be provided at stations wherever feasible. • At the discretion of SEPTA, bike lockers may be added at terminal

and intermodal stations and shall be provided in quantities recommended by the designer and approved by SEPTA

• Install bicycle storage racks at each station to accommodate 0.5% of the total transit boarding’s and alighting’s as feasible, but no less than eight bicycles per station.

Bicycle storage facilities shall be constructed on level, hard, and well-drained surfaces. The storage facilities shall be located to allow direct, easy access to station entrances from the street network and designated bike paths. Bicycle storage facilities shall not impede station access, pedestrian flow, access to fare vending, or other travel modes.

Bike racks on platforms are discouraged in general, and are prohibited on platforms less than 15 feet wide; bike lockers are prohibited on platforms of any width.

Bicycle storage facilities shall be located to promote the safety of the cyclists and their equipment. The facilities shall be located near station entrances in properly lighted areas. At attended stations, bicycle storage facilities should be located within sight of the attendants’ station. For security purposes, bicycle lockers shall not be placed below structures such as bridges or buildings. When feasible,


August 2018 31

however, bicycle racks shall be placed under structure to provide weather protection.

Bus Facilities 6.2.2.7

Selected LRT stations shall include transit bus service access, which may include SEPTA bus operations, local jurisdictions’ bus operations, and commuter bus services. The configuration of these bus facilities shall be coordinated with SEPTA early in the design process to identify and define any additional requirements and design criteria.

Bus boarding facility design is governed by applicable SEPTA Guidelines. General access considerations include: • Bus stops shall be placed to minimize customer transfer travel

time. • Bus site access and on-site traffic shall be separated from

automobile traffic to the greatest extent feasible. • Angled or diagonal bays, typically used in intercity bus terminals

that require back-outs, are prohibited. • The number of bus bays needed will be determined by SEPTA. • Requirement for a bus dispatcher’s booth and its location shall be

determined by SEPTA.

Kiss & Ride 6.2.2.8

Kiss & Ride lots are primarily used for dropping off and picking up LRT passengers. All Kiss & Ride facilities: • May include some or all of the following: taxi stands, motorcycle

parking, provisions for paratransit vehicles and private shuttle buses, attended parking, short-term parking, and parking for car-sharing vehicles.

• Shall be sited to maintain a direct visual connection with the station entrance.

• Shall position taxi queue lanes, where provided, near the station entrance with the first space located at a natural point of concentration of pedestrian traffic exiting the station entrance.

Curbside Kiss & Ride Facilities a)The Kiss & Ride function may be accommodated by a passenger drop-off lane and a taxi stand on an adjacent municipal street, subject to the review and acceptance of the local jurisdiction.

Dedicated Kiss & Ride Facilities b)All LRT stations that have Park & Ride facilities with capacities of more than 400 vehicles shall have separate, dedicated Kiss & Ride facilities. The following design requirements apply to dedicated Kiss & Ride facilities.

− They shall be designed to maximize vehicle turnover, facilitate traffic flow, and avoid traffic conflicts.

− They shall be designed for one-way traffic flow and, where feasible, allow for re- circulation within the facility.

− Driver-attended spaces shall be angled and configured to allow automobiles to enter and exit without backing. Some of the driver-attended parking shall be dual-use with metered spaces that are posted for short-term parking.

− Accessible parking spaces shall be located closest to the station entrance via an accessible path.

− Kiss & Ride vehicular traffic should not be routed through Park & Ride areas, nor should Park & Ride vehicular traffic be routed


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through Kiss & Ride areas. Kiss & Ride traffic may only be combined with Park & Ride traffic along access roads.

Park & Ride 6.2.2.9

Park & Ride facilities include all-day parking for private vehicles. They shall provide an efficient, clearly defined, and safe circulation system, with an emphasis on minimizing pedestrian/vehicular conflicts. To this end, the following guidelines and criteria are provided to ensure adequate access is provided to Park & Ride facilities at SEPTA LRT stations. • Parking spaces shall be 9 feet by 18 feet. • Drive aisles shall be 24 feet. • Ninety degree parking shall be utilized with aisles designed for

two-way traffic. • Parking aisle lengths should not exceed 400 feet, with as few

dead-end parking areas as possible. • Driving aisles should be aligned in the direction of the station

entrance so pedestrians do not have to walk between parked cars. • In general, large parking areas should be subdivided into sections

to reduce their scale. • Parking lots shall be divided into parking areas of not more than

500 spaces each separated by a landscape buffer. • ADA-accessible parking in the Park & Ride areas shall be located

closest to the station entrance and provided with an accessible path.

• Parking Revenue Control requirements shall be established by SEPTA.

Station Operational Requirements 6.2.3

Station Control 6.2.3.1

All stations shall be designed such that a station attendant will not be required. Aerial stations shall incorporate provisions for station lock-up during non-operating hours, where physically feasible.

Regular Maintenance 6.2.3.2

Station maintenance will be performed by SEPTA personnel during revenue hours.

Fare Collection & Control 6.2.3.3

The King of Prussia Line elevated stations shall be designed as “gated” stations, and shall include provisions for installation of fare control equipment: fare arrays, station agent room, queuing space, and fare vending machines. Fare vending systems shall also be included in parking facilities adjacent to the stations.

The design of the fare control and fare collection system shall be consistent with, and compliant with, the SEPTA NPT System Technical Specification, Rev. 2, dated 5/22/17. Platforms shall be configured with appropriate fare evasion barriers or turnstiles, rotogates, and/or other equipment as directed by SEPTA.

The stations, parking facilities and guideway designs shall include conduits, raceways and other facilities for routing electrical and telecommunication wires and cables between stations and to make connections to existing SEPTA fare collection facilities.


August 2018 33

Where directed by SEPTA, all or a portion of the platform may be established as fare-paid zone. The fare-paid zone shall be clearly demarcated with signage.

Self-service ticket vending machines shall be provided in each station. The placement of these machines within the station should be consistent from station type to station type wherever possible. Overhead weather protection shall be provided at all TVM locations.

Restrooms 6.2.3.4

Stations shall not be equipped with restrooms for general public use except as required by code. Restrooms shall be provided for staff at terminal stations unless directed otherwise by SEPTA.

Advertising 6.2.3.5

Stations will not include provisions for advertising unless otherwise directed by SEPTA.

Break Rooms 6.2.3.6

Break rooms will be provided at terminal stations designated for “fall-back relief”.

Station Architectural Design 6.3 Elements of Continuity & Variability 6.3.1

Design elements are divided into three classifications: elements of continuity, elements of variability, and elements of art. These are defined below:

Elements of King of Prussia Line system continuity (C) are established for purposes of safety, system identity, functional consistency, and capital and maintenance cost- efficiency. These elements are intended to be consistent across the system.

Elements of variability (V) are elements or systems wherein a range of design solutions may be appropriate in response to local conditions.

Arts opportunities (A) indicate elements that may be appropriate for public art. This designation is not intended to preclude arts applications on elements not specifically identified in Table 1.

Table 1 - Continuity / Variability of System-Wide Procurement Items:

Item Consistent / Variable

Chapter 6 Reference

Static Signage & Graphics

Station Identification Signs (Exterior and Interior)

C 6.7

System and Station Area Maps C 6.7

Transit Information C 6.7

Wayfinding C 6.7

Vertical Transportation

Elevators C 6.4

Escalators C 6.4

Communications

Passenger Information Displays C

Station Control and System Security C 6.3, 6.4, 6.6, 6.11, 9.2


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Item Consistent / Variable

Chapter 6 Reference

SCADA C 9.3

Public Address Speakers / Enclosures C 9.2

Emergency Telephones C 9.2.2

Fare Vending Equipment

Ticket Vending Machines C 6.2.3

Site & Running Ways

Rapid Transit Guideways V

Landscaping V/A

Walkway V/A

Retaining Walls and Portals V/A

Bollards C

Handrails / Guardrails V/A

Seating C see SEPTA Suburban

Operations

Local Bus Stop Shelters C see SEPTA Bus Operations

Trash Receptacles C 6.3.4

Planters V/A

Lighting C/A 6.11

Bicycle Racks V

Bicycle Lockers C 6.2.2.6

Station

Entrance Canopy V

Interior Finishes V

Platform Paving V/A

Platform Safety Edge / Tactile Warning Strips

C 6.3.6.4

Platform Seating C 6.3.4

Trash Receptacles C 6.3.4

Canopy & Windscreen Structural Components C

6.3.2, 6.3.4 SEPTA Structural Design Criteria

Canopy & Windscreen Color V/A

Canopy Glazing C 6.3.2, 6.3.4

Canopy Roof Materials V

Doors – Hardware C

see SEPTA Manager -

Architecture

Hose Bibs C 6.3.4

Lighting Fixtures C 6.11

Stairs C 6.5

Guardrails V/A

Electrical Outlets C 10

Toilet Rooms / Fixtures, Accessories C 6.2.3.4


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Weather Protection 6.3.2

At a minimum, protection from rain, sleet, and snow shall be provided for the following:

Public stairs.

Escalators and elevators.

Fare vending and validating equipment including, at a minimum, a 4-foot by 4-foot area in front of the equipment.

Boarding platforms windscreens & shelters (partial coverage)

In general, canopy and rain screen design shall assume that rain is falling at a 30° angle from vertical. Station orientation shall be considered in developing canopy and wind / rain screen concepts on a station-specific basis. Where possible, avoid locating drip lines or gutters over travel pathways or platform edges.

To protect patrons from strong wind-blown rain, transparent windscreens shall be provided on platforms for a minimum of approximately one-third of canopy coverage. At stand-alone windscreens, provide a 3 to 6-inch gap between the bottom of the windscreen and the platform for ease of cleaning.

Canopy designs shall maintain light rail vehicle (LRV) clearances, including the overhead contact wire system.

Canopies shall avoid the dynamic envelope of the train car. The extent of coverage shall be determined by an evaluation of station patronage, site characteristics, project goals, and SEPTA policy. The objective is to provide ample shelter and protection from the elements while promoting positive drainage away from the platform waiting areas.

Canopies shall be designed to allow snow and ice to melt without endangering patrons.

Canopy structural supports will be integrated into the overall canopy design. Typically, cantilevered supports are preferred with a central line of columns in center platform stations and similarly along the guardrail edge in side platform stations.

Overhead and Track Clearance 6.3.3

In addition to the clearance requirements included in Chapter 2, any station element subject to damage, theft, or vandalism (e.g., lights, signs, cameras, etc.) should be located beyond the normal reach of the average patron. Overhead clearances for the station interior should be as follows:

Headroom (clear distance from finished floor to any obstruction) shall be 8 feet 6 inches minimum (10 feet preferred).

Headroom at ceilings and structures (general case) shall be 10 feet minimum (12 feet preferred).

Average headroom at sloped ceilings and canopies shall be 10 feet minimum, and no portion of the ceiling or canopy shall be less than 8 feet 6 inches.

Avoid locating equipment or fixtures near elements that can act as a step (e.g., benches, trash receptacles, etc.).


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Station Amenities 6.3.4

The stations shall include comfort and safety amenities for patrons and employees, including benches, trash and recycling receptacles, hose bibs, electrical outlets, and communication systems.

Benches shall be located at each station and provide seating for a minimum of 6 patrons. Benches shall be fabricated using durable materials and be configured to discourage individuals from reclining or sleeping. Trash and recycling receptacles shall also be provided at each station. They shall be configured with translucent or transparent compartments so that dangerous contents are visible.

Water connections or hose bibbs shall be provided at stations so any location on the platform, mezzanine, or entrance can be reached by a 100-foot-long hose. Similarly, 120 V AC receptacles shall be provided so that any location on the platforms, mezzanines, or entrances can be reached by a 100-foot-long cord.

Station architecture shall be coordinated with and designed to accommodate communication systems which provide both emergency and non-emergency messages to patrons, enable patrons to transmit emergency messages, and monitor station safety. Such systems include:

Variable Message Signs – Display screens with transit vehicle arrival information and other passenger messages will be provided at each station.

Station Emergency Telephone (SET) – One phone per platform, mounted at wheelchair-accessible height, shall be provided.

Public Address System

Security Cameras – A minimum of two cameras shall be provided at each platform. Cameras shall be located so that they are out of the reach of patrons. The designer shall verify that lighting levels are adequate for camera operation.

The following shall be within direct range of a closed-circuit television camera. Additional camera quantities and locations shall be as determined by SEPTA.

Station entrances.

Fare vendors/change machines.

Landings of vertical circulation elements (e.g., stairs, escalators, elevators). Station platforms with full coverage of the entire platform edge.

Elevator cab interiors.

Public telephones are not provided in passenger facilities.

Integration of Infrastructure 6.3.5

This section identifies the coordination between the architectural components and the mechanical, electrical, communications and HVAC systems of the stations.

All mechanical, electrical, and communications equipment and 6.3.5.1infrastructure shall be integrated into the architectural design of the station in an unobtrusive fashion.

All ductwork, conduit, and piping shall be concealed from public view. 6.3.5.2In public areas, they shall be fully concealed inside structural members or behind cladding.

Equipment, housings, and trim exposed to public view shall be 6.3.5.3integrated with station finishes.


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Boarding Platforms 6.3.6

Boarding platforms shall conform to the following design requirements:

Boarding Platform Dimensions 6.3.6.1

Length – The platform length available for boarding and alighting a)shall be 225 feet in order to accommodate a two-car train consist, with the potential for a third car in the future.

Height – The vertical distance between top of rail and finished b)platform floor shall be as set forth in criteria for Light Rail Vehicles. The construction tolerance shall be plus 0.0 inch and minus 0.25 inch. It is essential that the vehicle floor is higher than or level with the platform with a maximum vertical difference of 5/8 inch.

Width – Platform widths will vary based on patronage, egress c)requirements, the configuration of vertical circulation elements (VCEs), and station site considerations. Space needs shall be determined by LOS requirements which, for platforms, are LOS C. In all cases, the width of the platform shall meet the minimum standards below:

1) For center platforms, the minimum platform width shall be 18 feet preferred. 15 feet is an acceptable minimum where a wider platform is not achievable.

2) For side platforms, the minimum desired platform width shall be 12 feet. 10 feet is acceptable from the edge of platform to the face of station wall or parapet railing where a wider platform is not achievable.

3) The minimum clear distance to any obstruction from the platform edge shall be 8 feet 2 inches preferred, and in no case less than 7 feet 6 inches.

Platform Slope 6.3.6.2

The platform cross-slope should be flat to ensure safety and to prevent wheeled devices from rolling off the platform edge. Where the platform must be sloped for drainage or other purposes, the slope shall not exceed 1.75%.

The longitudinal slope (along the length) of the platform will parallel the track alignment. In locations where platform longitudinal slope exceeds 1.75%, provide continuous canopy coverage and/or an integral snow-melt system for the platform. In no case shall the longitudinal platform slope exceed 3%.

Vehicle Interface 6.3.6.3

Boarding platforms shall be configured for level boarding with an ADAAG-compliant gap between vehicle and platform. Refer to the design criteria for Light Rail Vehicles, for detailed dimensional information.

Platform Surface and Edge Treatment 6.3.6.4


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The surface of all platforms shall be non-skid and of durable, a)weather-resistant materials. Where platforms are contiguous with sidewalks, the platform should be differentiated from the sidewalk by the use of material, color, or other design means.

Tactile warning strips shall meet ADAAG requirements. The field b)between the domes and the tops of the domes shall meet the coefficient of friction requirements for walking surfaces.

An integral hydronic or electric snowmelt system shall be provided c)for the platforms surfaces.

Platform Siting, Access, and Configuration 6.3.6.5

Curved alignments, horizontal or vertical, shall be avoided at platforms, where possible, to minimize gaps between vehicle and platform. If a platform edge radius must be used, it shall yield an ADAAG-compliant maximum gap size. Likewise, station structural systems should be designed to avoid columns on the platforms. Visual obstructions, alcoves, or other blind or hidden areas on the platform shall also be minimized.

Platform access points and vertical circulation elements should be situated to encourage balanced vehicle loading and unloading. The path of emergency egress along the platform must be clearly delineated and lead as directly as possible to an area of safety.

Passenger Circulation 6.4 General Design Requirements 6.4.1

Codes and Standards 6.4.1.1

Passenger circulation shall be configured to provide safe, barrier-free, and convenient movement throughout the station in compliance with the following standards and requirements: • Egress – NFPA 130, Standard for Fixed Guideway Transit and

Passenger Rail Systems, 2017 Edition. • Accessibility

− U.S. Access Board, ADA Accessibility Guidelines for Buildings and Facilities (ADAAG).

− U.S. Access Board (adopted by U.S. Departments of Justice and Transportation),

− ADA Standards for Transportation Facilities. • Normal Operations – TCRP Report 165, Transit Capacity and

Quality of Service Manual.

Design Principles 6.4.1.2


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The primary circulation route is defined as the route used by a)patrons between the station entrance(s), fare control area(s), and boarding platform(s). Accessible routes shall be coincident with the primary public route to the greatest extent feasible.

All transfer connections to existing transit facilities should be b)accessible between the LRT platform and the platform of the existing facility.

Machines for purchasing fare media shall be fully accessible. c)Communications devices shall also be accessible and provisions shall be made for the hearing and visually disabled.

VCEs should be positioned to facilitate right-hand circulation in d)order to minimize conflicting passenger movement and cross-flows (i.e., the “right-hand rule). When a stair and escalator are planned for side-by-side installation, the stair should be placed to the right-hand side of the escalator when looking down. Similarly, down escalators should be positioned to the right of up escalators when looking down. This strategy will encourage the use of stairs for descending movements and minimize crossing movements at landings.

Station equipment (e.g., fare vending machines) and amenities e)should also be positioned to discourage passengers from crossing the right-hand circulation pattern. Station design and directional signage should be developed to support right-hand passenger circulation.

Performance Standards 6.4.2

Level of service (LOS) performance standards provide a method for sizing passenger circulation elements, which respond to the demands of pedestrian behavior based on the Transit Capacity and Quality of Service Manual, 2nd Edition. Life safety codes and service standards governing egress assume emergency conditions and crush loads, respectively, and do not consider passenger comfort and convenience. In contrast, LOS performance standards establish a basis of design that provides for natural, free-speed movement and considers the physical dimensions of the human body and human locomotion in determining the practical capacity of passageways, stairs, escalators, elevators, and other passenger circulation elements. If the physical requirements of emergency egress under NFPA 130 exceed those based on the following LOS standards, the former will govern.

Level of Service Standards 6.4.2.1

The level of service standards are defined differently for walkways, platforms, stairs, and for queuing. They are all based upon normal, non-perturbed, peak 15-minute conditions, and as follows in Table 2.


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Table 2 - Levels of Service

LOS Applications Average Pedestrian Area

Occupancy C Walkways / Circulation Corridors 7 to 10

C Queuing for Platforms 7 to 10

D Stairways 3 to 7

D Queuing for Areas Immediately Adjacent to Stairs, Escalators and Elevators

3 to 7

Queuing & Runoff Space 6.4.3

Queuing and run-off zones must be provided at vertical circulation elements as well as certain station equipment and amenities at the lengths set forth in Table 3 below. The width of the queue zone shall match the width of the applicable element. Required queue zones shall not overlap one another except as specifically described below.

Table 3 - Minimum Required Queue Distances*

Elevators

12 Feet

1.5 times the depth of the passenger cab (refer to Figure 6 for special conditions

Escalators

30 feet from the escalator working point.

Refer to Figure 1 through Figure 4 for special conditions.

Stairs

10 feet from the riser.

Width of the stair

Queuing and run-off distance of adjacent paired escalator (where applicable).

Fare Vending Equipment

12 Feet

*Note: For each element, the minimum queuing distance shall be the largest of the scenarios listed and shall be measured to the nearest fixed object or similarly defined queue space.

Vertical Circulation Elements 6.4.4

Public Vertical Circulation – General Planning Criteria 6.4.4.1

Table 4 identifies VCE types to be used as primary means of public vertical circulation within passenger stations under normal station operation. Vertical circulation requirements for emergency egress are governed by NFPA 130, and shall apply in locations that conflict with this table.


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Table 4 - Public Vertical Circulation Warrants under Normal Station Operation

Vertical Rise Stairs Escalators Elevators Remarks

Greater than 20 feet

R(1) R Not be considered a means of normal public ascent of descent where the vertical rise between levels exceeds 20'.

16 to 20 feet R R(1) R Use paired escalators and stairs. Escalators shall be the primary for ascent (Note 1) Stairs will be primary for descent.

12 to 16 feet R R Elevators are required for disabled access within the station for vertical rise greater than 12 feet.

R – Required VCE Type for Application

Note 1 – Escalators may be replaced with Primary Passenger Elevators (as defined under 11.2.6.8) if LOS analysis yields an average wait time of 30 seconds or less, using not less than 3.0 sf/passenger to determine capacity.

Provisions of Adequate Capacity (Maximum Number of VCEs) 6.4.4.2

The quantity, width, and distribution of VCEs shall be determined by level of service needs, ridership analysis egress requirements, and travel/exit lanes. The minimum total number of public VCEs shall be adequate to handle the forecasted peak passenger design loads at LOS C during normal operations.

VCEs shall be located along the normal and direct path of passenger circulation and be visible and easily identifiable as a means of access to the levels they connect. In addition, VCEs shall be positioned to minimize the obstruction of circulation and sightlines within the station.

At grade-separated stations, enclosed exit stairs shall be provided at both ends of platforms when public area VCEs are not sufficient to meet existing requirements. Together, the public VCEs and the exit stairs should be adequate to handle emergency egress requirements in compliance with NFPA 130.

Minimum Headroom 6.4.4.3

The minimum headroom over a primary stair or escalator, as measured vertically from the line of the tread nosing to the underside of the ceiling, structure, or overhead obstruction, shall be at least 10 feet with 10 feet, as measured perpendicularly to the line of nosings, preferred. For signage, a minimum headroom of 8 feet 6 inches, measured vertically, should be maintained, with 8 feet 6 inches measured perpendicularly preferred.

Modular Planning and Interchangeability 6.4.4.4

Space should be provided for VCEs in modular units corresponding to the width required to install, remove, and maintain an escalator, and to enable the future interchange of escalators and stairs. The modular planning envelope for escalators should be determined by a review of acceptable manufacturers’ requirements and should accommodate the most restrictive envelope. In addition to these physical dimensions,


August 2018 42

space is required for inspection of escalator machinery and for installation and removal of escalator trusses.

Structural and mechanical provisions should be made during design to accommodate the future interchange of stairs and escalators provided in the original construction.

Escalators – Planning Criteria 6.4.5

Provide queuing and run-off space for escalators in accordance with Figure 1 through Figure 4. Assume LOS C for queuing areas.

Figure 2 - Escalator WP to Escalator WP, 45 feet (Escalators in Series)

Figure 1 - Escalator Working Point (WP to Obstruction, 30 feet)


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Per ASME A17.1, Paragraph 6.1.8, weather protection is required at outdoor escalators to protect equipment and riders from the elements. For design criteria of weather protection, see Figure 5.

Figure 5 - Weather Protection

Figure 4 - Escalator WP to Cross Circulation Area or Adjacent Queuing Area, 30 feet

Figure 4 - Escalator WP to Driveway or Roadway, 20 feet


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Escalators – Equipment Criteria 6.4.6

All escalators shall conform to the requirements set forth in the latest-adopted editions of the following:

ASME A17.1, Safety Code for Elevators and Escalators.

APTA RT-RP-FS-007-02, Heavy-Duty Transportation System Escalator Design Guidelines.

NFPA 130 and applicable life safety codes.

Key requirements are summarized below:

Planning Module: For a typical 40-inch unit, planning module of 6 feet.

Speed: 100 feet per minute (up to 70 passengers per minute).

Operation:

o Escalators shall be reversible to allow for peak time travel in either direction.

o During lower passenger traffic conditions, electronic sensors shall automatically phase back the power supplied to the motor and stop the escalators, when appropriate.

o Escalator start and stop controls and emergency procedures shall be coordinated with Fire-Life Safety/Systems and NFPA 130 requirements.

o Escalators shall be equipped with the following control features: PLC programmable logic controller, soft start, inspection speed, maintenance control station, and NEMA 3R or 4. A Central Controller Room shall also be provided.

o Provide stand-by power for escalators in the event of loss of the primary power. source.

o Provide remote monitoring of escalators.

Configure escalators with a minimum of:

o 3 flat steps for escalator rises less than 32 feet 10 inches. o 4 flat steps for escalator rises greater than 32 feet 10 inches.

Provide passenger safety features at all escalators, including:

o Comb plate lights. o Traffic direction indicator lights. o Skirt safety brushes.

Escalator Components:

o Truss – Structural steel construction, hot-dip galvanized, AWS certified welding, and galvanized drip pans. The deflection of the loaded truss shall not exceed one thousandth (1/1000) of the free supporting distance of not less than 50 feet under full static load including live load as of 320 pounds per 40-inch step instead of the 1/750 commercial grade requirement per ASME A17.1. Provide Automatic Sprinkler Systems and smoke detectors in the steel truss area of all escalators per NFPA 130.

o Step Chains – Precision roller chains, matched sets, not less than 4-inch rollers with sealed bearings, automatic lubricator, and tension carriage with dual springs, minimum Factor of Safety of 6.

o Steps – Certified for 674-pound loading, not less than 4-inch rollers with sealed bearings, spring clamp attachment to step chain shafts, die cast aluminum with demarcation. Heated steps for exterior escalators.

o Step Loading – Steps shall have a minimum rated load of 650 pounds with a minimum Factor of Safety of 8.

o Balustrade – All #316 stainless steel or ½-inch safety glass. o Handrail – Indoor/outdoor type, traction drive sheave, return roller

guides, newel rollers/wheels.


August 2018 45

o Comb plates – Aluminum comb plates, heated for street level escalators. o Drive Machines – Acoustically quiet worm or helical gearbox,

braking-code deceleration/stop distance, totally enclosed fan-cooled motors.

o Escalator drives shall be internal.

Elevators – Planning Criteria 6.4.7

Where elevators are warranted, provide not less than two elevators so that elevator service is available in the event that one elevator is out of service.

Queuing Distances 6.4.7.1

Elevators shall be provided with a queuing area to permit those passengers who are disembarking the elevator to exit without interference from those waiting to board. The transfer area directly in front of a one or two-car bank adjacent to each other should not be less than 1.5 times the car interior depth (see Figure 6) or 12 feet, whichever is greater. If the cars are opposite each other, the separation should be 2 times the car interior depth (see Figure 7).

Platform level elevators shall not open in the direction of the platform edge (see Figure 6).

Passageways and alcoves connecting elevators to mezzanines, concourses, corridors, lobbies, and other public circulation areas shall be less than 20 feet long to avoid creating a dead-end corridor (see Figure 8).

Figure 6 - Transfer Area, Adjacent Elevator Cars (Plan View)

Figure 7 - Transfer Area, Opposite Elevator Cars (Plan View)


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Elevator landings and approaches, including queuing areas, shall be located on flat surfaces with positive drainage away from hoistways.

Consideration shall be given to servicing and replacing elevators and elevator equipment during station operations. Elevators shall be designed so that routine operations and maintenance can be easily performed without disrupting normal station operations.

All hoistway and cab walls that abut public space shall incorporate glazed vision panels.

Provide security camera coverage inside each elevator cab and at each floor landing.

To the extent feasible, elevators should be placed in a consistent manner on the platform from station-to-station to facilitate customer wayfinding and orientation. In general, elevators should be centered along the length of the platform adjacent either to the middle car(s) of the train or at platform ends.

Weather Protection 6.4.7.2

Elevators that have landings at street level shall have overhead weather protection that projects out from the hoistway face, over the door, a minimum of 6 feet and a width of 8 feet, as illustrated in Figure 9.

Figure 8 - Passageway Queuing Distance (Plan View)

Figure 9 - Side Elevation of Elevator Hoistway


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Snow melting systems should be incorporated into the sidewalk areas in front of the elevator hoistway doors at exterior landings. These

systems should be a minimum of 8 feet wide and extend to the nearest street curb, or at least 20 feet. See Figure 10.

Elevators – Equipment Criteria 6.4.8

Requirements for elevator equipment in passenger stations include:

All elevators shall be Machine Room-less traction type. 6.4.8.1

All elevators shall comply with: 6.4.8.2

• APTA RT-RP-FS-007-02, Heavy-Duty Machine Room Less Transportation System Elevator Design Guidelines (or APTA’s Mid to High Rise, Heavy Duty Transportation System Traction Elevator Design Guideline when warranted by vertical rise).

• ASME A17.1, Safety Code for Elevators and Escalators. • All applicable ADAAG regulations on design, operation,

controlling heights, identification and emergency communications.

For purposes of this criteria, public passenger elevators and their 6.4.8.3equivalent cab sizes are classified as follows (also see Figure 11):

Primary passenger elevators shall be provided in locations a)where the primary public circulation route requires the use of elevators. Each cab shall be designed for 20 people, 4,500-pound capacity.

ADA and gurney elevators shall be provided in all other locations b)where elevators are warranted; each cab shall be designed for 18 people, 4,000-pound capacity, service shape (longer than wider).

Figure 10 - Elevator Snow Melting Area


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All elevator cabs shall be sized to accommodate a 24-inch c)by 84-inch ambulance stretcher in the horizontal, open position and shall be identified by the international symbol for emergency medical services (star of life).

Consideration should also be given to local ridership d)characteristics in selecting elevator sizes (e.g., a high percentage of bicycle commuters or customers with baggage may dictate the selection of larger elevators).

Door sizes shall be chosen as required to accommodate e)wheelchairs/gurneys, and not less than 3 feet 6 inches wide by 7 feet 8 inches high.

Speed at the passenger carrying capacity shall be 200 fpm. f)

Elevators shall be customer-operated and not restricted during g)normal station operations.

Glazing of the car and hoistway shall be completed as described h)above.

Security camera coverage of the cab interior shall be provided. i)

Emergency communication phones in the car shall connect to the j)Operations Control

Center Elevators shall be passenger/service type, using the larger k)passenger capacity criteria to determine the car’s rated load while designing for the appropriate freight-type loading condition.

The programmable home floor recall shall be coordinated with the l)fire department (AHJ)/Systems.

All transit elevator cabs should be designed with a minimum Class m)C3 rating, allowing for hand carts and driven floor washer machines.

Public Stairs 6.5 Planning Criteria 6.5.1

Public stairs are those intended for normal passenger circulation. In the event that these criteria conflict with applicable life safety requirements, the latter shall govern.

Stairs provided solely for emergency egress purposes or back-of-house use are governed by applicable life safety requirements.

Figure 11 - Public Passenger Elevator Sizes


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Wherever practicable, all public stairs shall be planned using a 6 feet modular width corresponding to the applicable escalator module (including installation and construction tolerances), and designed to facilitate replacement by an escalator in the future. The effective width of a stair between handrails shall be 5 feet; see Figure 12. Where use of an escalator modular dimension is not possible or appropriate, the minimum clear width of public stairs between handrails shall be 4 feet.

Figure 12 - Stair Section

Design Requirements 6.5.2

The following criteria shall be followed in the design of public stairs:

The minimum landing length for straight-line stairs shall be 54 inches. 6.5.2.1

The maximum riser height shall be 7 inches. 6.5.2.2

The minimum tread depth shall be 11 inches. 6.5.2.3

The maximum height between landings shall be 12 feet. 6.5.2.4

Cleaning runnels 6 inches wide shall be provided on both sides of each 6.5.2.5stair.

Open risers are not permitted. 6.5.2.6

A distinct visual contrast between the tread edges and treads and 6.5.2.7stringers shall be maintained. The upper approach and the lower tread of each stair shall be marked by a strip of clearly contrasting color at least 2 inches wide, placed parallel to and not more than 1 inch from the nose of the step or landing to alert the visually impaired. The strip shall be of material that is at least as slip-resistant as the other treads of the stair.

Exterior stairs and ramps at station entrances shall be covered for 6.5.2.8protection from rain and snow.

Where feasible, stairs will be paired with escalators to facilitate efficient 6.5.2.9and economical passenger movement, as illustrated in Figure 13 and Figure 14, below. Stairs adjacent to an escalator shall be parallel to the angle of inclination of the escalator (30°). The angle of the treads and risers is determined by the dimensions below, but the landings are used to keep the stair parallel to the escalator.


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Stairs and queueing areas shall meet the performance standards of 6.5.2.10LOS C.

Grade-Separated Stations 6.6 Public Entrances 6.6.1

All grade-separated stations shall have two emergency exits, of which one or both may be public stairs, provided they conform to the requirements of NFPA 130. Overhead weather protection shall be provided at all such entrances. Entrances to grade-separated stations shall be sited and configured so as to minimize conflict with existing pedestrian and vehicular movement. Connections to existing or proposed aerial pedestrian passages are encouraged, subject to the requirements for private entrances.

The main public areas of the station may include the station entrance, the control area, mezzanines, transfer corridors/bridges, and the station platform(s). The programmatic requirements for these public areas are determined by the capacity and functional requirements of their respective passenger circulation functions.

Private Entrances 6.6.2

The alignment will have stations that abut, or attached to, parking facilities that may be owned by third parties.

Where adjacent property owners wish to add access from the stations 6.6.2.1to their properties, such entrances shall be financed and maintained by the private enterprises.

Figure 13 - Stair / Escalator Section

Figure 14 - Queuing and Run-Off Space for Escalators with Stairs


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Any requested third-party access shall only be designed and incorporated after the designer receives specific direction to do so from SEPTA authorities.

All entrances shall be designed so that the station can be secured by 6.6.2.2SEPTA for scheduled or emergency closings. Fire- separation assemblies shall be provided where required by applicable codes. Private entrances shall not replace the required public entrance(s).

Ancillary Spaces 6.6.3

Ancillary spaces shall be provided in grade-separated stations. The design of ancillary spaces is contingent upon the functional requirements of the individual spaces, and their location and design should be subordinate to the public and transit-related functions of the station.

Support facilities shall be provided with secure and restricted access from the public spaces. In general, access points to support facilities should be consolidated to minimize security equipment, simplify access control, and minimize potential disruption of the public space.

Station ancillary areas include:

Electrical systems rooms, including station facility and traction power substations.

Signal rooms.

Ventilation rooms.

Plumbing and fire protection rooms.

Maintenance rooms.

Refuse rooms.

Communications rooms.

Staff toilets.

Staff locker rooms.

Staff lunch rooms.

Sewage ejector rooms.

Sump pump rooms.

Storage rooms for station cleaning equipment.

Signage & Messaging Displays 6.7System signage should direct persons to, though, and out of the system in an efficient, safe, and user-friendly manner. Signage shall be the primary wayfinding tool in stations and should present a clear and precise method for guiding patrons through organized, logical layouts. Displays shall be either static or electronic and shall be placed in locations which promote the patrons’ efficient use of the stations.

Signage and messaging displays shall be consistent in dimension and quantity across all stations and follow all ADAAG requirements and SEPTA Graphic Standards Manual. Customer Information Signs (CIS) and Variable Messaging Signage (VMS), if used, shall be integrated into the system as a fast and convenient means of updating passengers with the latest available information. When appropriate, stations shall incorporate signage directing patrons to other modes of transportation, or neighborhood destinations.

All other signage related to security and safety, equipment usage, schedules, or location (e.g., maps) shall be clear, legible, well-lit, and located to benefit both passenger flow and customer usage.


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Since NFPA 130 permits the use of open stairs and escalators as part of the egress system, the normal, fixed, surface-illuminated “EXIT” signs shall also function for emergency egress. Similarly, surface-illuminated fixed signing shall be used to direct patrons to “Areas of Rescue Assistance” or “Areas of Refuge”, when applicable.

The function of the sign shall determine its material and method of mounting. Wayfinding signs shall be fixed and constructed of porcelain enamel on steel. Station identification signage shall be mounted on station walls and at entrances, and shall also be constructed of porcelain enamel on steel. Room identification signs shall be plastic and conform to ADAAG requirements. Stair tags shall also conform to ADAAG requirements and be constructed of stainless steel and contain Braille characters.

Materials 6.8 Overall Material Performance Requirements 6.8.1

To the greatest extent possible, station design shall be based on a consistent use of finish materials as elements of continuity.

All finish materials selected for use in public areas should meet the goals of safety, durability, economy, and sustainability for a service life of 50 years, and as listed below:

Safety – Non-combustible construction to comply with all applicable codes.

Durability – Minimum life cycle of 50 years for principal materials, including resistance to graffiti and vandalism.

Economy – Cost-effective selections and standardization throughout the system

Environmental Excellence – Environmentally-friendly products with minimal or no adverse impacts on the environment.

Aesthetics – Architecture that possesses proportions, forms, rhythm, color and textures that please, while conveying a civic quality and avoiding the merely fashionable.

Testing Standards 6.8.2

The Architectural Specifications shall contain testing standards that support the performance criteria set forth in this section.

Durability 6.8.3

Materials and finishes shall comply with the following:

Life Cycle 6.8.3.1

Architectural materials shall have a minimum life cycle of 50 years. a)

Resistance to Graffiti and Vandalism 6.8.3.2

Materials and details that discourage vandalism and are difficult to a)deface, damage, or remove should be provided. All surfaces exposed to the public should be finished in such a manner that the results of casual vandalism can be easily removed with normal maintenance techniques. The design should include a description of procedures for the removal of more damaging defacement for each finish in public areas and within 9 feet of the floor surface. This shall be part of the system maintenance plan for the facility.

Surface Finish 6.8.3.3


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Applied materials should be hard, dense, non-porous, non-a)staining, and acid and alkali-resistant to achieve the service life with low maintenance.

Surfaces within reach of the public (up to 9 feet above floor level) b)must be scratch-resistant or patterned to hide scratches.

Finishes must be able to withstand any water or snow that c)passenger’s track into public station areas.

Abrasion Resistance 6.8.3.4

The abrasion resistance of finishes and materials is important to a)the longevity and maintainability of the stations over time. Finishes should be chosen according to their use to be resistant to wear and to conceal dirt and scratches. Finishes must also be able to resist cleaning materials and procedures over their lifetime. Floor surfaces must resist the abrasion of foot traffic and potential damage from delivery cart wheels and cleaning equipment.

Material Unit and Joint Size 6.8.3.5

Maintenance of joints is typically a source of maintenance a)problems. Therefore, material sizes should be large enough to minimize the number of joints yet small enough that the joint patterns help to disguise minor soiling and scratches and facilitate replacement of the panel if damaged. Monolithic materials may be used if they have inherent soil-hiding characteristics and can be easily repaired without noticeable effects.

Material Expansion 6.8.3.6

Control joints and expansion joints should be provided to allow for a)expansion and contraction. The width and type of joint material should be designed specifically for each joint. Joint color shall be coordinated with adjacent material finishes.

Freeze/Thaw Resistance 6.8.3.7

Selected materials should have low water absorption and the a)ability to resist freezing. Where tiles are used for interior applications that are subject to freezing but not to weather conditions, they shall be vitreous and impervious with water absorption rates less than 3.0%. Impervious (frost-proof) tiles with a water absorption rate of less than 0.5% are required when tiles are used for entry areas that are either directly or indirectly subject to exterior weather.

Chemical Resistance 6.8.3.8

Station materials and surfaces shall be resistant to chemical a)decay, including chemicals from de-icing salts, cleaning agents, oils, water, dirt, and other foreign substances tracked in by users.

Lightfastness 6.8.3.9

Lightfastness is defined as the ability of a material to retain its color a)over time. Finish materials should be resistant to ultraviolet rays, chemicals, salts, and dirt to minimize color change over the lifetime of the material.

Maintenance 6.8.4

Only materials suitable for SEPTA’s standard maintenance procedures should be selected, unless SEPTA’s explicit acceptance is obtained. In general, materials should conform to the following maintenance criteria:


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Removal – Finish material must be well-secured to substrate but easily removable for replacement. The material, fastening, and joint selections should allow a section of the finish material to be removed and replaced without damaging or affecting the adjacent portions of the finish surface.

Fasteners – Fasteners in public areas should be tamper-resistant and concealed whenever possible. The fastener design must also ensure that the connection of the finish to the substrate is secure so that vibration and movement do not affect the connection.

Surface Texture – Smooth surfaces are preferred over textured surfaces for ease of cleaning and because they are less prone to hold dirt and dust. Metal panels are an exception and should be textured to reduce the visual impact of scratches. Textured surfaces are also desirable where a slip-resistant feature is important and are acceptable where surfaces are difficult to reach and are therefore unlikely to be cleaned very frequently. A textured surface may hold dust without being visually apparent.

Attic Stock – Provide extra stock of materials likely to require replacement within the first 50 years, in quantities to be determined by the SEPTA.

Surface Reflectance 6.8.5

Surface reflectance of station materials and finishes is critical to ensuring adequate visual acuity within the stations. Materials and finishes should comply with the following:

Visual Perception – Illumination of station surfaces, particularly walls, contributes greatly to the passengers’ sense of enclosure, security, and place.

Energy Conservation – Lighter surfaces reflect more light, increasing the perceived brightness while consuming less energy.

Reflectance Values – In accordance with the lighting design, material and finish choices shall comply with the recommended reflectance value percentages in Table 5. Specular (mirrored) surfaces should be used only as accents.

The visually impaired prefer all finishes be matte-finished with the exception of elements that are safety-related (e.g., handrails). Color contrast is recommended to differentiate between floors and walls (e.g., a cove base that is polished or painted in an accent color). Note that reflectance values do not take into consideration the typical accumulation of dust and dirt in a station environment.

Table 5 - Reflectance Values

Material / Finish Choice Reflectance Value

Painted Surfaces (Ceilings / Walls)

55% to 70%

Unpainted Surfaces (Ceilings / Walls)

40% to 60%

Floors (Dark) 15% to 20%

Floors (Light) 20% to 30%

Attachments 6.8.6

Non-corrosive stainless steel attachments and exterior quality adhesives shall be used to eliminate hazards from dislodgement due to exposure to water, temperature change, vibration, wind, seismic forces, aging, or other causes.


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Low Dielectric Materials 6.8.7

A dielectric material is a substance that is a poor conductor/good insulator of electricity. To avoid stray current or static charges in the stations, especially near the tracks, materials with low dielectric constants and high dielectric strength should be selected for use wherever possible.

Acoustical Absorption 6.8.8

Station designs shall include acoustically absorptive materials. Absorptive materials should be provided to achieve acoustic intelligibility for the PA system and an aural environment in which people can communicate clearly and easily.

Acoustic Considerations 6.8.8.1

The design of the acoustical environment of the stations will be based on station reverberation times. The mid-frequency (500 Hz to 2 kHz) reverberation time (RT) within a station should not exceed 1.4 to 1.6 seconds.

In order to meet RT criteria, acoustical calculations shall be carried out for each station during final design to determine the amount, type, and placement of acoustical treatment required. Placement of acoustical treatment must be coordinated with the communication speakers to ensure aural clarity. The required amount of absorption will depend upon the station geometry and the volume of the station interior.

Sound-Absorptive Materials 6.8.8.2

There is a wide range of materials that can be employed to achieve the specified RT. Sound- absorptive material should comply with all applicable project building code requirements. In addition, the chosen materials should be resistant to vandalism, mold, and rodents. They should be easily cleanable where exposed to public view and resistant to degradation from the most cost-effective cleaning processes. The materials should also be stable and non-frangible when exposed to the anticipated normal and emergency pressures and vibrations (both positive and negative). Lastly, the materials should be suitable for a wet environment.

Communications Coordination Requirements 6.8.9

Material selection can affect the station communication system. Therefore, the following criteria should be followed when selecting materials and finishes:

Materials should be selected and located so as not to cause interference with wireless systems.

Placement of sound-absorptive material must be designed and coordinated with communication speaker specifications and locations to achieve PA intelligibility.

Public Area Surfaces 6.9 Floors 6.9.1

Flooring materials should comply with the ADA Accessibility Guidelines for Buildings and Facilities (ADAAG). Specifically, detectable warning edges shall be provided at platform edges; the edge color should contrast visually with adjoining walking surfaces. In addition, flooring materials shall comply with the coefficient of friction requirements specified in Table 6 - Coefficients of Friction (Floor)


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Table 6 - Coefficients of Friction (Floor)

Surface Wet Dry

General Floor – Level Interior 0.6 0.6

Floor – Exterior (Including Areas Immediately Adjacent to Entrances)

0.8 0.8

Stair Tread – Interior and Exterior 0.7 0.8

Ramp (Slope Greater than 3%) – Interior and Exterior

0.8 0.8

Tactile Tile – Interior and Exterior 0.7 0.8

Walls 6.9.2

Requirements for various wall-types are as follows:

Street-Level Walls 6.9.2.1

At subway entrances, retail locations, and vent building properties, materials that are compatible with adjacent buildings and with SEPTA requirements for durability and maintenance shall be used.

Track Walls 6.9.2.2

Materials shall be selected that have great longevity, resist abrasion and corrosion, and disguise or otherwise resist showing the build-up of dirt. They shall also be easily cleaned or easily replaced with minimal disruption of operations.

Unreachable Locations 6.9.2.3

Wall finishes not subject to direct contact by the public, i.e., those greater than 10 feet above the finish floor, may be subject to less stringent criteria or wear, staining, and maintenance, but must still conform to the requirement of a 50 year life span.

Natural Washing 6.9.2.4

Consider deliberate exposure of the exterior walls and glazing to rain, for natural cleansing, where this is not in conflict with shading for energy conservation.

Lighter-colored walls contribute to efficient illumination and provide a sense of security, enclosure, and place. Therefore, the designer shall specify walls of light colors whenever possible. Walls shall be demountable where required to provide access to systems for repair, installation, or inspection. In addition, the walls shall also be designed to withstand the impact of standard equipment such as cleaning machines and any impacts caused by patrons.

Ceilings 6.9.3

Finish ceilings shall be a minimum height of 10 feet above the finish floor. Care shall be taken to provide a robust ceiling system that is durable, easily accessible, and designed to endure repeated demounting to access, repair, and install the systems it houses.

Glass 6.9.4

Generally, all glass shall be laminated; consist of two layers with a clear, translucent, or opaque safety interlayer; and be strengthened at the minimum


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heat. Exceptions include glass doors, and station windscreens which may be constructed of tempered glass.

Miscellaneous 6.9.5

There are a number of surfaces that do not clearly fall into one of the surface categories listed above but are important to the safety, comfort and aesthetics of the stations. These include:

Elevators and Elevator Cabs 6.9.5.1

Elevator shaft enclosures and cabs shall have glazed areas to permit viewing into the cab for enhanced safety and security. Glazing shall be safety laminated. Horizontal and vertical framing and mullions shall be stainless steel.

Guardrails and Handrails 6.9.5.2

Barriers, guardrails, and handrails in station areas shall be metal or a combination of metal and glass. Typically, metal finishes should be Grade 316 stainless steel to better resist corrosion.

Security Gates/Shutters at Entrances 6.9.5.3

Security gates and shutters should be vandal-resistant.

Access Panels (Floors/Walls/Ceilings) in Public Spaces 6.9.5.4

Access panels shall be of the same material, color, and finish as the surfaces surrounding them and shall resist visible wear due to heavy use by maintenance personnel.

Non-Public Areas 6.9.5.5

Finishes for non-public station support areas must comply with the same performance requirements for safety, durability, and maintainability as other station finishes. Special considerations should be made for wear and tear resulting from tools and heavy equipment.

Station support area materials, although not necessarily subject to the same amount of everyday abuse and wear as are some of the public area finishes, should be easily maintainable and durable. Protective rails, wall guards and corner guards shall be used in any areas that utilize carts or light or heavy moving equipment, or will be otherwise prone to abuse because of the nature of the work in these areas. All materials acceptable for public areas are acceptable for non-public areas, provided the application is cost-effective. In addition, the following materials are acceptable for support areas, as long as they meet the life-safety, fire and other codes.

Acoustical ceiling tile.

Exposed fire-rated structure.

Concrete masonry unit (CMU), painted.

Vinyl composition tile (VCT).

Cement/vermiculite mix (smooth-toweled or spray-applied, non-exposed areas

Sustainability 6.10When selecting materials and developing designs, designers shall consider the sustainability factors listed below.


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• The life-cycle energy demands of each material, including extraction, processing, fabrication, transportation, marketing, decommissioning, and returning it to a readily usable state.

• Maximization of use of recycled content in materials where doing so is consistent with requirements for quality and durability.

• Selection of materials for a long, useful life.

• Selection of materials that can be cleaned with non-toxic and environmentally friendly cleaning products and processes.

• Selection of exterior materials that reduce heat island effects (e.g., light colored concrete in lieu of asphalted paving where appropriate and feasible).

• Use of low-emitting paints, sealants, adhesives, carpets, and composite wood products in design specifications.

• Integration of recycled materials.

• Use of materials with "low embodied energy”, such as local timber and stone.

Lighting 6.11

General 6.11.1

This section identifies key architectural considerations in station lighting design. It is intended to supplement the standards, illumination levels and lamp types set forth in the electrical criteria.

Lighting and light fixtures in the street level entrances, mezzanines, platforms areas, circulation elements, and any other area exposed to the public shall be considered an integral part of the architectural design, subject to architectural review, to create a consistent overall approach and quality. Lighting design should incorporate concerns for architectural context, assist visual acuity, and enhance architectural drama, station identity, and image while contributing to energy conservation, ease of maintenance, and economy of capital cost. Three broad areas of concern must be considered:

Safety 6.11.1.1

Lighting should convey a sense of safety and security for passengers, employees, and the public. Properly lit mezzanines, platforms, and circulation spaces provide the rider with the perception of security. Lighting can contribute to greater safety when riders board and alight. By illuminating the wayfinding signage and delineating the circulation paths, lighting will increase the patrons’ sense of orientation and provide levels required during an emergency by the NFPA and International Building Codes.

Provide emergency lighting for stations utilizing the available DC a)voltage from the contact rail.

Economy 6.11.1.2

Lighting design shall conform to applicable energy consumption limit through careful selection of fixtures and lamp types, configuring lighting for ease of maintenance and employing a control system that tailors illumination to levels of passenger usage.

Natural Light 6.11.1.3

Where practical, station design shall incorporate natural light to reduce the need for energy-consuming light fixture


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Drama 6.11.1.4

Selection and design of lighting systems for the aerial platforms, mezzanines, circulation corridors, and station areas shall convey a coordinated approach. Lighting should accentuate architectural features and lend drama to the general appearance of the stations where practical and appropriate. In addition, lighting should complement the architectural forms, relationships, materials, textures, finishes, and colors.

Types 6.11.2

LED lighting equipment is the preferred source. 6.11.2.1

Sources with poor efficacy or color rendition index, such as a)mercury vapor lamps, shall not be used.

High-pressure sodium (HPS) and low-pressure sodium (LPS) b)lamps shall not be used for any public interior or exterior lighting.

Tungsten halogen light sources may be considered for specific isolated 6.11.2.2uses, such as for lighting of artwork, retail, information displays, etc. Neither tungsten halogen nor incandescent lamps shall be used for general lighting illumination.

Further requirements for specific applications are provided below: 6.11.2.3


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Security Systems – Lighting shall be designed to provide sufficient a)illumination for camera surveillance of all areas within the camera’s field of vision and to eliminate shadows dark enough to provide concealment of miscreants.

Vertical Circulation – In addition to the required illumination level at b)stairs and escalators, provide a higher level at the points of transition to those elements, including landings. Provide sufficient illumination inside elevator cabs to make the passengers within visible, through glass doors and walls, to those without.

Day Lighting – Introduce natural light into the station volumes c)wherever feasible. Locate and detail the glazing so as to be easily cleaned.

Complement Architecture – Lighting should reinforce its principal d)architectural concepts of organization, hierarchy, clarity of circulation, rhythm of elements, articulation of surfaces, creation of surface patterns, and the choice of material, color, and texture. Conversely, these elements should consider the illumination levels required for those spaces as a critical determinant of design. At the same time, the fixtures themselves shall form an integral part of the architectural language, whether as free-standing built-in or concealed objects.

Aerial Stations – Lighting at aerial stations shall minimize spill light e)or disabling glare onto adjacent properties or public ways. In addition, it should illuminate the architecture and art installations so as to augment the night identity of the stations and assist in wayfinding.

Surface Reflectance Values – Visual perception and passenger f)visual comfort shall be treated as critical lighting design objectives. To enhance visual perception and comfort while maximizing lighting system efficiency, the lighting design shall be coordinated with the architectural design to employ reflective floor, wall, and ceiling material as appropriate to the overall architectural design and practical from a capital cost and maintenance point of view.

Lamp Maintenance – To the greatest extent commensurate with g)other lighting goals, fixtures shall be located where lamps can be replaced without interruption of train service or passenger flow. Provisions should be made for the use, movement, and storage of movable equipment such as mechanized telescoping boom and arm or scissor lifts used to assist in maintaining light fixtures located in high ceiling spaces. At locations where it would be impractical or dangerous to use such movable equipment or set up stepladders to change light bulbs, such as inside escalator wells, light fixtures and lamps shall be suitable for re-lamping using changer poles or by gondolas suspended from ceiling or wall-mounted track.

Wayfinding – Lighting shall be coordinated with both static and h)electronic signage and designed to provide sufficient illumination for static signage. Reflections, glare, or brightly lit, competing surfaces adjacent to electronic signage should be avoided.

Guideway Architectural Elements 6.12This section describes the criteria for the design of the architectural aspects of the sections of the guideway.


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Handrails and Guardrails 6.12.1

In addition to other Codes and Standards referenced in this Chapter, 6.12.1.1handrails provided primarily for utilitarian use shall be designed in accordance with §49 CFR 214.

Handrails and guardrails shall be designed and specified to facilitate 6.12.1.2corrosion protection in accordance with SEPTA’s Structural Design Criteria and Guidelines, and shall provide stray current protection, and electrical grounding and bonding protection.

The diameter, spacing and anchorages for handrails shall also be 6.12.1.3designed to facilitate the use and fixation of commonly used fall protection equipment.

Infill Panels 6.12.2

Infill panels used to provide acoustical or aesthetic separation from the 6.12.2.1guideway and adjacent areas, the panels and their support components shall comply with SEPTA’s Structural Design Criteria and Guidelines, including, but not limited to Chapter 2 – Load Combinations and Chapter 9 – Bridges and Bridge-Like Structures.

Attention shall be given to wind, seismic, ice, dynamic, and fatigue 6.12.2.2loads particularly on cable or hanger rod supported structures, and other structures resisting dynamic and or oscillating loads.

Infill panels and their components shall be designed and specified to 6.12.2.3facilitate corrosion protection, stray current protection, and electrical grounding and bonding protection.


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Traction Power System 7. General 7.1

This criteria includes the technical and design requirements for supply and distribution of the traction Power System to transmit electric energy to the SEPTA vehicles on the extension of the King of Prussia Line.

The design of the traction electrification system shall be such that it shall provide sufficient electrical power to the vehicles during all operating conditions. The design shall include a safe and efficient operation of the system under many diverse operational and climatic conditions. The design shall be coordinated with the local electrical utility as well as the design of other systems such as the vehicles, signal/train control, communications, civil works, etc. to ensure compatibility of the Traction electrification system (TES) with other systems.

Requirements 7.2The traction power system should be a redundant system designed assuming worst case scenarios/conditions that could occur during normal operations and able to support a full peak period service in the event one substation is out of service at the same time. Means of shutting off power to the contact rail in emergencies will be provided locally at the substation.

All design work, equipment, materials, installation methods and testing shall conform to or exceed the requirements of the latest editions standards, regulations and codes. The most stringent requirement will dictate the minimum criteria where conflict may exist.

The standards, regulations and codes shall include but not limited to the following:

• AREMA Manual for Railway Engineering; AREMA

• AREMA Portfolio of Track Work Plans; AREMA

• American National Standards Institute; ANSI

• American Society of Testing Materials; ASTM

• Federal Transit Administration; FTA

• Federal Railway Administration; FRA

• Institute of Electrical and Electronics Engineers, Inc.; IEEE

• Insulated Cable Engineers Association; ICEA

• National Electrical Manufacturers Association; NEMA

• National Electric Code; NEC

• National Electrical Safety Code; NESC

• National Fire Protection Association; NFPA

• International Electrical Testing Association Inc.; NETA

• Occupational Safety and Health Administration; OSHA

• Underwriters’ Laboratory; UL

• Applicable State, Local and County Codes

• American Concrete Institute; ACI

• International Association of Corrosion Engineers; NACE

• American Iron and Steel Institute; AISI

• American Welding Commission; IBC


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• Environmental Protection Agency; EPA

System Voltages 7.3The nominal voltage of the system is 675 volts DC +/-, with no load voltage limited to 750 Volts

The vehicles will collect the traction power and auxiliary power from an over-running third rail. The third rail will be energized to a nominal 675 Volts DC from the DC substation. The running rails and associated equipment, such as impedance bonds and rail reactors, will be used for the return of the traction power current to the substation. The substation will be connected to the three-phase distribution network of the local electricity company and will include all necessary equipment to convert the AC supply voltage to 675 volt DC electrification.

The supply power shall be converted to direct current for powering of the trains.

Basis for Substation Location, Spacing and Rating 7.4The substation spacing and rating will be determined by the load flow study.

The Traction power Substation (TPSS) contract documents shall specify the requirements for the site layout, building access and maintenance vehicle access, site utility, conduits and cable interface requirements and any site enhancement requirements.

The transformer/rectifier rating will be extra heavy traction load cycle as defined in NEMA RI9.

The Engineer shall conduct traction power system load flow simulation studies including contingency operations with substation outages to determine the locations and ratings of TPSSs using industry recognized and proven software packages designed specifically for simulating railway DC Traction Power systems. The simulation input data shall include the following:

• Track gradients

• Track speed limits and speed change points

• Passenger station locations (or any other know signal stop, etc.)

• Electrical (including regeneration) and mechanical characteristics of the trains.

• Traction power substations

• Traction power distribution system, including positive feeder and supplemental cables, and contact rail.

• Traction power return system, including negative return and supplemental cables, cross-bonds, and running rail resistance.

• Vehicle data

• Train length

• Operating plan and train schedule

• Layover areas

The substation outage conditions considered shall be consistent with the specified levels of service reliability.

The rating, number of substations required and the approximate distance between the substations are determined after doing the load flow study. Substation locations shall then be selected at passenger stations or close to it where possible. The substation location shall be selected where real estate is available, accessibility to local utility for primary power and accessibility for maintenance. Based on the site location of the TPSS the load flow study shall be repeated so that a low voltage condition does not occur in the system. If


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the substation location cannot be moved and there is a low voltage condition in the system the transformer/rectifier ratings shall be changed or an additional rectifier unit shall be added to ensure the requirements of the operating system are met.

Normal Operation 7.4.1

The TPSS shall be designed to maintain sufficient power to provide Rush Hour Service and a minimize touch potentials of 50 volts.

Contingency Operation 7.4.2

The TPSS shall be designed to maintain sufficient power to provide Rush Hour Service and a minimize touch potentials of 50 volts with one of the traction power substations out of service.

Traction Power Substations 7.5 General 7.5.1

The TPSS will consist of all equipment between the interface point with 7.5.1.1the local utility and the interface point with the DC feeder system. The DC feeder system will include positive DC feeders from the substation interface manhole to the third rail connection point, negative DC feeders from the substation interface manhole to the running rail connection point and positive DC feeders from the substation to the third rail connection point.

The TPSS shall be designed to operate unattended. 7.5.1.2

It is assumed that the local utility company will provide dual feed 7.5.1.3medium voltage service at all substation locations.

All traction power substation equipment will be indoor equipment 7.5.1.4located within the substation building. The substation will include AC switchgear, AC cables, transformer/rectifier units, DC switchgear, positive and negative bus bars, negative drainage panel, DC cables and duct banks to an interface manhole with DC feeder system and substation housing and foundation. It will include grounding system, negative return system metering and protection system, auxiliary power system, heating and ventilation system inside the substation, batteries and charging system, security system, alarm and control system and supervisory system.

No adjacent traction power substations may be fed from the same 7.5.1.5medium voltage service.

Emergency power system to the equipment shall be included within the 7.5.1.6substation.

Substation Traction Power Equipment 7.5.2

The basic equipment will include the following:

All DC equipment will be rated for 1000 volts. 7.5.2.1

AC switchgear will be metal clad as defined by C37 series of ANSI 7.5.2.2specifications and SEPTA Standard Specification Section 264313-S2.

Rectifier transformers will be cast coil, self-cooled with primary voltage 7.5.2.3consistent with utility supply and equipped with appropriate taps.

Rectifier will be silicon diode type, natural convection-cooled. The 7.5.2.4rectifier will be a complete operative assembly consisting of the diodes,


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heat sinks, internal buses, connections, diode fuses and all other necessary components and accessories. It will consist of full-wave bridge providing 12-pulse rectification.

Transformers and rectifiers will be equipped with interlocked door 7.5.2.5switches that remove power and prevent energization of equipment when the door is open. See SEPTA Standard Specification Section 261219-S3.

Disconnect devices which do not have load-break capabilities will be 7.5.2.6equipped with interlocks to prevent unsafe operations. See SEPTA Standard Specification Section 263600-S.

Rectifiers and DC switchgear will be isolated from earth ground and will be equipped with monitoring devices which detect and annunciate the breakdown of insulation between the enclosure and ground, and between the enclosure and traction power positive potential. See SEPTA Standard Specification Section 261219-S3. Breakdown of insulation between the enclosure and traction power positive will cause power to be removed from the unit affected. Ground equipment located within 6 feet of the rectifier and DC switchgear equipment will be protected by electrical insulating material sufficient to increase the effective distance to the ground portion of the equipment to 6 feet. See SEPTA Standard Specification Section 263600-S.

Rectifier shall be designed to prevent damage to the rectifier elements 7.5.2.7and fuses by current-time overload relays. Thermal devices on heat-sinks shall take rectifier out of service and prevent rectifier operation under any combination of excessive ambient temperature, reduced heat-sink efficiency and/or excessive base load such that the rectifier elements and fuses are no longer afforded complete protection from failure by the current-time overload relays on occurrence of any load current and including short circuits. Thermal devices shall be mounted and wired for easy removal.

DC switchgear will be metal enclosed draw-out type feeder breakers 7.5.2.8equipped with load measuring auto-reclosing systems. Rate of rise relays and other sensing elements, which can discriminate between high-resistance faults and train starting currents, will be provided for all feeder breakers. DC switchgear will be remotely and locally controlled. Local control will be from a panel with protective shielding according to SEPTA Standard Specification Section 263600-S.

Each transformer shall be designed to withstand a full short-circuit with 7.5.2.9shorted low-voltage terminals at rated voltage on the high-voltage terminals in accordance with ANSI C57.12.00. The duration of the short-circuit current shall be as defined in ANSI C57.12.00. See SEPTA Standard Specification Section 261219-S3.

All parts of the rectifier unit, including the terminal connections and 7.5.2.10buss work, shall be designed to withstand a maximum DC fault on the DC output terminals of the rectifier unit without damage for the time period required for the AC line breaker to open and clear the fault.

The rectifier transformers shall match with the silicon rectifiers and the 7.5.2.11connected utility system to comply with the overall performance requirements regarding voltage regulation, efficiency, power factor, audible sound levels and short circuit performance.


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Transformer-rectifier units shall be designed for extra heavy duty 7.5.2.12traction service, capable of carrying two peak period loading cycles per day within a six-hour interval of each other.

Each transformer-rectifier unit in the substation shall be connected for 7.5.2.1312 pulse, double-way operation as per ANSI circuit No. 31. An Auxiliary Transformer, located within the rectifier transformer enclosure, shall be provided to serve local Substation auxiliary loads.

Transformer-rectifier units shall be capable of operating in parallel with 7.5.2.14each other without exceeding 10 percent maximum deviation from the proportionate share of its load when carrying any load between 50 and 150 percent of rated load when connected to primary sources of equal impedance.

Harmonics: 7.5.2.15

Each transformer-rectifier unit shall minimize generation of harmonics consistent with the design and construction requirements. See IEEE 519 for recommended maximum harmonic current and voltage distortion limits as measured at the service point. The vendor shall provide necessary documentation, calculations and test results to demonstrate compliance with IEEE 519.

Inherent Voltage Regulation: 7.5.2.16

• The transformer-rectifier units shall have linear inherent direct-current voltage regulation of 5.5 percent (plus or minus 0.25 percent), from one percent to 100 percent of rated load, when nominal primary voltage of 15kV is applied to the AC line terminals of the rectifier transformer.

• At 450 percent of rated kilowatt load, the inherent voltage regulation shall be such that the voltage at the rectifier load terminals is not less than 510 volts.

• No-load voltage shall not exceed 750 VDC. • Transformer-Rectifier unit displacement Power Factor: The

displacement power factor of each transformer-rectifier unit shall not be less than 0.95 from 25 percent to 100 percent full load at rated AC voltage.

Transformer-rectifier unit efficiency shall be greater than the following: 7.5.2.17

• 97 percent at 25 percent of full load rating. • 97.5 percent at 50 percent of full load rating. • 98 percent at 100 percent of full load rating. • 97 percent at 150 percent of full load rating. • 95 percent at 450 percent of full load rating.

Silicon Diodes: 7.5.2.18


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Hermetically sealed and mounted on adequate heat sinks, rated a)and tested in accordance with NEMA SK 60.

Parallel strings of diodes electrically and geometrically similar and b)as symmetrical as practical to help balance the normal and surge electrical characteristics of each string.

Provide one current limiting fuse in the connection to each diode c)complete with fuse monitoring system. Fuse monitoring system shall indicate a blown fuse. Blowing of one fuse in each leg shall not reduce capacity and shall not cause the safe junction temperature of the active diodes to be exceeded.

Each diode shall be capable of withstanding, at its maximum d)operating temperature during blocking periods, voltages having a value of 2.5 times its working peak reverse voltage without permanent change in diode characteristics.

Current Balancing Scheme: Employ a current balancing method to e)maintain current balance between paralleled legs in each phase and hold individual diode currents within guaranteed capability under all load conditions with one fuse per phase leg open. Matched diode methods will not be acceptable. The current unbalance shall not exceed 10 percent under all load conditions.

Voltage Equalizing Devices: For diodes connected in series, proportion 7.5.2.19reverse voltage equally across each individual diode. Transformers, bleeder resistors, or capacitors are devices, which may be used to achieve reverse voltage division.

Fuses: Current limiting designed to isolate the diode in case of failure 7.5.2.20and protect the other components of the rectifier, sized so that they will not blow on any external DC fault or loading condition, but will blow to clear any fault permitting reverse conduction. See SEPTA Standard Specification Section 261219-S3, Part 2, 2.2,K.

Bleeder resistor assemblies to control the rectifier open-circuit voltage 7.5.2.21to a value close to “EDO” (793 VDC maximum no load) shall be provided and connected across the DC output of each bridge, ahead of the interphase transformer.

Metering 7.5.3

Each utility feeder line will be provided with space for the utility 7.5.3.1revenue metering equipment.

Indicating meters will be provided to display AC line current, AC bus 7.5.3.2voltage, DC positive bus voltage, DC feeder voltage, DC feeder line current, DC negative bus voltage and DC leakage current. Metering shall be supplied to meet the utilities revenue metering requirements as well as the minimum:

• AC line current • AS bus voltage • DC positive buss voltage • DC rectifier current • DC feeder voltage • DC feeder current

Protection 7.5.4

The following protection will be provided for the medium voltage switchgear, rectifier transformer, rectifier and DC switchgear and as specified in SEPTA Standard Specification Section 261219-S3.


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Table 7 – ANSI/IEEE Device Number Table

DEVICE # DESCRIPTION RELAY FUNCTION

ETR TPSS EMERGENCY TRIP TRIP 86-1 & 86-2

26R-1 RECTIFIER DIODE OVERTEMPERATURE - 1ST STAGE ANNUNCIATES

26R-2 RECTIFIER DIODE OVERTEMPERATURE - 2ND STAGE TRIP 86-1 &

ANNUNCIATES 27 UNDERVOLTAGE RELAY -

32 REVERSE POWER RELAY - RECTIFIER CATHODE (DC) BREAKER

TRIPE DEVICE 72

32X AUXILIARY RELAY FOR DEVICE 32 TRIP 86-1 &

ANNUNCIATES

33R RECTIFIER ENCLOSURE DOOR SWITCH TRIP 86-1 &

ANNUNCIATES

33T RECTIFIER TRANSFORMER ENCLOSURE DOOR SWITCH TRIP 86-1 &

ANNUNCIATES

49T-1 RECTIFIER TRANSFORMER WINDING OVERTEMPERATURE - 1ST STAGE

ANNUNCIATES

49T-2 RECTIFIER TRANSFORMER WINDING OVERTEMPERATURE - 2ND STAGE

TRIP 86-1 & ANNUNCIATES

49AT AUXILIARY TRANSFORMER OVERTEMPERATURE ANNUNCIATES

50/51 INST. & TIME OVERCURRENT RELAY, PHASE (SINGLE PHASE)


50N/51N INSTANTANEOUS & TIME OVERCURRENT RELAY, NEUTRAL


51R RECTIFIER 3-PHASE TIME OVERCURRENT PROTECTION RELAY


52 AC CIRCUIT BREAKER -

58A RECTIFIER DIODE FAILURE, FIRST STAGE ANNUNCIATES

58T RECTIFIER DIODE FAILURE, SECOND STAGE TRIP 86-1 &

ANNUNCIATES 59 OVERVOLTAGE RELAY -

64G RECTIFIER ENCLOSURE GROUNDED ANNUNCIATES

64H RECTIFIER ENCLOSURE ENERGIZER (HOT) TRIP 86-1 &

ANNUNCIATES 64G DC SWITCHGEAR & RECTIFIER ENCLOSURE GROUNDED ANNUNCIATES

64H DC SWITCHGEAR & RECTIFIER ENCLOSURE ENERGIZER (HOT)


72 RECTIFIER CATHODE (DC) BREAKER -

86-1 LOCKOUT RELAY FOR RECTIFIER & RECTIFIER TRANSFORMER

TRIP 52, 72& ANNUNCIATES

86-2 LOCKOUT RELAY FOR DC SWITCHGEAR TRIP ALL DC BREAKERS

89 AC HIGH VOLTAGE LOAD BREAK DISCONNECT SWITCH -

89N RECTIFIER NEGATIVE DISCONNECT SWITCH -

99A RECTIFIER SURGE PROTECTION FAILURE - FIRST STAGE

ANNUNCIATES

99T RECTIFIER SURGE PROTECTION FAILURE - 2ND STAGE TRIP 86-1 &

ANNUNCIATES 129 DC FEEDER BREAKER LOAD MEASURING CONTRACTOR -

143 LOCAL/REMOTE SWITCH - DC FEEDER BREAKER -

150M DC FEEDER MULTI-FUNCTION RELAY (OVERCURRENT & ROR)

TRIP 172 & ANNUNCIATES


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DEVICE # DESCRIPTION RELAY FUNCTION

64G DC SWITCHGEAR ENCLOSURE GROUNDED ANNUNCIATES

64H DC SWITCHGEAR ENCLOSURE ENERGIZED (HOT) TRIP 86-1, 86-2

& ANNUNCIATES

172 DC CIRCUIT FEEDER BREAKER -

176 DC FEEDER BREAKER INSTANTANEOUS SERIES TRIP DEVICE

TRIP 172 & ANNUNCIATES

182 DC FEEDER BREAKER LOAD MEASURING RELAY -

183 DC FEEDER BREAKER VOLTAGE SENSING RELAY -

186 DC FEEDER LOCKOUT RELAY LOCKOUT

DEVICE 172

Substation Enclosure 7.5.5

The substation building should be masonry structures of sufficient size to house all TPSS equipment within the building. The building shall include floor slab, wall panels, doors, roof structure, waterproofing, insulation, insulated floor topping, removable equipment access panels, heating, ventilation and air conditioning (HVAC) equipment, ventilation louvers, fire and intrusion alarm panels, blue light station, telephones, interior and exterior lighting, power receptacles and other work associated with the erection and anchorage of the building.

The TPSS shall include an enclosure of the local control panel to centralize the local and remote control and indicator functions. The local control panel will house the annunciator, mimic display, control switches and interconnecting terminals for a SCADA System.

Substation Foundation 7.5.6

The substation foundation for the masonry building shall have a separate crawl space/cable vault beneath the building, accessible from the exterior of the building. The substation foundation shall be designed to prevent/reduce moisture level inside the substation. Foundation slab and wall design shall take into consideration soil boring information, the weight of equipment as well as lateral forces acting on the substation building, such as wind loads. These lateral forces will also determine the strength of the anchorage of the building connections to the foundation. The foundation shall be designed in accordance with ACI, NEC, NESC, IEEE 80 including state and local codes.

Foundation design shall also consider the spaces required to provide a “cable vault” beneath the medium voltage switchgear with access from exterior of the substation.

It is highly preferable that there be no equipment placed in an outdoor condition. If absolutely necessary, reinforced concrete pads will be designed to support outdoor equipment, taking into consideration the associated loads of the outdoor equipment and based on the standards and the codes mentioned above. These pads will be cast on a thick layer of crashed stone to prevent water accumulation and freezing beneath the concrete pads.

Substation Grounding 7.5.7

The substation grounding system shall provide safety to personnel and equipment. The grounding system shall consist of conductors and grounding rods. All metallic surfaces shall be grounding in accordance with IEEE 80, NESC


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and SEPTA practices including perimeter fences etc. The substation ground bus and connection with each apparatus shall a maximum resistance of 2 ohms. The overall system ground shall have a maximum resistance of 5 ohms as per IEEE 142.

The equipment enclosures and raceways for alternative current equipment, including AC switchgear and rectifier transformers shall be firmly grounded to the ground bus. Structural metalwork where exposed within the substation, supervisory control cabinets and ventilation equipment or ductwork shall be grounded to the ground bus.

The enclosure for the traction power rectifier, DC switchgear and DC positive buss work and metallic raceway supporting DC positive traction power shall be ungrounded and installed in such a manner as to maintain maximum possible resistance to ground. See SEPTA Standard Specification Section 261219-S3.

Where metallic enclosures interconnect grounded and ungrounded equipment (e.g. busway between rectifier transformer and rectifier) adequate insulation methods shall be employed to provide high resistance to ground.

Drainage Cables and Stray Current Measurement 7.5.8

A metal enclosure shall house the negative return bus and drainage connection. A manually operated negative disconnect switch interlocked connected via return cables to the main breaker. Space shall be allotted for provision of negative drainage board equipment including three cables from the AC switchgear insulated ground bus each connected through a blocking diode and drainage contactor.

Ventilation 7.5.9

The substation shall include independent force ventilation and/or Air Conditioning system to maintain the acceptable electrical equipment temperatures. While traction power transformers and rectifiers are operating at their overload cycle the room temperature shall be maintained as well as condensation control. To prevent the discharge of unfiltered air from street into the substation and to minimize the distribution of dirt and steel dust from the tracks, air handling equipment shall be install for this purpose.

Miscellaneous 7.5.10

The TPSS shall be equipped with CCTV, telephone service, a fire alarm system and intrusion detection system.

The Fire Alarm System (FAS) shall provide indication and warning of abnormal conditions using smoke, heat and water flow information. The FAS shall be comprised of two sub-systems: the Station Emergency Management Panel (SEMP) and Emergency Voice Alarm Control System. Include detention and activation capability in the FAS that will transmit information to the Safety and Security Operations Command (SSOC). Interface alarm conditions with other system such as Station Ventilation and Air-Tempering (SVAT), elevators, escalators, entry/exit turnstiles and ancillary system such as the Customer Information System (CIS). The substation shall be issue visual and audible messages. Intrusion Access Control (IAC) system shall be provided.

The Emergency Alarm (EA) shall allow authorized personnel to quickly de-energize the third-rail within a particular traction power section by manually operating a control device with an EA box. Manual activation of the system will


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cause the operation of circuit breakers necessary to de-energize the affected section of third rail. The EA boxes will be located by a blue light to provide clear visual indication of the box location and corresponding Emergency Telephone (ET) to allow communication with the Rail Transit Operations (RTO) train master.

The TPSS shall be constructed to distribute DC power and to accept utility services that shall supply power to the connected load.

DC Feeder System 7.6 General 7.6.1

The DC feeder system will include positive DC feeders from the substation interface manhole to the third rail connection points, negative DC feeders from the substation interface manhole to the running rail connection points.

There must be wayside disconnect switches installed between the TPSS and the contact rail, and the substation negative cables should attach to the running rail through an impedance bond(s).

Cables 7.6.2

The traction power cable cables connected to the DC feeders breakers to the contact rail and from the running rails to the negative bus shall be sized to accept maximum overload currents with a temperature rise not to exceed safe insulated design limits of the cable, based on a minimum insulation life of 30 years.

Cable will be terminated to the contact rail by means of lugs exothermically welded to the rail and cables. Connections to the running rail shall use Cembre-type connections.

DC feeder cables shall be uniformly sized in multiples of 2,000 kcmil or equivalent of 1000 kcmil & 500 kcmil cables. The Cable insulators shall be flame retardant, low smoke, halogen free, low toxicity heavy-duty type. All cables shall have 2 kV rated insulation.

The cables shall have sufficient conductivity to maintain lower traction voltage levels within the limit defined, confining the mayor voltage drop to the contact and running rail, rather than permitting excessive voltage drop in the connection cables. See SEPTA Standard Specification Section 260513-S2.

Contact rail constitute a vibrating mass therefore provision shall be made in the design of a cable termination to the rail to ensure secure connection.

Conduits, ducts, manholes and cableways will be provided for:

AC supply cables from the traction power substation to the point of entry (POE)

DC supply cables from the traction power substation to the third rail system

DC return cables from the running rails to the traction power substation

Conduits will be provided from the TPSS to a wayside switch and then from the wayside switch to the contact rail (if necessary).

Raceways 7.6.3

The basic requirements to be incorporated into the design of raceways 7.6.3.1and cableways will include the following:

• All material manufactured for use as conduits, raceways, ducts, boxes, cabinets, equipment enclosures, and their surface finish


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material will be suitable to withstand temperatures of 932° F for one hour, and will not support combustion under the same temperature condition.

• All conductors will be insulated. Minimum thickness of insulation and jacket will conform to the National Electric Code (NFPA 70) for the voltage intended.

• All insulation will conform to Article 310 of the National Electric Code and be moisture and heat resistant types carrying temperature ratings corresponding to the conditions of application. Only insulation materials designed for temperature ratings higher than 194° F will be used.

• All cables in open raceways and in underground areas will pass the flammability requirements of Type Test of Class 1E Electric Cables, Field Splices, and Connections for Nuclear Power Generating Stations (Institute of Electrical and Electronic Engineers, 383).

• All cables, conduits and raceways will pass the Smoke Generation of Solid Materials (NFPA 238)

• All cables, conduits and raceways will be rated for outdoor usage.

DC power cables shall be installed in conduits, or racked in cable trays. These raceways shall provide adequate cross-sectional area to permit a neat alignment of the cables and avoid crossing and twisting. The cables must not be arranged in more than one layer. Positive and negative cables shall have separate raceway. Yellow warning tape 6 inches wide marked “DANGER – HIGH VOLTAGE” shall be labeled 12 inches above concrete encasement in backfill. Due to the vibrating mass of the contact rail, the cable termination to the rail must be secured. All conduit stub-ups shall be protected against damage during construction operations. All exposed conduits shall be sealed at the ends.

Duct banks shall be made of fiberglass reinforced epoxy duct or 7.6.3.2Schedule 40 PVC conduit encased in concrete buried in the earth or embedded in the tunnel walkway. Conduits size, maximum total turns (degrees), minimum embedment depth below grade, manhole spacing and duct gradient are required to design the duct banks. See SEPTA Standard Specification Section 260513-S5.

Contact Rail System 7.7 General 7.7.1

Contact rail, insulators, protection board, and all other details shall 7.7.1.1conform to SEPTA drawings E-5-27727 thru E-5-27730.

The contact rail shall be 85 pound ASCE steel base contact rail clad 7.7.1.2with aluminum extrusions on each side of the web, fastened at interval. The contact rail shall have a minimum Brinell Hardness of 90.

The length of rail shall be thirty-nine feet (39’-0”) when measured at a 7.7.1.3temperature of 80oF with a tolerance of +/- 7/16 inches.

The third rail current collector shall be of the overrunning type. The 7.7.1.4third base rail shall be manufactured in accordance with AREMA chapter 4, Part 2, Section 2.1-“Specification for Steel Rail”.

Provide contact rail heater system isolated from the contact rail power 7.7.1.5supply.


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Sectionalization 7.7.2

The traction power substations for the mainline will operate on a common DC network sharing the load. Sectionalizing capabilities shall be provided at all track interlocking and turnouts so that the sections of contact rail between interlockings can be de-energized at any point for track maintenance or in case of emergency. The intent is to limit the extent of the power outage zone and make possible single tracking around a problematic track segment, and the sectionalizing shall be designed to allow train movement through the interlocking during single track operation with rails electrically isolated.

The mainline sectionalizing shall be achieve by locating either the TPSS or a gap breaker station (GBS) at all double crossover track interlockings and using four-way sectionalizing of the two-track mainline contact rail.

Provide Gap Tie Stations (Remote Rooms) at feeder section breaks to provide a continuous DC loop over the entire system during normal operating conditions.

Disconnect Switches 7.7.3

Disconnect switches (normally opened) shall connect cables across 7.7.3.1these contact rail gaps to provide continuity during contingency situations.

Provide motor operated remote controlled sectionalizing switches. 7.7.3.2

Conform to SEPTA Standard Specification Section 261219-S3. 7.7.3.3

Configuration 7.7.4

Location and clearance envelope 7.7.4.1

The contact rails shall be installed to exact alignment and grade resting evenly and uniformly on all insulators. On curves, the rail shall be bent to conform to the exact radius of the curve by means of an approved rail bender. Contact rails less than twenty-five feet in length shall not be used unless approved by the Engineer. Each length of contact rail will be supported by a least two insulators. At least five inches clearance to any energized part of the contact rail shall be provided.

Attachment to track structure 7.7.4.2

The current collector shall be mounted to an approved fiberglass or other dielectric bracket, with sufficient insulation and arc interruption capacity to allow its mounting directly to a grounded portion of the truck.

Components 7.7.5

Contact Rail 7.7.5.1

The chemical composition shall be in conformance with AISI 1012 steel as modified below:


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Constituents Percent by weight

Carbon 0.10-.015

Manganese 0.30-0.60

Phosphorus 0.040 (max.)

Sulphur 0.050 (max.)

Copper 0.20-0.40

Silicon 0.15-.030 (max.)

Insulators 7.7.5.2

The contact rail is mounted on insulators such that the collector shoe runs on top of the contact rail. Feeder cables connections are by cable lugs connected to terminal pads bolted to the contact rail.

The lugs should be exothermically welded to the contact rail (If possible on 85 lb aluminum clad rail).

Brackets and Protection Boards 7.7.5.3

The protective contact rail cover board provides safety and protect against debris. The cover board shall enclose the contact rail on the far side from the track and the top, as well as partially on the trackside.

The protective cover board shall meet the NFPA 130 requirement concerning flammability and structural integrity, weight carrying capabilities. The protective board shall extend a minimum of twelve inches beyond the tip of the contact rail end approach, contact rail ramp.

End Approaches / Inclines 7.7.5.4

Shorts may be used to manufacture inclines. The rail ends shall not be chamfered. All contact rails shall be sawed at the ends. Both ends of the contact rails shall be trimmed or ground, when necessary, so that aluminum extrusions and the steel rail are flush, square and even length. The aluminum extrusions shall not extent beyond the end of steel rail.

Gaps 7.7.5.5

At crosswalks and special trackwork the contact rail system design layout shall ensure that one collector shoe of a married pair is always in contact with the contact rail. Electrical continuity across the gap shall be provided by jumper cables.

At power sectionalizing points gaps shall be of sufficient length to ensure collector shoe cannot bridge the gap.

At passenger station, non-bridging gaps are preferably located on the normal entrance side of the station. Rail gaps shall not be located within the station or at the exiting end of the station.

Continuity is normally provided through the DC switchgear.

The cutting and welding of the contact rail inclines shall be in accordance with AWS D15.2. A variation of not more than 1/32" in squareness shall be allowed.

Grounding and Bonding 7.7.5.6

The Negative buses of the traction power substations and entire negative return system shall be floating relative to earth, except for the


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temporarily grounded TPSS negative bus by a negative grounding device (NGD). Such grounding shall occur if the potential to ground of the negative bus in a substation exceeds the pre-set limit. The temporary grounding is a safety measure to guard against high rail potentials, which could be dangerously high, especially if due to positive-to-ground system faults.

Negative Return System 7.8The running rails are used as the negative return whereas the positive supply rail as the contact rail. The running rail shall be a continuously welded type. Bolted joint connections shall be electrically bonded and used wherever necessary. Impedance bonds shall be used to maintain continuity of the DC negative return circuit at locations where insulated joints are required. The reactors are connected between the negative equalizer bus and the impedance bonds. See SEPTA Standard Specification Section 26053-S2.

Corrosion Control 7.9Detail design shall take into account to minimize stray current to ground and to prevent premature corrosion failure on facilities and other underground structures and utilities. Corrosion Control engineer shall coordinate with other disciplines including mechanical, utility, electrical, civil, structural, trackwork, signal and communication so as to prevent corrosion.

Calculations 7.10Short Circuit, Relay Protection and Arc Flash calculations shall be performed by the installation contractor. The Short Circuit Study shall calculate the short circuit levels and determine if the specified equipment and cables can withstand the short circuit currents present. The Relay Protection study shall determine if all cables and equipment are protected from short circuits and overloads by Install’s Protective Devices.

The Arc Flash study shall determine the maximum Arc Incident levels and provide labeling and protective clothing, also safe distances. Base on use and calculation incident energy levels shall be determined and safe distance shall be marked on the substation floor.


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Signal System 8. General 8.1

The signal system to be provided for the King of Prussia Rail Project will be in all respects similar to the existing signal system in service on the present NHSL territory. The present signal system is a bi-directional, Automatic Train Control System (ATC), with wayside home signals only at interlockings and with cab signaling only provided between the interlockings. In addition, station call signals with an automatic “4th Rail” signal canceling feature are provided for “flag-stop” stations. The flag-stop stations on the King of Prussia Rail Project, as designated in the final procurement requirements, shall be provided with similar station call signals.

Design and Coordination 8.1.1

The design of the King of Prussia Rail project’s Signal System will be performed by the SEPTA Chief Engineering Officer – Communications and Signals, who will have full control and responsibility for the proper coordination with the existing Norristown High Speed Line system. The design will include modifications, as necessary, to existing Suburban Operations Control Center infrastructure.

The installation of all Signal System elements of work will likewise be installed by SEPTA in-house personnel.

Where portions of the design developed by the SEPTA Chief Engineering Officer – Communications and Signals must interface with the work of other disciplines, such as track work, the design engineer shall include notes in their construction drawings and specifications identifying those elements of work as “By SEPTA”. The notes shall alert the contractor to his responsibility for advanced coordination with SEPTA Communications and Signals personnel.

Functional Design Requirements 8.2The design of the Signal System shall be as directed by SEPTA’s Chief Engineering Officer – Communications and Signals. The following sub-sections are an outline of the Design Criteria information that will be defined by SEPTA.

The signal system shall provide safe train separation, overspeed protection and stop signal overrun detection. The interlockings shall also include supplementary systems such as snowmelters, redundant standby power transfer, fire and intrusion detection, and other systems to be defined in the final procurement requirements.

Operational Design Requirements 8.3The vital signal system logic for the new interlockings and intermediate track circuit locations to be provided for the King of Prussia Rail Project shall be Vital Microprocessor based. Track circuits shall be100 Hz steady-energy vane track circuits, providing track occupancy detection and broken rail protection, as required for the provision of speed control and for the enforcement of safe train separation. These steady-energy track circuits shall support the bi-directional transmission of 100 Hz cab signal codes. The 100 Hz cab signal code rates (in pulses per minute) shall be assigned the following authorized speeds (in MPH):


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Code Rate (PPM) Speed Control (MPH)

0 0

75 15

120 30

180 45

270 55

420 70

Audio Frequency Overlay (AFO) track circuits shall be used for partial track occupancy detection in the underlying 100 Hz track circuit, as required for provision of stop signal overrun protection, and also for switch release at Electric Lock locations. The new interlockings shall interface to the existing Suburban Operations Control Center Centralized Traffic Control (CTC) system. As with other recent NHSL signal upgrade projects, it is expected that the signal system design and furnish contractor will not be required to provide the modifications to the CTC control center to incorporate the new territory and interlockings.

Environmental Design 8.4 Housings and Wayside Equipment 8.4.1

Signal equipment installed in houses or cases shall function in accordance with all specified requirements and within a temperature range of -22°F to 158°F at relative humidity of 0 percent to 95 percent.

Electromagnetic Interference (EMI) 8.5The signal system design criteria should include a signal system EMI compatibility study of the specific electrical environment with which the new signal equipment must coexist in the vicinity of the proposed new Henderson Road station, where a PECO transmission line closely parallels the new King of Prussia Rail Project rail line.

Signal System Logic and Circuitry 8.6As defined by the SEPTA Chief Engineering Officer – Communications and Signals

Train-to-Wayside Communications (TWC) 8.7The Train-to-Wayside Communications System (TWC) wayside interrogators should be compatible with the specific vehicle mounted Transponders currently in service on the NHSL N5 car fleet.

Switch and Lock Movements 8.8As defined by the SEPTA Chief Engineering Officer – Communications and Signals

Signal System 8.9 Wayside Signals and Aspects 8.9.1

As defined by the SEPTA Chief Engineering Officer – Communications and Signals

Track Circuits 8.9.2



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Power 8.9.3

As defined by the SEPTA Chief Engineering Officer – Communications and Signals.

The existing NHSL facilities are 100 Hz fed by a 2400V 100Hz distribution system.

Houses 8.9.4


Installation 8.9.5

All field installation work, including insulated joints, will be done by SEPTA “in-house” forces from plans, specifications and training provided by the signal system design provided by the SEPTA Chief Engineering Officer – Communications and Signals.


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Communications 9. General 9.1

The communications systems to be provided for the new Norristown High Speed Line (NHSL) King of Prussia Rail Project will be similar to and generally compatible with the existing systems on the present NHSL territory. The spur will be an approximately 4 mile long double track elevated branch, extending from a wye type junction with the existing NHSL between the Hughes Park and DeKalb Street stations to a terminal in King of Prussia. There will be 5 new stations on the spur, including the new terminal station (at 1st and Moore).

Communications Subsystems 9.2 Radio 9.2.1

It will be required to determine if the existing radio base stations for the present NHSL can adequately serve the approximately four mile long King of Prussia Rail Project, or if a new radio base will be required in closer proximity to the new rail line.

Telephone 9.2.2

Except as otherwise defined in the final procurement document package, the following shall apply to Telephone Systems.

Telephone Systems shall include the following (as required):

o IP Telephony System o Emergency Telephone System o Fire Telephone System o Emergency Call Box System

The IP Telephony system shall be designed for console-less operation, with dial-up service from IP Telephony sets, manual ringdown service from Courtesy Telephone sets (as applicable), direct trunk line 911 connection from Emergency Call Box (ECB) locations, and public address access from selected IP Telephony sets. The equipment shall be of digital solid-state, modular design, utilizing the latest hardware and software technologies available at the time of implementation. Existing Communication Servers shall be used if already in place in SEPTA’s network. The hardware and software design shall be such that incremental increases in station lines and trunks, and modifications of user data (adds, moves, or changes) may be easily accomplished without affecting service to any existing lines and trunks.

The Emergency Telephone System shall consist of telephone sets installed in stations and wayside locations such as interlocking housings and traction power facilities. Lifting the handset at any emergency telephone location will place the caller on an immediate connection with an operator at the Suburban Operations Control Center (SOCC). The location of the calling party is displayed on the visual display at SOCC, and audio recordings are automatically made of the entire conversation. Lifting the handset shall initiate one-way inbound signaling to SOCC. The calling party shall then receive a "ringback" tone to indicate that the call to SOCC is ringing. The SOCC operator will answer the call by depressing the flashing console selector.


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The Fire Telephone system provides audio communication and visual signaling between handsets provided at various locations. The system is a dedicated closed loop design where all handset and jack box locations on the “party line” can communicate with each other up to six (6) handsets simultaneously. Lifting a handset from the hook switch or plugging into a jack box location turns on a normally off strobe light located above the telephone set, this in turn would begin to strobe at all locations on the system. The light shall continue to strobe until all parties hang-up and handsets are removed from the jack box. The handsets and strobe lamps are connected by a single communication cable providing conductors for both audio and signaling. The fire telephone system and strobe lamps are battery powered under constant charge. In the event of loss of AC power, the batteries shall have enough capacity to operate the system for 200 hours.

Emergency Call Boxes shall be located at various locations to provide a direct line to the security monitoring location at SOCC (locations of phones and security monitoring to be specifically defined in the final procurement requirements). Communications shall be hands-free after initially pushing a call button. A blue light with emergency strobe will be provided at each Emergency Call Box location. The Emergency Call Box telephone, strobe light and housing will be weatherproof, and provided with appropriate ADA approved signage.

Public Address 9.2.3

In addition to other requirements as specifically defined in the final procurement document package, the following shall apply to the Public Address (PA) System.

The PA equipment shall be of solid-state design. The equipment shall be rack-mountable with balanced outputs and powered from 120 VAC. The PA system shall be designed in accordance with EIA SE-104 and the following requirements:

Frequency Response: Plus or minus 3 dB over the frequency range of 9.2.3.130 Hz to 20 kHz, and plus or minus 1 dB or better over the frequency range of 250 Hz to 5000 Hz as measured from the local handset to the output of any speaker.

Total Harmonic Distortion (THD): Less than 1 percent over the 9.2.3.2frequency range of 30 Hz to 20 kHz measured at the output of any speaker.

Operating Performance: Ambient temperature between 0°C and 40°C, 9.2.3.3and relative humidity of 5 percent to 95 percent.

Headroom: ± 20 dB above nominal SPL, without increase in hum, 9.2.3.4noise, total harmonic distortion, or frequency response.

Hum and Noise: 80 dB below Nominal SPL. 9.2.3.5

Power Capacity: 50 percent greater than power output at nominal SPL. 9.2.3.6

The power amplifier shall be provided with a nameplate indicating power rating to satisfy design coverage, SPL requirements, and reserve capacity requirements. Power amplifiers shall conform to EIA SE-101 and to the following criteria:

o Frequency response: 80 Hz to 20 kHz flat ±1 dB; o Output: Constant 70.7 volts nominal, transformer isolated; o Overload Protection: Current limited, thermal overload; o Front Panel Controls: ON/OFF switch, volume control, fuse or circuit

breaker (maintainable from front of unit); o Listed for Protective Signaling Service; and o Supervised in accordance with NFPA 72.


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Compressors shall be provided to compensate for the varying audio levels of sources utilizing the system. An Automatic Level Control Unit (ALCU) shall be provided for automatic adjustment of announcement levels to speakers throughout the station. Sensing of the ambient noise on the platform and mezzanine levels shall be via separate microphones.

Variable Message Boards 9.2.4

Variable Message Board (VMB) signs shall be provided for all new station platforms on the King of Prussia Rail Project, and other station areas, with specific locations to be defined in the final procurement requirements drawing package. The VMB displays shall have a 6 mm pixel spacing and 5° face tilt, with a minimum viewing angle of 120°, and be capable of providing either a full color (RGB) or monochrome (amber) display (depending on the specific application). The VMB display shall be enclosed in a UL compliant cabinet with NEMA 4X / IP65 rating, suitable for extreme weather conditions and corrosive environments, with servicing from the front. The cabinet shall be configured as either single-face or double-face to satisfy site specific conditions. The display control software shall be DVS, capable of displaying text, graphics, logos, multiple font styles and sizes and satisfying ADA requirements. The displays shall operate on 120 VAC and provide for RS422 or Ethernet (wired or fiber) communication options.

Closed Circuit Television 9.2.5

This project will use the same standards as those currently in place and provided for in SEPTA’s existing Stations Video System platform. Applicable system hardware, software, client software, video storage, camera frame rates and other systems’ characteristics should mirror the current Stations Video System as defined by C&S. At the new stations a Closed Circuit Television (CCTV) system shall be provided for video surveillance of select areas in the stations, adjoining parking facilities, and any other SEPTA facilities, crossings or support equipment, and possibly at certain track areas (as applicable) at specific locations to be defined in the final procurement requirements drawing package. IP-based digital cameras will be utilized, providing video in MJPEG format. Cameras accessible to the public will be concealed or placed in protective, tamper-proof environmental enclosures and surface mounted beyond a person’s normal reach (plus an additional three feet). Recording or storing of images will not be done at any of the stations. Cameras will be located so that their Field Of View is not restricted by other station installations such as walls, ceilings, columns, signs, and luminaries.

The security monitoring location (to be the OGC/Video Center on the 5th floor at SEPTA’s headquarters at 1234 Market Street, Philadelphia) will have supervisory control of the video software and will be the primary location for displaying the surveillance video, and the location where video will be stored. This location is proposed to have two computer workstations and two large displays in order to access and view video from the new stations. In addition, the Suburban Operations Control Center (SOCC) will also have two computer workstations and one large display provided to access and view this video. The methods of display in each of these locations will be modified if it is determined that existing SEPTA systems can be utilized to view the surveillance video transmitted from the new stations, to be defined in the final procurement requirements.

A maximum of six live or stored video streams shall be viewable at any one time in the security monitoring location and the SOCC. Frame rates of 5, 10, 15, and


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30 fps for live video shall be available, with the frame rate user selectable for the stream being viewed. MJPEG-formatted video shall be stored at five frames per second. Stored video will be limited to the most recent seven days.

The connection into the existing SEPTA system is to occur at the 69th Street Terminal.

Carrier Transmission Subsystem 9.2.6

A Carrier Transmission Subsystem, consisting of fiber optic transmission links with multiplex and copper cable connections, shall be utilized to provide the network connectivity for various required services, linking together facilities on the new King of Prussia Rail Project and providing access to nodes on the SEPTA SONET network, which will provide redundant, fault tolerant connectivity to the main control center located at 1234 Market Street.

Supervisory Control and Data Acquisition (SCADA) 9.3The SCADA System used to control of the three present NHSL substations is the CG Automation ePAQ-9410 Multifunction Gateway (an upgraded from the original QEI system). This same SCADA equipment will be utilized for any required SCADA control and indication of new NHSL power system facilities from the existing main control center at 1234 Market Street, communicating over the SEPTA SONET network.

Centralized Traffic Control (CTC) 9.4The new interlockings being provided for the King of Prussia Rail Project will interface to the present Suburban Operations Control Center Centralized Traffic Control (CTC) system, where the NHSL is controlled today. The new interlockings are planned to be designed based on the same typical signal system logic and functionality as the existing NHSL, such that the “code charts” listing controls and indications for the new interlockings will be fully consistent functionally with the NHSL interlockings that are currently in service.

Access Control 9.5Access control for a door includes consists of a card reader, a “request-to-exit” device, an electrified lockset, an energy transfer hinge and a door contact (to monitor intrusions), all of which are to be integrated into one system. Access controlled doors shall be hardwired to an access control panel, which shall be located where depicted in the final procurement requirements drawing package.

Key-in-lever cylindrical locksets shall be Falcon Lock T Series or equal, and shall meet the new ANSI/BHMA A156.2, Series 4000, Grade 1 for key-in-lever locksets. Locksets shall be UL Listed (3 hour A Label) and equipped with electrified, fail-secure mechanism rated at 24 VDC, 0.18 amps continuous duty. Lever designs shall be solid and meet the Federal ADA and State disability requirements. Each door shall be equipped with one energy transfer hinge to enable the transfer of low voltage power from the hinge jamb to the electrified lock. Energy transfer hinges shall be Command Access model ETH or equal. Steel door contacts shall contain a hermetically sealed magnetic reed switch. Housings shall be molded from flame-retardant ABS plastic. Steel door contacts shall be GE Interlogix 1078 Series Steel Door contacts or equal.

Functional Requirements 9.5.1

Access control panels shall be connected to the associated station network switch, and shall report to the communications RTU that reports to 1234 Market Street. In addition, all doors equipped with access control shall be monitored by a varifocal lens camera. The specific location at which these access indications


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and video shall be monitored will be as defined as provided in the final procurement requirements document.

Fire Detection and Suppression Monitoring 9.6 Description 9.6.1

The Fire Detection and Suppression Monitoring System shall be a complete addressable fire alarm system, to be provided as defined in the final procurement requirements. The system shall satisfy the following National Fire Protection Association (NFPA) and Underwriters Laboratory (UL) standards:

o NFPA 70 National Electrical Code (NEC) o NFPA 72 National Fire Alarm Code o NFPA 72D Installation, Maintenance, and Use of Proprietary Protective

Signaling Systems o NFPA 72H Testing Procedures for Local, Auxiliary, Remote Station, and

Proprietary Protective Signaling Systems o NFPA 101 Life Safety Code o UL 268 Smoke Detectors for Fire Protective Signaling Systems

Performance and capacities of signaling line circuits shall be in accordance with NFPA 72, Class A, Style 2 alpha, and initiating device circuits shall be in accordance with NFPA 72, Class A, Style D. The system shall be electrically supervised, and shall use closed loop initiating device circuits with individual zone supervision, individual indicating appliance circuit supervision, incoming and standby power supervision. The system shall include a control panel, manual pull stations, automatic smoke and heat detectors, annunciator, all wiring, connections to devices, outlet boxes, junction boxes, and all other material and accessories as necessary to provide a complete operating system. All panels and peripheral devices shall be the standard products of a single manufacturer, and shall display the manufacturer's name on each component.

The Fire Alarm Control Panel (FACP) shall be housed in a NEMA 12 wall-mounted cabinet, red in color, with a door and viewing windows. All annunciator indications, operating controls, and instructions shall be clearly visible through the viewing window. The door shall be provided complete with a lock and two keys. A Liquid Crystal Display (LCD) of 2 lines by 40 characters shall be provided to annunciate each addressable device in zones, and represent these zones by alarm or trouble LEDs. The LEDs shall be located on the control panel. The FACP shall provide LED annunciation for all alarm zones with the following indications and controls: power on, reset, silence, trouble, and alarm.

The FACP shall provide remote control relays connected to supervised auxiliary circuits for control of fans, dampers, door releases (if applicable), and a 90-second delay timer circuit to initiate shutdown of station escalators (where provided) upon activation of a manual pull station. It shall also provide a normally open dry contact to initiate an automatic announcement on the station public address system upon activation of a manual pull station.

Fire Detection 9.6.2

Automatic detectors shall be provided. These shall be stable, solid state, addressable, unipolar ionization detectors capable of detecting visible and invisible products of combustion. The detectors shall be provided with a measuring chamber and a protected reference chamber sensitive to changes in temperature and humidity only. The measuring chamber shall be protected from


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damage and insects. The system shall provide a built-in five second delay to minimize detection signals due to transient smoke. The system shall be designed to safeguard radioactive parts and to protect circuitry against electrical transients, electromagnetic interference, and polarity reversal. The detector sensitivity shall be factory set and provide for field adjustment within the range of UL defined sensitivity. The detector shall be tamper-resistant and plug-mounted to a separate base. A built-in shorting device shall be provided to permit checking of the installation wiring before detector installation.

Suppression Monitoring 9.6.3

The panel shall communicate with other panels in the same remote facility, and report to the communications RTU that reports to 1234 Market Street. Individual points shall be reported to the RTU. The specific location at which these alarms shall be monitored will be as defined in the final procurement requirements document. The system shall also be designed for remote monitoring by SEPTA's TycoIS contractor.

Power 9.6.4

The primary operating power shall be 120 V AC, 60 Hz, no-break system power supplied with integral battery chargers capable of recharging standby batteries to 80 percent capacity within 12 hours. The system shall be provided with sufficient battery capacity to operate the entire system upon loss of normal 120 V AC power in a normal supervisory mode in accordance with NFPA 72. The supervised secondary battery power shall operate the entire system for 4 hours under normal system conditions. At the end of 4 hours, the standby source shall power the system under fire alarm conditions for 5 minutes. The system shall automatically transfer to the standby batteries upon power failure. All battery charging and recharging operations shall be automatic. All circuits requiring system-operating power shall be 24 V DC and shall be individually fused at the control panel.


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Facilities Electrical 10. Introduction 10.1

General 10.1.1

To the greatest extent possible, and consistent with achieving cost effectiveness and practicality of construction, the design shall:

Provide for safe, reliable, economic and continuous operation of the electrical system

Promote uniformity and standardization in both design and equipment

Facilitate the installation and maintenance of the electrical system

Provide reasonably cost-effective spare capacity for future use as defined herein.

Lighting to meet Crime Prevention through Environmental Design (CPTED) guidelines

These criteria shall be coordinated with the requirements of the Traction Power System, Signal System, and Communications chapters of this document.

Codes, Regulations and Standards 10.1.2

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

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

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

Local Codes and Regulations 10.1.3

Local codes and regulations and their amendments shall apply to all the work within the jurisdiction. The designer shall ascertain the jurisdiction(s) applicable to the work.

National Codes and Standards 10.1.4

The codes, standards, and regulations (latest edition) of the following national organizations shall be used, as applicable, in conjunction with the requirements of the local codes, standards, and regulations. The work shall be in compliance with, but not limited to, the associated publications included below:

American Institute of Steel Construction (AISC)

American Iron and Steel Institute (AISI)

American National Standards Institute (ANSI)

o C2 National Electrical Safety Code (NESC) o C84.1 Voltage Ratings for Electric Power Systems and Equipment (60

Hz)

American Society of Mechanical Engineers (ASME)

American Society for Testing and Materials (ASTM)


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American Welding Society (AWS)

Insulated Cable Engineers Association (ICEA)

International Electrotechnical Commission (IEC)

Institute of Electrical and Electronics Engineers (IEEE)

o 141 Recommended Practice for Electric Power Distribution for Industrial Plants

o 142 Recommended Practice for Grounding of Industrial and Commercial Power Systems

o 241 Recommended Practice for Electric Power Systems in Commercial Buildings

o 446 (ANSI) Recommended Practice for Emergency and Standby Power for Industrial and Commercial Applications

o 493 Recommended Practice for the Design of Reliable Industrial and Commercial Power Systems

American National Standards Institute (ANSI)/Illuminating Engineering Society (IES)

o RP-1 American National Standard Practice for Office Lighting o RP-7 American National Standard Practice for Industrial Lighting o RP-8 American National Standard Practice for Roadway Lighting

National Association of Corrosion Engineers (NACE)

National Electrical Contractors Association

National Electrical Manufacturers Association

National Fire Protection Association (NFPA)

o 70 National Electrical Code (NEC) o 72A Installation, Maintenance, and Uses of Local Protective Signaling

Systems for Guard's Tour, Fire Alarm, and Supervisory Service o 72C Installation, Maintenance, and Uses of Remote Station Protective

Signaling Systems o 72E Automatic Fire Detectors o 72F Installation, Maintenance, and Use of Emergency Voice/Alarm

Communication Systems o 78 Lightning Protection Code o 101 Codes for Safety from Fire in Buildings and Structures o 110 Emergency and Standby Power Systems o Standard on Fire Protection in Planned Building Groups

Occupational Safety and Health Administration Act (OSHA)

Uniform Building Code (UBC)

Underwriters Laboratories (UL)

Selection of Materials and Equipment 10.1.5

Material shall be UL listed, IEEE, NEMA or industrial heavy-duty meter 10.1.5.1whenever the listing is available.

Whenever practical, items specified shall be available from three or 10.1.5.2more manufacturers. Off the shelf items are preferable over customized items.

Distribution System 10.2 General 10.2.1

The electrical power distribution system shall be designed to be 10.2.1.1flexible, capable of accommodating future additional loads, and easily


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and economically maintained. Initial costs shall be considered along with life cycle costs.

The electrical distribution system shall be fully coordinated. Fault 10.2.1.2current calculations shall be based on expected short circuit levels, taking into account feeder impedance.

Where practical and economical: 10.2.1.3

• Locate the distribution and transformation equipment near the center of load.

• Supply 120/208-Vac panelboards by local step-down transformers. • Take full advantage of intermittent operation and any applicable

load diversity factors in rating feeders and equipment.

Electrical equipment shall be capable of operating successfully at full-10.2.1.4rated load, without failure, at an ambient air temperature of 60° C. Electrical equipment not rated for operation at that temperature shall be provided with air conditioning to meet the manufacturers’ operating temperature.

Classification of Electrical Loads 10.2.2

Essential loads are those required to be in operation during a disruption in the normal power supply to the facility. These include:

Fire alarm and public address systems

Emergency communications systems

HVAC and other mechanical equipment (and their controls) necessary for control of smoke and fire.

Equipment required for security surveillance (CCTV cameras) or where otherwise identified as necessary by security considerations

Voltage Levels and Control 10.2.3

Nominal utilization voltage levels and limits for the distribution of power 10.2.3.1shall be as follows:

120, 240 or 277-VAC for single phase, 60 Hz operation a)

208, 480-VAC for three phase, 60 Hz operation b)

Voltage drop from service entrance to farthest outlet, device or 10.2.3.2equipment shall be no greater than 5%, except for circuits supplying only motor loads or equipment rated for operation with a voltage range exceeding ± 10%.

Motors over 1/2 HP or devices or equipment over 2000 watts shall be 10.2.3.3supplied at 3-phase where practical. Preferred supply level is 480-VAC.

Groups of equipment, fixtures or devices shall be supplied from 10.2.3.4balanced: 3-phase, 3 or 4- wire, 60 Hz circuits where practical and economical.

Power supply to communication/signaling rooms, housings, or 10.2.3.5buildings, where supplied from passenger stations or other facilities, shall be at 480-VAC, 3-phase, 3-wire, 60Hz.

Power supply to fare collection equipment shall be 120-VAC. Power 10.2.3.6supply to surveillance cameras (CCTV) shall be at 120-VAV, except where powered from the communications system.

Distribution transformers rated 1 KVA and below shall be provided with 10.2.3.7NEMA standard full capacity, no-load taps.


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Control circuits shall be supplied at a minimum of 125-VDC, or 120-10.2.3.8VAC. Circuits in excess of 1000 linear feet shall be effectively protected from capacitive pick-up.

Electrical Equipment and Devices 10.2.4

Equipment shall conform to the applicable ASTM, NEMA, and ANSI 10.2.4.1standards.

Distribution equipment shall be provided with molded case circuit 10.2.4.2breakers and full bus extension behind spaces. Main circuit breakers shall be provided only where required by code or where the equipment is fed from taps.

Except as otherwise indicated, provide fuses of types, sizes, ratings, 10.2.4.3and average time current and peak let-through current characteristics as required by NEC.

Fuses, 601 amperes and larger switchboards, shall be UL Class a)“L”, current limiting, time delay, 600 volt, with interrupting rating of 200,000 amperes RMS symmetrical.

Fuses protecting lighting and appliance branch circuit panels shall b)be UL Class “RK –1”, current limiting, 600 or 250 volt, with interrupting rating of 200,000 amperes RMS symmetrical, and current limiting, time-delay for 100 amperes and less.

Fuses protecting motor control centers and transformers shall be c)UL Class “RK-1”, current limiting, time delay, 600 or 250 volt, with interrupting duty is over 100,00 amperes RMS symmetrical, and UL Class, “RK-5”, time-delay for up to 100,000 amperes.

Fuses protecting motor branch circuits shall be UL Class “RK-5”, d)time delay, 600 or 250 volt, 200,00 amperes RMS symmetrical interrupting rating, sized at 125% of motor nameplate full load amperes.

Motor control centers shall be NEMA Class I or Class II, type B, drip- 10.2.4.4shield. NEMA Type 1 gasketed enclosures shall be provided for indoor use.

Disconnect switches shall be heavy-duty safety switches with a quick- 10.2.4.5make, quick-break operating mechanism, with full cover interlock, and indicator handle.

Except where provided integrally with the mechanical equipment, 10.2.4.6motors shall be of drip-proof, open construction, NEMA Class B design with a Class F insulation system. Totally enclosed ventilated units shall be used where subjected to the weather or splashing water.

Transformers shall be dry-type, Class H 220 insulation. Taps shall be 10.2.4.7provided in accordance with the 10.2.3, Voltage Levels and Control subsection.

Supply from Traction Power Substations 10.2.5

Passenger stations shall be supplied power from a 3-phase, 4-wire 10.2.5.160Hz feeder originating at a nearby traction power substation, whenever practical and economical. The voltage level shall be coordinated with the traction power substation design

The capacity of the feeder shall allow for continuous operation at the 10.2.5.2station peak demand, with voltage drop not to exceed 3% between the


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substation transformer's secondary terminals and the feeder's terminals at the passenger station.

The feeder and its protective devices shall be coordinated with the 10.2.5.3station's main circuit breaker and service panel withstand ratings.

Feeder conductors shall be run physically separate of any traction 10.2.5.4power conductors, including within manholes, handholds or pull boxes, by means of the use of voltage level barriers. Minimum conductor size shall be #I AWG.

Electrical Service 10.3 General 10.3.1

Electrical service to facilities shall be provided from applicable electric 10.3.1.1utility circuits in the vicinity, except where the supply is from a traction power substation.

Passenger stations shall be supplied with a 100A service as a 10.3.1.2minimum.

Grounding 10.4 Passenger Station Grounding System 10.4.1

The design of the grounding system shall preclude any unsafe 10.4.1.1condition to system personnel, patrons, or the community at large.

Each passenger station shall be equipped with two ground rod beds, 10.4.1.2one at each end of the passenger station platform, interconnected by a copper cable ground loop embedded in the concrete of the station platform.

A copper bonding connection shall extend from the loop to every 10.4.1.3canopy-support and lighting fixture support column where it shall be welded by exothermic process. For those stations with electrical rooms, a grounding plate shall be affixed to one of the four walls. The grounding plate shall be connected to the ground loop in the station platform with a copper cable cad-welded at both ends. This grounding plate shall be used for connecting the grounding circuits of equipment placed in the electrical rooms. The passenger station grounding loop shall not be interconnected with any substation ground mat or any other grounding system.

Grounding Requirements 10.4.2

All non-current-carrying metal enclosures and all alternating current 10.4.2.1equipment shall be securely connected to the grounding system.

All grounded metal surfaces such as railings, furniture, etc. within 5 10.4.2.2feet of a vehicle stopped at the platform shall be insulated to prevent touch potential to ground.

Service entrance ground wires shall be sized in accordance with NEC 10.4.2.3Table 250-66.

Neutral conductors shall be grounded. Equipment grounding 10.4.2.4conductors shall be sized in accordance with NEC Table 250-122. Ground wires shall be protected by conduit, where such wires run exposed above grade in non-fence-enclosed areas, or are run through concrete construction.


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Equipment frames of motor housings, metallic tanks, metallic 10.4.2.5equipment enclosures, metal splicing boxes, and other metallic noncurrent-carrying metal items, shall be grounded.

Connections to earth shall be made in the same manner as required 10.4.2.6for system grounding.

Equipment or devices operating at less than 750 volts may be 10.4.2.7connected to secondary neutral grounding electrodes.

Metallic structures and buildings shall be grounded per NEC. 10.4.2.8

When required, grounding rings shall be installed using 4.0 bare 10.4.2.9copper cable with ground rods at least 25 feet intervals using exothermic weld connecting means as indicated on the plans in accordance with NEC requirements.

Equipment cases and devices shall be grounded. 10.4.2.10

Duct banks shall contain a concrete encased system bare copper 10.4.2.11ground conductor. The system ground conductors shall run continuously in duct banks, through handholes and other raceway boxes. The system ground shall be connected to the structure grounding systems to provide a continuous grounding system. Each metallic raceway, panel, switchboard, and other metallic devices associated with the electrical and control systems shall be bonded to this grounding system.

Lighting 10.5 General 10.5.1

All lighting shall conform to SEPTA lighting standards, “Standard Practice for the Illumination of SEPTA's Transit Facilities, No. PRAC00002”, Rev. 007.

The lighting system shall: 10.5.1.1

• Be relatively simple and economical to construct and maintain. • Be energy-efficient. • Be vandal-resistant (in spaces accessible to patrons or to the

general public). • Effectively control glare or other extraneous reflections in the visual

field.

Lighting system efficiency shall be achieved by: 10.5.1.2

• Selecting high efficiency light sources, ballasts, and appropriate fixtures;

• minimizing light spillage; and • employing supplementary luminaries to achieve high task-

illumination levels.

Consideration should be given to the location and arrangement of 10.5.1.3lighting circuits and panel configuration to accommodate retrofitted automated energy control devices.

Calculations 10.5.2

Calculations shall conform to the procedures and recommendations in 10.5.2.1the applicable IES publications (and their appendixes).

Generally, the methods to be followed shall be: 10.5.2.2

• General lighting of indoor spaces - zonal cavity method • Indoor task lighting - point-by-point method


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• Outdoor spaces - point-by-point

Illuminance Values 10.5.3

Illumination values – As per chart below or IES minimums if not 10.5.3.1indicated in chart:

Description Foot-

candles Min / Max

Station Platforms - covered (during

train occupancy) 17 20/15

Station Platforms - uncovered (during

train occupancy) 6 7/5

Stairs and Ramps 15 20/10

Exterior Station Lighting 5 8/3

Exterior Monument/Sign Lighting 15 20/10

Vehicle Parking – uncovered 2 4/1

Vehicle Parking – covered 5 8/2

NOTES: 1. All designated lighting levels are average and Max/Min Lighting levels

are to be achieved at the brightest and the dimmest point. 2. Additional task lighting may be required based on specific working

details. 3. “Covered” platform is defined as being an area with no appreciable

ambient light available. 4. “Uncovered” is defined as being an area with appreciable ambient light

available.

Exterior – except platform 10.5.3.2

Housing shall be IP 54 location rated as a minimum a)

LED shall be provided if commercially available. If unavailable, b)MH or fluorescent lamps may be utilized.

Style of fixture is to compliment overall architectural design of the c)station and platform.

Lighting fixture selection to be “dark sky” compliant. d)

Light trespass onto adjacent properties to be minimal. e)

Platform 10.5.3.3

Housing - IP65 minimum a)

LED shall be provided if commercially available. If unavailable, b)MH or fluorescent lamps may be utilized.

Style of fixture is to compliment overall Architectural design of the c)station and platform.

The location of the fixtures must be studied and coordinated with d)signage and signal location.

Lighting shall not interfere with train crew operations or train e)signals.

Lighting fixture selection to be “dark sky” compliant. f)

Light trespass onto adjacent properties to be minimal. g)

Emergency 10.5.3.4


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LED shall be provided if commercially available. Quartz restrike a)system shall not to be used with HID.

See “Emergency Power” b)

Exit signs 10.5.3.5

LED a)

Provide Internal battery if UPS or generator is not available b)

Lighting Controls 10.5.3.6

Wall mounted light switch a)

Occupancy Sensor b)

Electronic switchable breakers – controlled by internal panel c)controller (CPU) and external input devices.

Non switchable breakers - Contactor – Photo Cell & Time Clock d)control.

Emergency Power 10.6Utilize the available DC traction power for the emergency power supply. In addition:

Stations without conditioned space 10.6.1

Battery packs or internal ballasts with battery backup for lighting shall be provided if the emergency load is minimal.

Stations with conditioned space 10.6.2

Station or platforms - dedicated lighting inverter or UPS for lighting only 10.6.2.1

For station computer loads –dedicated UPS 10.6.2.2

Provide appropriate environmental equipment to maintain operating 10.6.2.3conditions for the lighting inverter or UPS.

UPS 10.6.3

UPS shall be rated for the environment where it is to be installed. 10.6.3.1Provide appropriate environmental equipment to maintain operating conditions for the lighting inverter or UPS.

UPS shall provide remote alarm annunciation. 10.6.3.2

Coordinate battery capacity, maintenance bypass and other optional 10.6.3.3equipment with SEPTA Engineering.

Emergency Generator 10.6.4

Where the operation of the station is required during power outage, 10.6.4.1provide an emergency generator. Coordinate capacity and options with SEPTA Engineering.

Covered platforms will require a dedicated UPS to provide continuous 10.6.4.2lighting. The UPS will be powered from the generator when available.


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Stray Current and Corrosion Control 11. General 11.1

The purpose of this chapter is to establish the standards and design policies for the stray current and corrosion control on the King of Prussia Rail Project. Specific objectives that have been established with regard to stray current and corrosion control are as follows:

• Maximize design life of light rail facilities by avoiding premature failure caused by corrosion. Minimum usable life shall be 50 years.

• Minimize annual operating and maintenance costs associated with material deterioration.

• Ensure continuity and safety of operations by reducing or eliminating corrosion related failures of light rail facilities and subsystems.

• Minimize possible detrimental effects to light rail facilities, and to facilities belonging to others, caused by stray earth currents generated by operation of a dc powered rail return transit system.

Pre-Design Surveying and Testing 11.2The designer shall conduct a Pre-Design Corrosion Control Survey prior to the design of the King of Prussia Rail Project.

This survey shall investigate potential corrosive effects on planned SEPTA facilities and equipment as well as the effects of the King of Prussia Rail Project installation on adjacent facilities and equipment not owned by SEPTA.

Components of the survey 11.2.1

The survey shall consist of gathering existing stray current conditions, soil corrosivity and atmospheric conditions or other factors affecting the level of corrosion that the project may experience if such conditions are not mitigated.

The survey shall provide information on equipment, piping, and other fixed facility data gathered from local utilities including any corrosion mitigation techniques currently installed by those entities, as well as any special requirements of those utilities concerning equipment types and installation requirements.

As part of the survey, tests of soil samples for PH, resistivity, chlorides (ppm) and sulfates shall be completed and shall be analyzed for potential corrosive effects. The tests shall be conducted every 500 feet, whichever is more frequent and at each proposed TPSS building site. Soil samples shall also be taken at a pipe depth level of approximately 4 feet. Where testing reveals existing stray current, the stray current shall be investigated as to the source, cause, duration and magnitude and shall be thoroughly documented in the report.

Survey Report 11.2.2

The pre-design corrosion control survey results shall be submitted in a report for review and acceptance by SEPTA prior to design.

Stray Current Control 11.3The concept of stray current control is to limit the level of stray earth currents at the source, specifically the Ling of Prussian Rail Project rail system in the area, rather than trying to mitigate the corresponding effects (possibly detrimental), which may otherwise occur due to NHSL operations. The basic requirements for stray current control are as follows:


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• Operate the NHSL mainline system without direct or indirect electrical connections between the positive or negative traction power distribution circuits and earth (ground).

• Consider the necessary features of the traction power facilities and/or the trackwork design such that maximum stray earth currents, emanating from the NHSL system during normal revenue operations, does not exceed 20 milliamps/1000 feet of track (two rails).

Trackwork 11.4Trackwork shall meet the following stray current and corrosion control requirements

Ballasted Track Construction 11.4.1

Design ballasted track for a minimum effective in service uniformly distributed track-to-earth resistance of 500 ohms per 1,000 feet of track (two rails).

Direct Fixation Track Construction 11.4.2

Design direct fixation track for a minimum effective in service track-to-earth resistance of 500 ohms per 1,000 feet of track (two rails). The resistance shall be met through appropriately designed insulated track fasteners.

Special Trackwork 11.4.3

Turnouts 11.4.3.1

Turnouts and crossovers shall be designed for a minimum track-to-earth resistance equal to that of adjacent trackwork.

Hardware 11.4.3.2

Switch machines, signaling devices, communication systems, and any other devices which may contact the rails, shall be electrically isolated from earth and/or insulated from the rail system.

Reinforced Concrete Structures 11.5 Bridge Structures 11.5.1

Ballasted track bridges 11.5.1.1

The following provisions shall be made on ballasted track bridges: • The structural surface supporting the ballast shall be well drained. • Provide a high volume resistivity waterproofing membrane over the

entire surface on which the ballast contacts the structure. The membrane must have been previously used on other transit bridge applications. Membranes where required by the manufacturer shall be protected with an asphaltic protective board immediately after the membrane is installed.

• Provide three ground rods at each expansion end of the structure, as a minimum.

Non-ballasted bridges 11.5.1.2

The following provisions shall be made on ballasted track bridges: • The top layer of reinforcement in the slab beneath the trackway

shall be made electrically continuous by arc welding the longitudinal bars at the splices.

• Collector bars shall be tack welded to the longitudinal reinforcement at each end of the structure. The minimum size of the collector shall be the same as the transverse reinforcement.

• A ground rod facility shall be provided at each end of the structure.


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• A minimum of three ground rods are required at each end of the bridge. Long bridges may require additional ground rod arrays. The ground resistance, when measured at the ground rod locations, shall be 5 ohms or less.

Retaining Walls 11.5.2

Reinforcing tie-backs used for reinforced earth retaining walls shall be non-metallic.

Corrosion Control for Buried Structures 11.6 General 11.6.1

Corrosion control criteria for below grade, buried metallic, and 11.6.1.1reinforced concrete facilities are dependent on the following:

• Material of construction. Use of aluminum or aluminum alloys for direct burial shall not be permitted.

• Location along the transit route. • Information contained in the Predesign Corrosion Control Survey. • Accessibility of the structure after installation. • A desired useful life of 50 years. • Maintenance requirements.

Non-metallic materials shall be used in the manufacture and construction of the various facilities where permissible and economically feasible.

Pressure Piping 11.6.2

Non-metallic piping shall be used where permissible and economically feasible. Where metallic piping will be used, the requirements specified below shall be met.

Cast Iron, Ductile Iron and Steel Pressure Pipe 11.6.3

External surfaces shall have a protective coating with a minimum bulk 11.6.3.1resistivity of 10 Meg Ohms.

Two 8 AWG wires shall be provided to test the coated pipe for coating 11.6.3.2holidays on site. The holiday detector voltage shall depend on coating thickness in accordance with manufacturers’ recommendations, and in accordance with NACE RP0274 and RP0188.

Interconnecting piping and other structures shall be electrically isolated 11.6.3.3using non-metallic pipe inserts, insulating flanges or couplings. The use of non-metallic, concentric support spacers and watertight end seals shall be used where the piping is routed through a metallic casing. An insulated connection shall be provided at all tie-ins to non-protected facilities.

Electrical continuity shall be maintained through the installation of 11.6.3.4insulated copper wires across mechanical joints (except those intended to be isolators), which shall be used for cathodic protection. For pipes smaller than 10 inches, two 4 AWG copper wires shall be installed. For pipes larger than 10 inches, three 4 AWG copper wires shall be installed.

Electrical access to the piping through test stations installed at buried 11.6.3.5insulated connections and along the piping at nominal 150-foot intervals shall be provided. Test stations shall consist of two 8 AWG insulated stranded copper wires exothermically welded to the pipe, and


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a separate 12 AWG insulated stranded copper wire welded or brazed to a 6-inch length of #6 steel reinforcing located 12 inches below the pipe. The three wires shall be terminated in a permanent, accessible, at-grade metallic curb box, or other SEPTA-acceptable enclosure.

Where insulated connections are required, two test wires shall be 11.6.3.6installed on both sides of the connection and terminated in a common test box.

Cathodic protection of the piping installation shall be provided through 11.6.3.7a sacrificial anode system. Facilities must also be included in the design of these systems to periodically evaluate the effectiveness of the cathodic protection installation and determine the level of corrosion control. Calculations shall be provided and submitted to SEPTA for a 50–year anode life.

Copper Pipe (Pressure) 11.6.4

Buried copper service pipe shall have an exposed, accessible, insulating union installed where the piping enters through a building wall or floor. A nonmetallic, insulating, watertight seal shall also be installed at each pipe penetration point to effectively separate the piping from building structural elements. Cathodic protection shall be provided where needed based on soil conditions.

Reinforced/Prestressed Concrete Pipe (Pressure) 11.6.5

Prestressed concrete cylinder pipe shall not be used in the area of the yard and maintenance shop facilities where an analysis of soil borings indicates the pipe will be exposed to chloride concentrations in excess of 200 ppm.

Design and fabrication of prestressed concrete cylinder pipe shall be in accordance with AWWA Standard C301, with the following provisions:

A minimum mortar coating thickness of 1 inch.

The use of 6-guage or larger prestressing wire. The use of Class IV wire shall not be permitted.

Use of Type II cement, or a sulfate fly ash modified Type II cement or Type V cement, when analysis of soil borings indicates the pipe will be exposed to soil sulfate concentrations in excess of 2,000 ppm, or ground water sulfate concentrations in excess of 1,500 ppm.

Electrical continuity between steel cylinder and prestressing wires at each end of a fabricated pipe section.

Provide a minimum of two longitudinal shorting straps for prestressing wire. Number and size of straps shall be determined on an individual basis.

Design of reinforced concrete pipe with steel cylinder including mortar coated steel pipe shall be in accordance with applicable AWWA standards. Cement requirements shall be in accordance with those listed above for prestressed concrete cylinder pipe.

Design and installation of prestressed and reinforced concrete cylinder pipe shall include the following minimum provisions:

o Electrical continuity between adjacent pipe sections by installation of continuity joint bonds.

o The number and size of the bonds shall be determined on an individual basis.

o In-line electrical insulating devices for electrical insulation of pipe from interconnecting pipe, other structures, and segregation into discreet electrically isolated sections depending upon the total length of piping.


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o Permanent test/access facilities to allow for verification of continuity and effectiveness of insulators and mortar coatings. Test facilities shall be installed at all insulated connections and at intermediate locations, either at intervals not greater than 500 feet or at greater intervals determined on an individual basis.

o The need to provide an external protective coating to provide an electrical and waterproof barrier shall be considered on an individual structure basis based upon tested soil and ground water conditions.

Gravity Flow Piping (Non-Pressurized) 11.6.6

Gravity fed piping for water drainage systems shall be non-metallic if mechanical considerations and soil conditions are suitable.

Corrugated Steel Pipe (Non-Pressure) 11.6.7

Galvanizing, both interior and exterior, shall be to a combined minimum 11.6.7.1thickness of 2.0 ounces per square foot of coated surface (interior and exterior).

Protective coating with a minimum resistivity of 10 Meg Ohms on the 11.6.7.2internal and external surfaces shall be of an asphalt or polymeric material. Hot-applied asphalt based coatings shall have a minimum dry film thickness of 50 mils, and an established performance record for the intended service.

Cast Iron and Ductile Iron Pipes (Non-Pressure) 11.6.8

Piping in this category shall have an internal mortar lining, and an application of a bituminous seal coating the internal mortar lining and external surfaces. External surfaces shall have an additional application of protective coating.

This coating shall consist of a cold-applied, polyethylene-backed mastic tape (minimum 20 mils total thickness) requiring a compatible primer for application, or a polyethylene encasement per the pipe manufacturer’s recommendations.

Reinforced Concrete Pipe (Non-Pressure) 11.6.9

A water/cement ratio of 0.45 or lower by weight shall be used to establish a low permeability concrete.

A maximum of 150-ppm at chloride concentration shall be allowed in mixing water and all other components and/or mixtures for concrete used in core fabrication and outer mortar coating.

Application of a bituminous seal coating shall be made to the internal and external surfaces of all pipes in this category.

Electrical Conduits 11.6.10

Underground electrical power conduits shall be of non-metallic construction (PVC Sch. 40, min., fiberglass, or similar material). The two exceptions to this would be for conduit bends in excess of 22.5°, and risers.

Where metallic conduits are necessary, the conduit shall be of galvanized rigid steel construction with a PVC topcoat (10 mils).

Piles 11.6.11

The piles that will be embedded in concrete at bent footings shall have an epoxy coating (minimum 20 mils dry film thickness). The coating shall completely cover


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concrete or metal surfaces, including any exposed reinforcing or prestressing steel.

Corrosion Control Components and Subsystems 11.7Site specific provisions for corrosion control components and subsystems for underground piping facilities, which are owned and/or the direct responsibility of SEPTA, shall be in accordance with guidelines established by NACE RP0169-92 and other applicable reference documents.

Electrical Continuity for Piping 11.8Electrical continuity shall be established by exothermically welding two or more 4 AWG insulated stranded copper wires (maximum of 18-inches in length) between or across the pipe joint or coupling that shall be made continuous in accordance with the following criteria:

Pipe Diameter (inches)

Number of bonds / wires

12 or less 2

greater than 12 3

Wires shall have 600V Type THW insulation.

Verification of pipeline continuity shall be completed prior to backfilling and again prior to final paving.

Electrical, Insulating Joints for Piping 11.8.1

Electrical insulating spacers for piping shall be achieved using nonmetallic inserts, insulating flanges, couplings or insulating unions. Concentric support insulating spacers are also required at locations where piping is routed through a casing.

Insulating devices shall have a minimum resistance of 10 Meg Ohms before installation, and shall have mechanical ratings equivalent to the structure in which it is installed.

Insulating devices (except complete non-metallic units) shall be coated internally with a high dielectric coal-tar epoxy for a distance on each side of the insulator equal to twice the diameter of the pipe in which it is used.

Insulating devices (except non-metallic units) buried in soils shall be coated with coal-tar tape or coal-tar epoxy coating with minimum dry film thickness of 20 mils. A wax-tape type coating system may be used with approval of SEPTA.

Insulating devices installed in chambers or otherwise exposed to partial immersion or high humidity shall have a protective coating such as coal-tar epoxy or equivalent applied to a minimum thickness of 10 mils over all components. A wax-tape type coating system may be used with the approval of SEPTA.

Sacrificial Anodes 11.8.2

Anodes shall consist of a galvanized steel strip core bonded to a magnesium alloy. The specific material used shall be dependent on the particular facility. The core shall extend the full length of the anode. Anodes shall be of the ingot type (meeting a 50 year design life) and shall be of specified weight and shape. Anodes with prepackaged backfill shall consist of a cloth sack containing a


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specially prepared backfill mix to provide a stable electrical contact between the anode and the soil. Connecting wires shall be single stranded 12 AWG copper, with THW insulation, soldered to the steel core strip and sealed against moisture penetration.

Pipeline Coatings 11.8.3

Coatings shall have mechanical characteristics capable of withstanding reasonable abuse during installation and earth stresses after installation for the design life of the piping being coated.

Generic coatings suitable for use on buried pipelines are as follows:

Extruded polyethylene/butyl base system,

Coal-tar pipeline enamels (hot-applied),

Coal-tar epoxies (two-component systems),

Polyethylene-backed butyl mastic adhesive tapes (cold-applied),

Polyethylene encasements systems (as approved by SEPTA),

Bituminous mastics may be used for irregular shapes.

Wax Tape Systems


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Reviews and Permits 12.As part of the NEPA process for the project SEPTA has initiated discussions and conceptual-level reviews of the King of Prussia Rail Project documents. Several of those agencies have jurisdictional authority over some or all of the design, and will have to be consulted during the further design development of the work. These have been defined either Cooperating Agencies, Participating Agencies, or both.

Agency Coordination Committee / Cooperating Agencies 12.1In parallel with, and in support of the NEPA process, SEPTA established an Agency Coordination Committee (ACC). The ACC is comprised of federal and state cooperating agencies that, by federal or state regulatory law, have jurisdiction in the project area.

The Cooperating Agencies include the following:

Federal 12.1.1

Federal Transit Administration

Federal Highway Administration

U.S. Environmental Protection Agency

U.S. Army Corps of Engineers

U.S. Fish and Wildlife Service

U.S. Department of the Interior, National Park Service, Valley Forge National Historical Park

Commonwealth of Pennsylvania 12.1.2

Pennsylvania Department of Environmental Protection (PaDEP)

Pennsylvania Department of Transportation (PennDOT)

Pennsylvania Historical and Museum Commission

Participating Agencies 12.2Participating agencies are those with an interest in the project. The standard for participating agency status is more encompassing than the standard for cooperating agency status described above. Therefore, cooperating agencies are, by definition, participating agencies, but not all participating agencies are cooperating agencies. The lead agencies should consider the distinctions noted below in deciding whether to invite an agency to serve as a cooperating agency or only as a participating agency.

The roles and responsibilities of cooperating and participating agencies are similar, but cooperating agencies have a higher degree of authority, responsibility and involvement in the environmental review process. The participating agencies identified for the King of Prussia Rail Project are as follows:

Federal 12.2.1

U.S. Department of Housing and Urban Development (HUD), Regional Office of Environment

U.S. Department of the Interior, Office of Environmental Policy & Compliance

U.S. Department of the Interior, National Park Service

U.S. Geological Survey, Environmental Affairs Program

Natural Resource Conservation Service

Federal Railroad Administration


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State 12.2.2

Pennsylvania Department of Environmental Protection (PaDEP)

Pennsylvania Department of Transportation (PennDOT)

Pennsylvania Historical and Museum Commission (PHMC)

Pennsylvania Fish and Boat Commission

Pennsylvania Game Commission

Pennsylvania Turnpike Commission

Regional 12.2.3

Delaware Valley Regional Planning Commission (DVRPC)

Greater Valley Forge Transportation Management Association (GVFTMA)

Montgomery County 12.2.4

Montgomery County Planning Commission

Montgomery County Department of Housing and Community Development

Montgomery County Department of Economic and Workforce Development

Montgomery County Division of Parks and Heritage Services

Delaware County 12.2.5

Delaware County Planning Commission

Chester County 12.2.6

Chester County Planning Commission

Upper Merion Township 12.2.7

Upper Merion Planning and Development Division

Upper Merion Parks and Recreation Department

Upper Merion Department of Public Works

Municipality of Norristown 12.2.8

Norristown Department of Planning and Municipal Development

Norristown Department of Parks & Recreation

Norristown Public Works

Permits 12.3The design engineer shall develop the design to be compliant with the terms and requirements of the following permits, and shall also develop those documents that SEPTA requires in order to fully complete the permit applications:

• PADEP Chapter 102 National Pollutant Discharge Elimination System (NPDES) Permit would be required to protect waterways from soil erosion and sediment migration during construction.

• Pennsylvania State Programmatic General Permit (PASPGP-4)

• Federal USACE Section 404 nationwide permit

• State general permit authorization where the guideway crosses existing waterways

A Joint Permit Application, combining the PaDEP Water Obstruction and Encroachment permit and the Corps of Engineers Section 404 permit, would be necessary for any wetland or stream impacts to Crow Creek, Abrams Run, and/or the Tributary to Trout Creek if there are impacts, i.e. structure installation or surface topography modification, within the 100-year floodplain of either stream. Each of these streams is a detailed study area through the


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project area, though the Tributary to Trout Creek is not detailed along American Boulevard and 1st Ave, just at in the vicinity of Mall Boulevard, and would be held to the stringent impact requirements that correspond with that, i.e. no increases in to 100-year water surface elevation allowed. Any impacts would require the Conditional Letter of Map Revision process to be followed. FEMA would then control the fate of the project and whether the project would be allowed. This should be avoided if possible.

• Upper Merion Township , Highway Occupancy Permit

• PECO

• Upper Darby Township

Sources of the Design Criteria In addition to the SEPTA standard documents, the AECOM team developed some of the criteria from experience with similar rail transit properties nationwide. Portions of this document were also developed using excerpts from other transit agencies, including Design Criteria Manual from Valley Metro (Phoenix); Amtrak’s EP4000 - Engineering Stations Standard Design Practices; BART Standard Specifications BFS R 3.1.1 (San Francisco); and RTD Light Rail Design Criteria (Denver).


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Appendix A - Clearances A.1 SEPTA NHSL Clearance Drawing


A.2 PECO ROW Clearance