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SEPTA Regional Rail

Station Design Guidelines

4/11/2012

By Warren Williams AIA

Project Control and Quality Assurance & Control

Engineering, Maintenance and Construction

Release 2

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Introduction

With over 150 regional rail stations to oper-ate and maintain, SEPTA is constantly hir-ing architects and engineers to design im-provements, complete renovations and, oc-casionally, completely new station com-plexes. We try to find A&E firms with past experience in transit, but we recognize there are many aspects of transit design which will be unknown or unfamiliar to the typical A&E firm. By developing these guidelines, we hope to provide direction to the A&E community on what SEPTA ex-pects to see in your proposed designs. Since railroad stations have been part of our lives in the Delaware Valley for so long, their familiarity sometimes makes us over-look their complex and potentially danger-ous, nature. In some ways they’re more like industrial facilities, with large machinery operating close to people, very high voltage electrical equipment, elevated platforms with unprotected edges and critical sight lines. Our railroad stations can’t be designed just for the experienced, physically fit, daily commuter. They must also work for those in wheelchairs, those who can walk but need railing to help them on ramps and stairs, young children who could easily fall though small gaps, and the first time user trying to find the right place to board the train. Our stations are also about more than just getting people on and off a train safely (alt-hough this is always the highest priority). As public, highly visible, buildings they are viewed as public assets which most com-munities want some ongoing control over. Because of this, SEPTA often faces intense scrutiny when it does any work on a station. Other factors complicate our dealings with local communities. Often, there are more complex site development standards in place now than when a station was last

renovated. New and tougher, landscape, storm water drainage and traffic require-ments may have to be incorporated into the renovation. In addition, many communities have historic preservation ordinances which frequently include the local railroad station. Their expectations for maintaining and re-storing “their” station may be very high. Finally, our riders, and particularly those who use us every day, are an extremely observant and critical audience. Small flaws and lapses in maintenance are noticed and brought to our attention. Shortcomings in our facilities are not distinguished from shortcomings in service. Many riders consider SEPTA to be “their” transit system and the operators and main-tainers as caretakers. They feel they have every right to be critical when we don’t take care of their system. When we design a sta-tion, we must keep in mind the total experi-ence from the rider’s automobile approach-ing our parking lot to when they board the train. Each step, from parking to ticket of-fice, to platform and to train must be as safe and pleasant as possible. Every failure can cause our riders to criticize us and even leave us for their automobiles. To help architects and engineers analyze these complex issues and then create a fa-cility which meets SEPTA’s needs, we have created these guidelines. They are intended to be neither encyclopedic, nor replace the consultants’ professional judgment. Instead, they are meant to document our experience and our preferences, and to direct the con-sultant to issues that must be addressed for a successful project.

The Guidelines The SEPTA Regional Rail Station Design and Construction Guidelines are divided into three parts. Part 1 – Preliminary Design – this section covers all the preliminary work to be done when working on a station design. In some cases, SEPTA will be able to provide both background information, and a preliminary layout of what it wants to achieve, but this information may not be complete or the pre-liminary plan may be based on inaccurate assumptions. While many projects don’t re-quire a lengthy preliminary design phase, on all but the smallest project, the consult-ant must spend some time gathering infor-mation and looking at the “big picture” of the project and its goals. Part 2 – Design Guidelines – this section addresses SEPTA’s design standards and preferences. In many cases, such as railing and signage, SEPTA has created standards which it expects consultants to follow close-ly. In other cases, such as the design of new station buildings and canopies, SEPTA has developed a typical design that may have to be modified to fit site conditions and other project requirements. Particularly since so many of our projects require modi-fying existing facilities, guidelines and standards must never substitute for sound professional judgment. Part 3 – Preparing Contract Documents – this section clarifies SEPTA’s expecta-tions for the set of contract documents to be produced by the design process. Part 4 - Materials and Components Guidelines – this section (under develop-ment) documents the materials, and their uses, that SEPTA prefers, and in some cases those that it has found unacceptable. Material choices will have an enormous im-pact on a facility’s appearance and main-

tainability. Since short and long term maintenance is such an important concern, SEPTA tends to be very cautious in its choice and use of materials.

Additional SEPTA Documents Other SEPTA documents have been creat-ed and compliment these guidelines. They are intended to cover in greater detail cer-tain aspects of designing facilities, but their content is not limited to the design of rail-road stations. Structural Design Criteria and Guide-lines – these have been written by SEPTA’s Structural Engineering Division. They cover the technical and procedural requirements for designing the structural components of a project. They also give de-tailed requirements for many structural ma-terials like concrete, structural steel and structural wood. Structural Engineering Right-of-Way De-sign and Construction Standards – these standards discuss the detailed require-ments when dealing with structures and other work within the right-of-way. Its major goal is to tell the contractor how to work safely within the right-of-way without desta-bilizing it. Particularly for work affecting the right of way, the contract documents should require the contractor to be aware of this document and it’s requirements. SEPTA Graphics Standards Manual – this document covers the graphic image, in terms of lettering, spacing, graphic symbols and color which SEPTA wants on all its signs. It generally does not cover material, mounting and sign frames, nor is it restrict-ed to railroad signage.

SEPTA Prototype Drawings – SEPTA has created a number of prototype drawings for platform panels, shelters, windscreens, rail-ings, sign frames and station buildings. Be-

cause new drawings are being created all the time and older drawings are being re-vised, the consultant should contact the SEPTA PM for the latest drawings.

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PART 1 SCOPING THE PROJECT AND PRELIMINARY DESIGN ....... 1

1.1 Understanding SEPTA’s Goals .............................................................. 2

SEPTA’s primary goal .............................................................................................. 2 1.1.1 Safety ................................................................................................................................................2 1.1.1.1 Durability............................................................................................................................................2 1.1.1.2 Usability .............................................................................................................................................2 1.1.1.3 Community asset ...............................................................................................................................2 1.1.1.4

Basic Station Construction Goals ........................................................................... 3 1.1.2 Minimize duration of construction (particularly at trackside) .............................................................3 1.1.2.1 Increased quality ...............................................................................................................................3 1.1.2.2 Standardize .......................................................................................................................................3 1.1.2.3 Increase customer satisfaction ..........................................................................................................3 1.1.2.4

Examples of project specific goals ......................................................................... 3 1.1.3 Improved accessibility .......................................................................................................................3 1.1.3.1 Lower maintenance costs and improved cost effectiveness .............................................................3 1.1.3.2 Other typical project specific goals ....................................................................................................4 1.1.3.3

Meeting regulations and codes ............................................................................... 4 1.1.4 Balancing SEPTA’s goals with local regulations and guidelines ......................... 4 1.1.5

1.2 Understanding Station Components ..................................................... 5

Site design................................................................................................................. 5 1.2.1 Vehicular circulation and parking lot design ......................................................... 5 1.2.2 Interacting with the railroad right of way ................................................................ 5 1.2.3 Pedestrian path of travel .......................................................................................... 5 1.2.4 Platforms ................................................................................................................... 6 1.2.5 Shelter and Canopy Design ..................................................................................... 6 1.2.6 Station Buildings ...................................................................................................... 6 1.2.7 Renovating existing station facilities ...................................................................... 6 1.2.8 Signage and communications systems .................................................................. 6 1.2.9

1.3 Information and deliverables .................................................................. 7

Information provided by SEPTA .............................................................................. 7 1.3.1 Provide an overall budget..................................................................................................................7 1.3.1.1 Provide basic station configuration information ................................................................................7 1.3.1.2 Provide right-of-way activity information ...........................................................................................7 1.3.1.3 Identify work limitations adjacent to track ..........................................................................................7 1.3.1.4

The consultant’s tasks ............................................................................................. 8 1.3.2 Path of travel survey ..........................................................................................................................8 1.3.2.1 Building condition survey...................................................................................................................9 1.3.2.2 Preliminary code analysis and code strategy ....................................................................................9 1.3.2.3 Identifying historical issues................................................................................................................9 1.3.2.4 Uncovering hidden conditions ...........................................................................................................9 1.3.2.5 Identifying governmental and citizen concerns .............................................................................. 10 1.3.2.6 Prioritizing improvements ............................................................................................................... 10 1.3.2.7

1.4 Creating the preliminary design ........................................................... 11

The Plan ................................................................................................................... 11 1.4.1 The Narrative ........................................................................................................... 11 1.4.2

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PART 2 DESIGN GUIDELINES .............................................................................. 12

2.1 Station Design Overview ...................................................................... 13

Station design challenges...................................................................................... 13 2.1.1 Multiple clients for the design ......................................................................................................... 13 2.1.1.1 The physical environments............................................................................................................. 13 2.1.1.2 Complex circulation paths .............................................................................................................. 13 2.1.1.3 Complex regulations from multiple governing bodies .................................................................... 13 2.1.1.4 Historical issues ............................................................................................................................. 14 2.1.1.5 The need to invest in facilities which will have a long useful life .................................................... 14 2.1.1.6

SEPTA’s expectations ............................................................................................ 14 2.1.2 Designing the whole project ........................................................................................................... 14 2.1.2.1 Designing with conflicting input ...................................................................................................... 14 2.1.2.2 The need for good professional judgment...................................................................................... 15 2.1.2.3

2.2 Site Design ............................................................................................. 16

Documenting existing conditions ......................................................................... 16 2.2.1 Establishing a legal description and address ................................................................................. 16 2.2.1.1 Identifying subsurface conditions ................................................................................................... 16 2.2.1.2 Analyzing existing utilities............................................................................................................... 16 2.2.1.3 Analyzing storm water conditions ................................................................................................... 17 2.2.1.4 Documenting existing traffic patterns ............................................................................................. 17 2.2.1.5

Utility design ........................................................................................................... 17 2.2.2 Service changes and upgrades ...................................................................................................... 17 2.2.2.1 SEPTA Utilities ............................................................................................................................... 17 2.2.2.2 Non-railroad utilities on railroad property ....................................................................................... 17 2.2.2.3

Storm water control ................................................................................................ 18 2.2.3 Determine municipal regulations .................................................................................................... 18 2.2.3.1 Components ................................................................................................................................... 18 2.2.3.2 Grates in the path of travel ............................................................................................................. 18 2.2.3.3

Landscape design and slope stabilization ........................................................... 18 2.2.4 Planters & accessories ................................................................................................................... 18 2.2.4.1 Planting choices and maintenance ................................................................................................ 19 2.2.4.2

Site Design Checklist ............................................................................................. 20 2.2.5

2.3 Vehicular Circulation and Parking Lot Design .................................... 21

Design & layout ....................................................................................................... 21 2.3.1 Parking design preferences ........................................................................................................... 21 2.3.1.1 Parking layout standards and stall size .......................................................................................... 21 2.3.1.2 Internal circulation .......................................................................................................................... 21 2.3.1.3 Pedestrian drop off and pick up ..................................................................................................... 21 2.3.1.4 Intermodal circulation ..................................................................................................................... 22 2.3.1.5

Construction ........................................................................................................... 22 2.3.2 Paving standards ............................................................................................................................ 22 2.3.2.1 Parking lot retaining walls............................................................................................................... 22 2.3.2.2 Traffic control and circulation ......................................................................................................... 22 2.3.2.3

Equipment & Accessories ..................................................................................... 23 2.3.3 Revenue collection equipment ....................................................................................................... 23 2.3.3.1 Space marker ................................................................................................................................. 23 2.3.3.2 Narrative sign(s) ............................................................................................................................. 23 2.3.3.3 Bicycle parking ............................................................................................................................... 23 2.3.3.4

Parking lot lighting design ..................................................................................... 24 2.3.4

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Lighting Standards ......................................................................................................................... 24 2.3.4.1 Equipment & Arrangement ............................................................................................................. 24 2.3.4.2 Mounting Details ............................................................................................................................. 24 2.3.4.3 Design Coordination ....................................................................................................................... 24 2.3.4.4

Vehicular Circulation and Parking Lot Design Checklist .................................... 25 2.3.5

2.4 Working with the right of way .............................................................. 27

Right of way features ............................................................................................. 27 2.4.1 Vehicle grade crossing ................................................................................................................... 27 2.4.1.1 Inter-track fencing and signage ...................................................................................................... 27 2.4.1.2

The right of way during construction ................................................................... 27 2.4.2 Protecting the right of way .............................................................................................................. 27 2.4.2.1 Trackside drainage ......................................................................................................................... 28 2.4.2.2 Protecting the catenary .................................................................................................................. 28 2.4.2.3

Retaining Walls ....................................................................................................... 28 2.4.3 Retaining walls for right-of-way ...................................................................................................... 28 2.4.3.1 Light duty retaining walls ................................................................................................................ 28 2.4.3.2 Choosing and describing retaining wall systems ........................................................................... 28 2.4.3.3

The design rail position ......................................................................................... 29 2.4.4 Understanding rail position and right of way conditions ................................................................. 29 2.4.4.1 Establishing the rail position ........................................................................................................... 29 2.4.4.2

Right of Way Design Issues Checklist .................................................................. 30 2.4.5

2.5 Creating an integrated pedestrian path of travel ................................ 31

Pedestrian circulation design issues .................................................................... 31 2.5.1 The primary goal - convenient, safe and useable .......................................................................... 31 2.5.1.1 Code issues - temporary construction ............................................................................................ 31 2.5.1.2 Code issues - exceeding the code ................................................................................................. 31 2.5.1.3 Code issues - accessibility codes .................................................................................................. 32 2.5.1.4 Code issues – existing conditions .................................................................................................. 32 2.5.1.5 Materials and their use ................................................................................................................... 32 2.5.1.6 Signage & decision points .............................................................................................................. 32 2.5.1.7 Lighting ........................................................................................................................................... 32 2.5.1.8

Walkways and ground level plazas ....................................................................... 33 2.5.2 Materials ......................................................................................................................................... 33 2.5.2.1 Potential construction issues .......................................................................................................... 33 2.5.2.2 Snow removal ................................................................................................................................. 33 2.5.2.3 Crossing public streets ................................................................................................................... 33 2.5.2.4 Existing materials ........................................................................................................................... 33 2.5.2.5 Asphalt walks and platforms .......................................................................................................... 33 2.5.2.6 Historic materials in the path of travel ............................................................................................ 34 2.5.2.7

Stairs and ramps ..................................................................................................... 34 2.5.3 Stair configuration issues ............................................................................................................... 34 2.5.3.1 Ramp configuration ........................................................................................................................ 35 2.5.3.2 Pedestrian curb cuts ....................................................................................................................... 35 2.5.3.3 Preferred materials and construction ............................................................................................. 35 2.5.3.4 Concrete field tolerances and constructability................................................................................ 35 2.5.3.5 Existing Stairs ................................................................................................................................. 36 2.5.3.6 Temporary and construction stairs ................................................................................................. 36 2.5.3.7 Lighting levels ................................................................................................................................. 36 2.5.3.8

Railing and fencing ................................................................................................. 36 2.5.4 Railing types and definitions .......................................................................................................... 36 2.5.4.1 Installation guidelines for non-code required railing ....................................................................... 37 2.5.4.2

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Material & Construction .................................................................................................................. 38 2.5.4.3 Fencing ........................................................................................................................................... 38 2.5.4.4 Grounding requirements................................................................................................................. 38 2.5.4.5 Existing railing ................................................................................................................................ 38 2.5.4.6

Pedestrian crossing points .................................................................................... 39 2.5.5 Dedicated tunnels ........................................................................................................................... 39 2.5.5.1 Highway underpasses .................................................................................................................... 40 2.5.5.2 Dedicated overpasses .................................................................................................................... 40 2.5.5.3 Overpass on a highway bridge ....................................................................................................... 40 2.5.5.4 Pedestrian grade crossings ............................................................................................................ 41 2.5.5.5

Creating an integrated pedestrian path of travel checklist ................................. 42 2.5.6

2.6 Platforms ............................................................................................... 45

Platform design ....................................................................................................... 45 2.6.1 Platform features ............................................................................................................................ 45 2.6.1.1 Platform configurations ................................................................................................................... 45 2.6.1.2 Special cases – center platforms ................................................................................................... 46 2.6.1.3 Center track boarding ..................................................................................................................... 46 2.6.1.4 Lighting levels and equipment ........................................................................................................ 46 2.6.1.5

Construction ........................................................................................................... 47 2.6.2 Foundation systems ....................................................................................................................... 47 2.6.2.1 Standard platform materials ........................................................................................................... 47 2.6.2.2 Concrete platform finishes.............................................................................................................. 47 2.6.2.3

Platform furnishings and accessories .................................................................. 48 2.6.3 Typical furnishings .......................................................................................................................... 48 2.6.3.1 Platform accessory finishes and colors .......................................................................................... 48 2.6.3.2 Platform accessory attachment ...................................................................................................... 48 2.6.3.3

Platforms checklist ................................................................................................. 49 2.6.4

2.7 Shelters and Canopies .......................................................................... 50

Shelter and canopy design .................................................................................... 50 2.7.1 Clearances and other regulations .................................................................................................. 50 2.7.1.1 Materials - durability and maintainability ........................................................................................ 50 2.7.1.2 Constructability constraints - trackside access .............................................................................. 51 2.7.1.3 Constructability constraints – flagging ............................................................................................ 51 2.7.1.4 Constructability constraints – site access ...................................................................................... 51 2.7.1.5 Modularization ................................................................................................................................ 51 2.7.1.6 Prototypes ...................................................................................................................................... 51 2.7.1.7 Grounding requirements................................................................................................................. 52 2.7.1.8 Catenary support structures ........................................................................................................... 52 2.7.1.9

Shelters ................................................................................................................... 52 2.7.2 Foundations .................................................................................................................................... 53 2.7.2.1 Materials and finishes ..................................................................................................................... 54 2.7.2.2

Canopies and windscreens.................................................................................... 54 2.7.3 Foundation systems ....................................................................................................................... 54 2.7.3.1 Canopy design ............................................................................................................................... 54 2.7.3.2 Roof systems .................................................................................................................................. 54 2.7.3.3 Windscreens ................................................................................................................................... 55 2.7.3.4 Glass block glazing for windscreens .............................................................................................. 55 2.7.3.5 Lighting ........................................................................................................................................... 55 2.7.3.6 Grounding requirements................................................................................................................. 55 2.7.3.7 Gutters and downspouts ................................................................................................................ 55 2.7.3.8

Shelter and Canopy Design Checklist .................................................................. 57 2.7.4

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2.8 Station Buildings ................................................................................... 59

Building Exterior ..................................................................................................... 60 2.8.1 Foundations .................................................................................................................................... 60 2.8.1.1 Exterior wall finish system .............................................................................................................. 60 2.8.1.2 Roof supports ................................................................................................................................. 60 2.8.1.3 Roof and gutter systems ................................................................................................................ 61 2.8.1.4

Doors and Windows ............................................................................................... 61 2.8.2 Doors .............................................................................................................................................. 61 2.8.2.1 Door hardware ................................................................................................................................ 61 2.8.2.2 Windows ......................................................................................................................................... 61 2.8.2.3 Bullet resistant ticket window ......................................................................................................... 61 2.8.2.4

Interiors ................................................................................................................... 62 2.8.3 Interior finishes and accessories .................................................................................................... 62 2.8.3.1 Floors.............................................................................................................................................. 62 2.8.3.2 Walls & Ceiling ............................................................................................................................... 62 2.8.3.3 Built in benches .............................................................................................................................. 62 2.8.3.4

Mechanical and Electrical Systems ...................................................................... 63 2.8.4 HVAC Systems ............................................................................................................................... 63 2.8.4.1 Plumbing guidelines ....................................................................................................................... 63 2.8.4.2 Fire suppression & alarm systems ................................................................................................. 63 2.8.4.3 Lighting guidelines .......................................................................................................................... 63 2.8.4.4

Designing a station that meets community needs – some final thoughts......... 63 2.8.5 Station Buildings Checklist ................................................................................... 64 2.8.6

2.9 Renovating Existing Station Facilities ................................................. 66

Special considerations ........................................................................................... 66 2.9.1 Setting goals ................................................................................................................................... 66 2.9.1.1 Analyzing existing conditions ......................................................................................................... 66 2.9.1.2 Grandfathering existing conditions ................................................................................................. 66 2.9.1.3 Discovering hidden conditions ....................................................................................................... 66 2.9.1.4 Addressing historical issues ........................................................................................................... 67 2.9.1.5 Understanding municipalities and community groups .................................................................... 67 2.9.1.6 Environmentally sensitive materials ............................................................................................... 67 2.9.1.7 Defining scope ................................................................................................................................ 68 2.9.1.8 Documenting demolition and restoration ........................................................................................ 68 2.9.1.9

Installing substitute materials ......................................................................................................... 68 2.9.1.10

Upgrading exterior components ........................................................................... 69 2.9.2 Station and canopy roof support problems .................................................................................... 69 2.9.2.1 Gutters and drains .......................................................................................................................... 69 2.9.2.2 Exterior walls .................................................................................................................................. 70 2.9.2.3 Windows & doors ........................................................................................................................... 70 2.9.2.4 Exterior molding and woodwork ..................................................................................................... 71 2.9.2.5 Specialty painting ........................................................................................................................... 71 2.9.2.6

Upgrading interior components ............................................................................ 72 2.9.3 Basement and foundation .............................................................................................................. 72 2.9.3.1 Ticket offices .................................................................................................................................. 72 2.9.3.2 Toilet rooms .................................................................................................................................... 72 2.9.3.3 Waiting rooms ................................................................................................................................ 73 2.9.3.4 Mechanical systems ....................................................................................................................... 73 2.9.3.5 Fire alarm and suppression systems ............................................................................................. 73 2.9.3.6 Electrical systems ........................................................................................................................... 73 2.9.3.7

Renovations to improve accessibility ................................................................... 73 2.9.4 Overhead clearances ..................................................................................................................... 73 2.9.4.1

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Interior doors .................................................................................................................................. 74 2.9.4.2 Exterior doors ................................................................................................................................. 74 2.9.4.3

Renovating Existing Station Facilities Checklist ................................................. 75 2.9.5

2.10 Graphics and Communications System .............................................. 78

Project Goals ........................................................................................................ 78 2.10.1 Consultation with the SEPTA PM ................................................................................................... 78 2.10.1.1

Signage system components ............................................................................. 78 2.10.2 Sign Graphics ................................................................................................................................. 78 2.10.2.1 Sign Face ....................................................................................................................................... 78 2.10.2.2 Sign Frames ................................................................................................................................... 78 2.10.2.3 Sign Location & Density ................................................................................................................. 78 2.10.2.4

Sign types............................................................................................................. 79 2.10.3 Directional Signs ............................................................................................................................ 79 2.10.3.1 Station Identification Signs ............................................................................................................. 79 2.10.3.2 Caution and danger signage .......................................................................................................... 80 2.10.3.3 Informational signs ......................................................................................................................... 80 2.10.3.4

Sign frames .......................................................................................................... 80 2.10.4 Floor mounted large sign frame ..................................................................................................... 80 2.10.4.1 The flag sign frame ......................................................................................................................... 81 2.10.4.2 Large wall mounted signs............................................................................................................... 81 2.10.4.3 Typical frame sections and materials ............................................................................................. 81 2.10.4.4

Documenting the signage system ...................................................................... 82 2.10.5 A signage site plan ......................................................................................................................... 82 2.10.5.1 Sign face elevations ....................................................................................................................... 82 2.10.5.2 Sign schedule ................................................................................................................................. 82 2.10.5.3 Sign frame details ........................................................................................................................... 82 2.10.5.4 Specifications ................................................................................................................................. 82 2.10.5.5

SEPTA’s signage design process ...................................................................... 82 2.10.6 Sign plan review ............................................................................................................................. 82 2.10.6.1

SEPTA graphic & signage standards ................................................................. 83 2.10.7 Septa Graphics and signage standards ......................................................................................... 83 2.10.7.1 Defining the contractor’s responsibilities ........................................................................................ 83 2.10.7.2

AVPA Communications ....................................................................................... 83 2.10.8 Current approach ........................................................................................................................... 83 2.10.8.1 Equipment ...................................................................................................................................... 83 2.10.8.2 Integration into the SEPTA communications system ..................................................................... 83 2.10.8.3

Graphics and Communications Systems Checklist ......................................... 84 2.10.9

PART 3 PREPARING CONTRACT DOCUMENTS ...................................... 86

3.1 Specifications ........................................................................................ 87

Organization ............................................................................................................ 87 3.1.1 Division 1 ........................................................................................................................................ 87 3.1.1.1 The SEPTA PM as a consistent point of contact. .......................................................................... 87 3.1.1.2

QA/QC ...................................................................................................................... 87 3.1.2 Quality Control and Quality Assurance Issues ............................................................................... 87 3.1.2.1 Mock-ups and project manager approval ....................................................................................... 87 3.1.2.2 Qualifying a contractor ................................................................................................................... 87 3.1.2.3

Material .................................................................................................................... 87 3.1.3 Sole source materials ..................................................................................................................... 87 3.1.3.1 Material handling ............................................................................................................................ 88 3.1.3.2

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Document Control .................................................................................................. 88 3.1.4 Identification ................................................................................................................................... 88 3.1.4.1

Specification Checklist .......................................................................................... 89 3.1.5

3.2 Drawings ................................................................................................ 90

Essential Information ............................................................................................. 90 3.2.1 Identifying a construction baseline ................................................................................................. 90 3.2.1.1 Platform Plan .................................................................................................................................. 90 3.2.1.2 Identifying new work ....................................................................................................................... 90 3.2.1.3

Notes ........................................................................................................................ 90 3.2.2 Replace open ended terms with quantities. ................................................................................... 90 3.2.2.1

Coordination & Document Control ........................................................................ 90 3.2.3 Interdisciplinary coordination .......................................................................................................... 90 3.2.3.1 Document Control .......................................................................................................................... 90 3.2.3.2

Drawing Standards ................................................................................................. 90 3.2.4 CAD Standards .............................................................................................................................. 90 3.2.4.1 Electronic Data ............................................................................................................................... 91 3.2.4.2

Modular building documentation .......................................................................... 91 3.2.5 Architectural ................................................................................................................................... 91 3.2.5.1 Structural ........................................................................................................................................ 91 3.2.5.2

Drawing Checklist ................................................................................................... 92 3.2.6

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Part 1 Scoping the Project and Preliminary De-sign

Introduction The planning phase is not intended to be a long, drawn-out process. Unlike some clients, SEPTA, with its long history of planning and building transit facilities, will often be able to give the consultant de-tailed project direction and supporting technical in-formation. In the typical Request for Proposal for design ser-vices, this work is grouped together as Engineering Task 2 - Conceptual Design Report & Task 3 - Site Survey and Inspection. In terms of deliverables, this information is to be delivered at the Scope Definition Phase (15% Design) Refer to the design services Request for Proposal for the particular project. With SEPTA providing information, the consultant may be tempted to gloss over the planning phase and begin the actual design quickly, but this is al-most never a good idea. Some might regard this

process as tedious and unnecessary, but so many mistakes have been made when consultants have failed to take an overview of a project that we be-lieve it is critical to consider these issues early. SEPTA is often not in a position to identify some site and project specific issues such as local ordinances and land use regulations, station historical status and existing conditions (particularly hidden condi-tions) of structures. Also, some of SEPTA’s assump-tions or information may be out of date, incorrect or incomplete. The consultant and the SEPTA PM must refine and confirm that the scope is realistic and will meet safety, regulatory and operational needs for the budget which has been allocated. This part consists of four sections: Setting Goals – explains the goals SEPTA has for its facilities and their construction. Understanding Station Components – introduces the four basic station components, the site; the path of travel, buildings and other structures and signage and other communications. Assigning Responsibilities – explains SEPTA’s and the consultant’s roles and obligations. Completing the Plan – outlines the requirements for the plan and narrative the consultant is expected to come up with, usually at the 15% design submis-sion.

Part 1 – Preliminary Design

Section 1.1 – Understanding SEPTA’s Goals


Cost is always a concern for SEPTA, but we also want to have a positive presence in a community. Since we expect our facilities to last, we are willing to invest reasonably in re-sources to get an aesthetically pleasing and durable result. Even so, designing for SEPTA is always a mat-ter of balancing cost and performance.

When it comes to materials SEPTA has learned through long (and sometimes painful) experi-ence what works and doesn’t work. SEPTA is eager to share this knowledge with our con-sultants. While we are open to new ideas, we want mate-rials which will give us acceptable and predict-able results.

Consultants must remember that our staff must interact with the public under good and bad circumstances. Providing inviting facili-ties for our staff is the first step to creating a positive interaction with the public.

1.1 Understanding SEPTA’s Goals

SEPTA’s primary goal 1.1.1

To create a facility that is safe, durable and easily useable by all of our staff and passengers. The facility must also be easily maintained and be an asset to the surrounding community. This must be achieved in an environment of restricted funds and a need to reduce long term costs.

Safety 1.1.1.1

Create a station configuration which allows clients and employees to use the station in a safe manner.

• Make material and finish choices which avoid hazardous conditions.

• Maximize visibility to all parts of the facility to allow neighborhood observation, minimize the chance of criminal activity and create an atmos-phere of safety.

• Control the interaction between passengers and vehicles to minimize dangerous conditions near railroad and highway rights of way.

• During construction, provide for the safe mainte-nance of service while having a minimal impact on operations.

Durability 1.1.1.2

Choose materials and use them in a way so that they can be easily maintained.

• Choose materials which can take hard use and resist vandalism.

• Choose materials that can be easily repaired and patched while maintaining a good appear-ance.

Usability 1.1.1.3

Create a facility which is useable by our Regional Rail division to support their operations (as important during construction as when finished).

• Create easily identified paths of access and in-ternal circulation.

• Create a facility which is convenient and mini-mizes retracing of steps.

• Create a facility that is equally convenient for walk-in and drive-in riders (at most locations).

• Create a facility which is easily useable by the first time and infrequent rider.

• Create a facility which is easily used by people with disabilities.

Community asset 1.1.1.4

Create an attractive facility which fits in to the com-munity. (There is nothing wrong with the SEPTA fa-cility being the nicest facility in the neighborhood.)

• Create a facility which reflects the strong tradi-tion of railroads in the Delaware Valley.

• Create a perception of safety and cleanliness that can be maintained easily.

Creating an unsafe condition during construc-tion is just as undesirable as one created after the project is complete. While this is primarily the concern of the contractor, the consultant must be aware of this issue and take reasona-ble steps to minimize this problem.




Basic Station Construction 1.1.2Goals

SEPTA uses specific construction techniques when building stations to achieve specific goals. They in-clude:

Minimize duration of construc-1.1.2.1tion (particularly at trackside)

To minimize the impact on SEPTA operations, con-struction efforts should be designed to minimize trackside work duration wherever possible. This is particularly critical when doing work adjacent to Amtrak owned track since SEPTA must pay sub-stantial fees for Amtrak on-site supervision (often referred to as “flagging”). Two steps we frequently take are:

• The use of prefabricated components such as pre-cast concrete stairs, ramps, canopies, wind-screens and platforms.

• The use of modular buildings for ticket offices and accessory structures.

• Another method for reducing trackside supervi-sion under some circumstances is to erect barri-ers along the right-of-way that the contractors may work behind with fewer restrictions.

Increased quality 1.1.2.2

• If the past is a gauge for the future, we can ex-pect to operate some of our facilities into the 22

nd century. SEPTA wants to provide construc-

tion of the highest affordable quality for its facili-ties. We also seek continuous improvement in quality and attempt to learn from past successes and failures. To achieve this we:

• Use precast and modular construction men-tioned above which maximizes repeatability through shop fabrication under controlled condi-tions.

• Identify and document past successes and fail-ures.

• Standardize wherever possible (see below).

Standardize 1.1.2.3

• When installed in a hostile environment, compo-nents and materials may fail in unpredictable ways.

• To minimize this, we want to use materials and assemblies we have had experience with. We tend to be skeptical when it comes to using un-tested materials.

• SEPTA has created standards for things like railing and stairs which we believe will perform well over time.

• An additional benefit of standardization is that maintenance becomes easer with fewer types of stocked parts and materials.

Increase customer satisfaction 1.1.2.4

One of SEPTA’s main goals is increased customer satisfaction. As a service, we compete against the perceived convenience and personal control of using an automobile in the minds of much of the public. We want to make taking transit a convenient, safe and pleasant experience.

Like most public agencies, we may always be chal-lenged to find the resources to do the maintenance we want. Through design and material choice, we can create facilities which offer a clean, safe and attractive appearance even with less than optimum level of maintenance. Conversely, it is irresponsible of the consultant to suggest materials which require a high level of maintenance.

Examples of project specific 1.1.3goals

A project is usually begun with specific project goals in mind. These goals must be understood and im-plemented by the project team to make the project a success. Some typical goals include:

Improved accessibility 1.1.3.1

While SEPTA has made many of its facilities acces-sible to the disabled, many facilities remain inacces-sible or only partially accessible. Since this is both a matter of code compliance and SEPTA policy, for every project the consultant must assess what can be done to make the facility comply with applicable codes and be more accessible to disabled users in general.

Lower maintenance costs and 1.1.3.2improved cost effectiveness

SEPTA may want to renovate a station because specific maintenance goals have become too difficult




to meet. If our maintenance people have had to come back time after time to repair a feature, it may be necessary to remove it and replace it with some-thing more maintainable. “Time is money” is as true for SEPTA as it is in the private sector – perhaps even more so.

Other typical project specific 1.1.3.3goals

A particular project may have other goals applied to it such as:

• Maximize parking and make it convenient

• Improve platform configuration

• Provide improved waiting areas

• Improve pedestrian circulation

Meeting regulations and 1.1.4codes

• Generally the consultant should attempt to bring the entire facility into compliance with current codes, even if portions of the facility could be “grandfathered” under previous codes. The spe-cifics of this strategy at a particular location should be discussed with the SEPTA PM.

• Codes and laws do not always address the sta-tion complex (particularly the exterior compo-nents) adequately – the consultant must be pre-pared to review grey areas with SEPTA and then seek interpretation and guidance from mu-nicipal officials.

• The consultant, with SEPTA’s approval, should be prepared to exceed codes and regulations if it is in the best interest of SEPTA or its riders.

• For example SEPTA tries to use a stair riser of 6” or less to make climbing stairs safer and eas-ier.

Balancing SEPTA’s goals 1.1.5with local regulations and guidelines

SEPTA will always make reasonable accommoda-tions to meet community goals and desires. Howev-er, since we are a public agency without a “profit” to draw on, money spent meeting one community’s goals is money which can’t be spent elsewhere to meet other public needs

This give and take process can turn very political and involve many meetings with elected officials and community groups.

For regulations which could have a detrimental ef-fect on SEPTA or its riders (larger than necessary parking stall sizes are a common example) the con-sultant may be directed to seek a variance by SEPTA’s PM

The consultant must never proceed too far under the assumption that a variance will be forthcoming. SEPTA has had widely var-ying success in obtaining waivers and vari-ances for various aspects of construction.


Section 1.2 – Understanding Station Components


1.2 Understanding Station Components

Station projects may include components from the following four areas::

• The site - the land the facility is on as well as surrounding streets, sidewalks and other fea-tures affecting the design. Often the site in-cludes land which SEPTA has no direct control over so ownership of adjacent parcels is im-portant.

• The pedestrian path of travel – the system which allows circulation to and from, as well as around the site. In most cases one complete path must be accessible to the disabled. This path of travel may include public streets and sidewalks.

• Building components – all major structures in-cluding station buildings, windscreens, canopies and shelters.

• Communications systems – these are designed to give the public information about using the site safely and efficiently, and current infor-mation about operations.

Each component must meet a particular set of main-tainability, safety and code requirements for a suc-cessful project.

Site design 1.2.1

Site design is a key component of any station. Multi-ple overlapping features like railroad right-of-way, utilities and automobile circulation frequently create complex conditions. Some issues to be considered include:

• strategies to preserve site stability, particularly right of way stability

• storm water control

• accommodating public and SEPTA utilities

• accommodating the needs of Amtrak and other railroads which own or operate around our facili-ties

Vehicular circulation and 1.2.2parking lot design

Automobile access and parking is a critical part of most station development. There is a direct relation-

ship between ridership and the ability to park in or near the station complex.

Interacting with the railroad 1.2.3right of way

Most station projects won’t change the right of way as part of the design, but every effort must be made to warn the contractor to not affect the right of way unintentionally during construction.

Pedestrian path of travel 1.2.4

A logical and clear circulation path must be well thought out and implemented for a successful sta-tion.

• This path must allow riders to circulate from any on-site parking, to either platform, to the ticket office (if present), and to additional transit ac-cess points.

• It also allows access to the station property from the surrounding community.

• This path of travel must be compliant with appli-cable regulations and, at most stations must provide wheelchair access to all locations.

• If there are other adjacent transit connections, the entire path to these connections must be ac-cessible to those in wheelchairs even if part of the path is on public sidewalks.

• It must be well lit and as visible as possible from the surrounding community to create an atmos-phere of safety.

• Even temporary paths of travel created during construction must comply with all applicable codes and meet the rider’s needs for a safe and as convenient way as possible to circulate around the site

On all but the smallest projects, the con-sultant should discuss the condition of the entire path of travel with the SEPTA PM. Together they should understand its general condition and if the path meets current handicapped access require-ments. The consultants and the PM must avoid the situation of opening a station with inadequate portions of a path of travel.


Section 1.2 – Understanding Station Components


Platforms 1.2.5

• A critical part of the path of the path of travel is the platform itself, where the passenger enters and exits the train. The platform has very specif-ic, code mandated, requirements and dimen-sional tolerances which must be understood and rigorously implemented by the consultant.

Shelter and Canopy Design 1.2.6

Buildings, canopies, windscreens and shelters are designed to accomplish one or more of the following functions:

• Provide shelter from rain, snow and wind for passengers while waiting for the train.

• Provide a place to sell tickets and an enclosed climate controlled waiting room and toilet facili-ties.

• Provide an enclosure for equipment or other support functions such as septa staff rooms and toilet facilities.

Station Buildings 1.2.7

The fundamental function of the station building is to provide a place to sell tickets and an enclosed cli-mate controlled waiting room and toilet facilities.

As important is the role the building plays as a sym-bol of SEPTA’s service to the community.

Renovating existing station 1.2.8facilities

SEPTA’s existing station facilities are often highly valued by the surrounding communities. Any work on an existing facility must balance aesthetic and historical values with SEPTA’s needs for a safe and maintainable facility

Signage and communica-1.2.9tions systems

These systems fall into two types:

• Static systems – maps and signs, including ADA required signage, which identify the site, provide directions and provide warnings of dangerous conditions.

• Dynamic systems. - Specialized audio-visual systems which provide changing information to passengers in cases of emergencies and ser-vice interruptions. These systems involve loud-speaker and LED sign installations designed to tie in with the master SEPTA AVPA system. De-sign information on these systems will be pro-vided by SEPTA.

SEPTA has a Sign Standards Manual which defines and shows images of the basic sign types to be used at stations.


Section 1.3 – Information and Deliverables


1.3 Information and delivera-bles

All projects depend on a clear agreement between SEPTA and the consultant about who is responsible for the tasks which must be complete to produce a set of contract documents

Information provided by 1.3.1SEPTA

SEPTA usually assumes responsibility for providing certain types of information if available. These will vary from project to project, but generally include most of the following:

Provide an overall budget 1.3.1.1

SEPTA will set the overall budget and determine priorities for the overall project.

SEPTA will periodically revisit this budget in light of estimates provided by the consultant to evaluate the scope of the project and determine if the goals set for the project are being met.

Provide basic station configura-1.3.1.2tion information

Certain project configuration and scale decisions are usually made prior to retaining a design consultant:

• Proposed platform configuration, length and ele-vation, which are usually common to all stations on a line. SEPTA will specifically explain what these should be for the project site.

• The general scale of facilities, particularly having to do with shelter size and the decision whether to include a ticket office, will be defined. These are heavily influenced by ridership.

• Often the need for parking improvements will be identified.

• Proposed changes to the path of travel may be identified.

There may be some flexibility in implementing any of these goals as the design progresses, but the con-sultant should assume these are a “given” until a specific change is discussed with SEPTA.

Provide right-of-way activity in-1.3.1.3formation

Sometimes SEPTA may be able to inform the con-sultant if there are changes to be made in the right of way such as track realignment or planned work on signals and other trackside infrastructure. (For AMTRAK property, SEPTA sometimes knows about future work but the consultant must always contact AMTRAK on this issue).

Even though there is no design at this point, this dis-cussion may begin to address phasing issues and identify on work adjacent to track.

• For example, during already planned time peri-ods where track will be taken out of service (so called “outages”) it will be possible to do con-struction without incurring additional track out-age costs. This is of particular importance when working on AMTRAK property and other proper-ty not owned by SEPTA.

Identify work limitations adja-1.3.1.4cent to track

During the preliminary design phase, it is also im-portant for SEPTA and the consultant to begin to discuss limitations on work adjacent to the right-of-way.

For example, steel track must absorb many stresses from rail vehicles and from weather related thermal stresses. These forces can become very dangerous without warning. Work around track must not inter-fere with track support or stability.

SEPTA expects the consultant to assume re-sponsibility for designing the project to the original budget target and make anticipated cost overruns known to SEPTA as soon as possible.

Each line will operate a certain number of cars in its longest train (for rush hour). It is a high priority to create a platform that is long enough to accommodate all doors. At the time of this writing, there are some questions about operation of individual doors within the new cars with quarter point doors that could affect shorter than optimal platforms. Confirm these issues with the SEPTA PM prior to design.




The consultant’s tasks 1.3.2

Almost all work on our railroad stations requires mix-ing new work with already existing components. This kind of work is certainly not unique to SEPTA but it can add further complications to what is already a complex environment. The thorough documentation of existing conditions is usually essential.

SEPTA will include specific design tasks in the Re-quest for Proposal. They generally include most of the following:

• Investigate existing site information and condi-tions

• Determine the legal site description - it is essen-tial to identify SEPTA property ownership as well as the ownership of adjacent parcels.

• Determine the legal address that a municipality recognizes and can use to process permits and variances. This task can be surprisingly difficult. At a few locations, where the station predates the municipality, there may be no legal address.

• Easements – All easements must be carefully identified, particularly when placing new perma-nent structures.

• Parking – analyze existing parking and deter-mine property ownership of all parking areas. It is not uncommon for SEPTA parking to be on land it doesn’t have any rights over and for oth-ers to claim parking rights on SEPTA land.

• Traffic Circulation – Traffic circulation problems which may have been created through piece-meal development and habitual uncontrolled parking should be documented. The consultant may also be asked to examine circulation prob-lems such as one way aisles and dead ends.

• While on-site, the consultant should be on the look-out for opportunities for the purchase and use of adjacent land for parking and traffic circu-lation. Adjacent commercial parking, vacant lots and commercial parcels for sale should be in-ventoried.

• Storm Water Management Due to recent state requirements, many municipalities now require SEPTA to meet storm water management regu-lations, particularly to mitigate the impact of our parking lots.

• The consultant will be required to incorporate required storm water management strategies

and must document any site conditions needed for this task such as elevation contours and tests.

• Hazardous material Investigation – most sites should be examined for the presence of envi-ronmentally sensitive materials. Soil contamina-tion, asbestos in buildings and structures, lead paint and buried tanks are not uncommon. The SEPTA PM will be able to give direction on this.

• Right of Way Position - The consultant will usu-ally be required to survey the actual track posi-tion to determine if a track should be realigned. Since the survey is within the right of way it will require substantial coordination with SEPTA or AMTRAK.

Path of travel survey 1.3.2.1

The consultant may be asked to examine the path of travel for:

• general condition

• slope

• cross slope

• railing needs

• light levels

• acceptable walking surfaces

• tripping hazards

• subsurface stability

• other requirements of the applicable codes

The scope of this investigation should always be discussed with the SEPTA PM early in the design process.

One often overlooked condition is when the path or travel uses public sidewalks, bridges or underpasses. Regardless of ownership, SEPTA, and is still responsible for these ar-eas and their condition if they are used to fulfill our obligations under ADA. The consultant must examine these areas as part of its survey

The consultant should determine the address and legal description for the project as early as possible. This information may be hard to identify but issues such as parking layout, curb cuts, setbacks and granting of permits will depend on it.




Building condition survey 1.3.2.2

If there are buildings or structures on the site that will be affected by the work, the consultant may be asked to examine:

• Signs of interior or exterior structural problems.

• The condition of the exterior envelope, particu-larly its ability to keep out water.

• The remaining useful life of interior and exterior finishes.

• The remaining useful life of mechanical, electri-cal, plumbing and alarm systems.

At this phase, the purpose of the survey is to deter-mine the overall condition of the structure – not a detailed plan of repair or improvement.

Preliminary code analysis and 1.3.2.3code strategy

To identify issues that the regulatory agencies will be examining, a preliminary code analysis should usually be done as early as possible. For example, the consultant might examine the following:

• Accessibility code requirements.

• Building code issues including substandard elec-trical, plumbing and mechanical systems.

• Site development / subdivision regulations and possibly zoning regulations (particularly for signs).

• The consultant should begin to develop a com-prehensive approach for dealing with codes and ordinances:

• Do some features which meet code when they were installed, now present unsafe conditions which should be corrected?

• Are other conditions which don’t meet current code, but don’t create unsafe conditions or vio-late accessibility codes, worth grandfathering?

• Do we need to go “beyond” the code” to improve passenger safety or comfort?

• Should we seek variances so that some re-quirements may be set aside?

Identifying historical issues 1.3.2.4

Historical issues should be considered separately, because of the confusion they seem to create. If a

station is historically registered or historically eligible, SEPTA may have to fulfill certain legal obligations.

• Stations on the National Register of Historic Places usually face review by the State Historic Preservation Officer. Again, the State is hesitant to approve nonreversible changes without a very compelling reason.

• Almost all of our old station buildings (pre WWII) are considered eligible to be on the National Register, so if certain Federal or State funds are being used, the project must be reviewed by the state historic preservation officer (SHPO).

• For stations which are eligible but not on the register, the consultant cannot assume a “free hand”. After discussing the issue with the SEPTA PM (and not before) the consultant should contact Harrisburg early in the design process.

• In addition to the Federal register, stations within Philadelphia and registered with the City of Phil-adelphia are very thoroughly reviewed by the city’s Historical Commission. The staff and commission are very hesitant to approve any non-reversible changes to the exterior.

• Other municipalities may have local lists which vary in their procedures and restrictions.

Uncovering hidden conditions 1.3.2.5

At most station projects, it is essential that the con-sultant take reasonable steps to discover hidden conditions at the project site.

• Contractor claims for work involving unforeseen conditions is the leading cause of construction related claims against SEPTA. SEPTA expects its consultants to perform due diligence by tak-ing reasonable steps to discover hidden prob-lems.

• SEPTA understands that not all hidden condi-tions can be discovered at a reasonable level of effort or cost, but the consultant should arrive at a strategy for reasonable exploration and analy-sis and review this strategy with the SEPTA PM.

• For example, if an existing structure is to be worked on, the consultant must examine its cur-rent condition for problems. Some problems may be obvious – significant cracking in masonry, de-teriorating chimneys and splitting or rotting joists on canopies and overhangs can be spotted easi-ly. Other problems are less obvious:




• Basement walls, exterior column bases and foundations should be examined for structural integrity.

• The external envelope should be checked for water leaks.

• Mechanical/electrical systems should be checked for leaks and malfunctions.

• Finishes should be checked for signs of failure.

Identifying governmental and 1.3.2.6citizen concerns

In addition to governmental regulations which will affect a project, the consultant must take steps to identify governmental and neighborhood concerns about the project. Usually this means attending community meetings and meeting elected officials to solicit their input. These meetings are never to be arranged or held without the prior approval of SEPTA.

Prioritizing improvements 1.3.2.7

Once a clear overall picture of the existing facility is understood, SEPTA and the consultant should agree on hierarchy of improvements to be addressed. Generally the project should seek to address the following issues:

• Correct unsafe conditions.

• Bring facilities into code compliance

• Stabilize structures & maintain weather integrity

• Examine the entire path of travel and make ap-propriate improvements

• Make cosmetic and aesthetic improvements

Even if the goals of a project are limited, at a project’s conclusion unsafe or non-accessible components may require ex-pensive change orders or modifications before it can be reopened. It is always the consultant’s responsibility to council the SEPTA PM in a complete and professional manner about these issues.


Section 1.4 – Creating the Preliminary Design


1.4 Creating the preliminary design

Each project is different and how a project moves from the planning phase to the design phase will vary. The request for design services will outline the specific expectations for that particular project and must be followed.

Often, for a station project, the consultant will be asked to create one or more plan and narrative packages that provide design alternatives which SEPTA will evaluate. These requirements are specif-ically spelled out in the RFP for a specific project. Many of the items below are included in the normal 15% design submittal.

The Plan 1.4.1

One of the end goals of the preliminary design phase is to arrive at a preliminary plan. In general terms, the plan should show:

• That the desired components will fit and function on the site.

• A reasonably accurate parking count and a comparison with the existing parking.

• A delineated path of travel with any improve-ments shown.

• Platform length and location.

• Site improvements, particularly those required by code or statute.

• If part of the scope, location and size of new shelters/buildings or improvements to existing shelters/buildings.

The Narrative 1.4.2

A second end goal is to provide an accompanying narrative which should include the following (if identi-fiable at this time):

• Identification of historical issues.

• Identification of other code and regulatory is-sues.

• Identification of issues, particularly phasing is-sues, which will affect operations, particularly in-terruption or modification of service.

• Conditions unforeseen in the original proposal.

• Identification of preferred variances.

• Summary of governmental approval process.

• Required actions by utilities for modification of infrastructure.

• Possible mitigations for impacts on the sur-rounding community such as the need for night work, need to purchase surrounding land, need to provide sound barriers etc. (these needs may not be obvious at this point in the design so the issue of community impact must be revisited of-ten during the later phases of design.)

(The consultant should refer to the RFP for design services for a complete set of requirements.)

This information will be reviewed with the SEPTA PM, usually at the 15% design review. The project manager will often decide to have a formal review with SEPTA departments separately who will be asked to review and comment on the plan and nar-rative.


Part 2 Design Guidelines

Introduction

When designing a railroad station for SEPTA, the consultant should keep the goals outlined in Part One in mind. The overall goal - To create a facility that is safe, durable, easily useable by our staff and passengers It must also be easily maintained and an asset to the sur-rounding community – can’t be empha-sized enough.

At many points in these guidelines, the consultant is asked to consult with the SEPTA PM. This point is made repeatedly because the complexity of SEPTA’s sta-tions makes setting hard and fast rules a practical impossibility. Instead, the guide-lines are meant as a guideline to help the consultant make decisions and as an aid to professional judgment.

Part Two of the guidelines consists of sev-en sections:

• Regional Rail Station Design Issues – an overview of design issues and goals, sometimes recapping information from part one

• Site Design – defining the process of coming up with a optimum site plan

• Pedestrian Circulation – examining and designing the path of travel for pe-destrians

• Building, Shelter and Canopy Design – designing the station building and oth-er structures

• Renovating Existing Station Build-ings – issues particular to renovations

• Graphics and Communications – de-signing the graphic and other informa-tional systems

• Documentation Issues – concerns over the preparation of the construction documents.

Part 2 – Design Guidelines

Section 2.1 – Station Design Overview


2.1 Station Design Overview

Station design challenges 2.1.1

As was said earlier, railroad stations are more com-plex than they first appear. Design should always be from the top down – understand the whole before designing the parts.

Designs which begin with the parts run the risk of not having the parts fit properly at the end (this is based on painful past experience).

When considering the station as a whole, the con-sultant is going to have to deal with certain chal-lenges that were touched on in part one.

Multiple clients for the design 2.1.1.1

The needs of many groups have to be considered during the design process:

• The needs of all of our riders including the elderly, handicapped, very young and the first time user.

• The needs of our operating divisions to make operations safe and efficient and provide for the needs of our employees.

• The needs of local municipalities to fulfill the aesthetic, development and historical preserva-tion goals of the community.

• The needs of our maintenance staff for an easily maintained and vandal resistant facility.

• The needs of regulatory agencies to insure the facility meets applicable codes and regula-tions.

The physical environments 2.1.1.2

Station complexes usually exist in hostile physical environments:

• Moving trains, uncovered high voltage wires, platform front edges which can’t have guardrails and exterior stairs and ramps exposed to the weather, create conditions which can easily become unsafe.

• As a group, SEPTA’s stations consist of a large number of small remote facilities. They are often difficult to see from surrounding areas and it is almost impossible to observe criminal behavior at many locations. These conditions can lead to

high vandalism and sometimes more serious crime.

• Usually, a large percentage of each station complex is outdoors and exposed to the el-ements. Since safety is a priority, large amounts of deicing materials are often used in the winter which can accelerate physical deterioration.

• Another design factor is the intense use many facilities receive. Urban stations can have thousands of users walking through in just a few hours. Even suburban and rural stations can serve large numbers of passengers. This means for example that durable materials that can re-sist intense use should always be favored.

Complex circulation paths 2.1.1.3

The circulation system must allow riders to travel easily throughout the site.

On a typical morning, a rider will travel from off site, or the parking lot, to a platform and on to the train. On the return trip the same person must get off at the opposite platform, go over, across or under the track and reverse his path to exit the station or get to a vehicle.

Additionally:

• People with varying abilities must use the fa-cility at all times of the day, in all types of weath-er. At almost all locations, this includes providing for people in wheelchairs.

• While most users will know the station, some users will be unfamiliar with the layout and need direction, even when the station is un-manned.

Complex regulations from mul-2.1.1.4tiple governing bodies

At most stations, the consultant must:

• Understand the ways typical building regula-tions which affect most building projects – build-ing codes, accessibility codes, historic preserva-tion codes and zoning codes have an impact on railroad stations.

• Research other specialty codes, regulations and guidelines which impact transit such as those from the Federal Transit Administration the Federal Railroad Administration and the State Public Utilities Commission. (For exam-ple, as of e date of these guidelines, the FTA




is requiring transit agencies to meet the ADA revision dated 2004 which has not been adopted for general use.)

SEPTA will help, when it can, the consultant un-derstands the impact of these codes.

Historical issues 2.1.1.5

Most of our stations date from before WW2. Many are historically listed or eligible for listing. The con-sultant should assume some historical regulato-ry impact on a project until proven otherwise.

• Some stations are listed in local historical ordi-nances, particularly stations within Philadelphia. Others may be listed on the National Register of Historic Places or are eligible for listing.

• If work on these stations is funded from certain sources, the project will have to be reviewed and approved by the Pennsylvania State Historic Preservation Officer (SHPO).

SEPTA’s general philosophy when it comes to its stations is that it is proud of its historic stations and the railroad legacy they represent.

However our mission is to meet the transit needs of the public, and our first responsibility is to our riders. SEPTA cannot create or operate museums of rail-road history at the expense of creating safe and functioning stations.

SEPTA will always try to make the case that money invested in excessive or disproportionate preserva-tion efforts is money not available for other critical transit needs. The consultant must not undermine this effort in any way.

The need to invest in facilities 2.1.1.6which will have a long useful life

We, and our predecessors, have owned and operat-ed some of our buildings for well over 100 years.

SEPTA wants a facility which represents a good val-ue when it is built and a good value as we operate and maintain it.

Design decisions must be guided by the need to “in-vest” in a durable structure that will hopefully have a long life and less maintenance than a facility built with less durable materials.

SEPTA’s expectations 2.1.2

SEPTA expects the consultant to:

� examine the station as a whole,

� to create a design which meets sometimes con-flicting needs and to

� integrate the guidelines presented here with the consultant’s own professional judgment.

At the project’s completion, SEPTA and the consult-ant will be judged on how well the completed pro-ject works as a whole not just how successful indi-vidual components are.

Designing the whole project 2.1.2.1

Early in the design process, the consultant must make SEPTA aware of anything outside of scope which will have a negative impact on the project’s successful completion. For example:

• Identify unsafe or non code compliant condi-tions that the project scope doesn’t address.

• Identify other areas, particularly within the path of travel which don’t meet SEPTA standards.

These conditions should be thoroughly reviewed with SEPTA’s PM as early as possible for direction.

Designing with conflicting input 2.1.2.2

In an ideal world, SEPTA would be able to speak consistently with one voice, but the reality is that different departments have different priorities. In a given project, some of these priorities may have to be compromised.

The SEPTA PM will mediate these needs and give the consultant direction but the consultant shouldn’t take a passive role in this. Generally:

• Safety has priority over all other needs.

• Creating a pleasant and convenient riding experience is critical. Every client has a choice and we want them to choose SEPTA.

Under no circumstances should a consultant assume that a project’s historic status will exempt them from meeting other code re-quirements or SEPTA standards. Even if his-torical status would allow SEPTA to not meet some code requirements, in most cases we would not choose to use this exemption.




• The comfort and convenience of our person-nel will receive a high priority. They must oper-ate in the environment we create over long peri-ods of time and during all kinds of weather.

• The reality and perception of security is al-ways a consideration. Many stations - even in so-called “good neighborhoods” - can be prone to vandalism and more serious crime due to poor visibility. Good visibility of our facilities from adjacent streets and neighborhoods is always a goal.

The need for good professional 2.1.2.3judgment

SEPTA specifically seeks and hires architecture and engineering firms with previous experience in transit for a reason. No guideline or standard can substitute for the professional judgment of a consultant.

Also, with approximately 150 active regional rail sta-tions, no standard or guideline, no matter how specific, can cover every need and existing con-dition.

The consultant must always remember:

• Standard details and specifications may have been developed for a situation unlike the project the consultant is working on. It is the consult-ant’s responsibility to make sure the “typical” detail or specification is modified to work at a specific location.

• There is never an excuse for creating, or not correcting, an unsafe condition. If following these guidelines, a code or a regulation creates an unsafe condition the consultant must bring this to the attention of the SEPTA PM immedi-ately.

Even for the construction phase, the consultant must make a reasonable effort to alert the con-tractor to potentially unsafe conditions, particu-larly unusual conditions which the contractor may have little experience with, such as those around SEPTA’s traction and signal power equipment.

• With the possible exception of those guidelines concerning regulations or specialized safety needs, our guidelines are never set in stone. SEPTA is eager to hear suggestions for correc-tions, omissions and improvements.

SEPTA urges consultants to question seemingly contradictory, incomplete or confusing guide-

lines and standards rather than make arbitrary choices on which ones to give precedence.


Section 2.2 – Site Design


At another location, a very large high pres-sure gas main crossed under the tracks at a location where SEPTA was installing a platform. The pile pattern and spacing of the prefabricated platform panels had to be guided by the location of this pipe. If the pipe hadn’t been located until construction, the whole platform design could have been affected.

2.2 Site Design A successful site design is the basis of a successful station design. Since SEPTA rarely builds stations at new locations, this usually means successfully adapting (and often upgrading) an existing site and its features to accept new station components or to meet new needs.

In this section the following topics will be covered:

• Documenting existing conditions

• Utility design

• Storm water control

• Landscape design and slope stabilization

Documenting existing con-2.2.1ditions

Ideally, existing conditions will have been docu-mented in the planning phase of the project. If they haven’t been, design must not proceed before the existing conditions are documented and reviewed by SEPTA.

SEPTA will demand justification for compensating the consultant for reworking site plans which were based on incomplete survey data.

Establishing a legal description 2.2.1.1and address

As has been mentioned before, it is essential that the consultant find a legal description and address of the property which the municipality will recognize.

• SEPTA often has a legal description of the property but may have incomplete or contra-dictory address information.

• Sometimes a legal address may be difficult be-cause the railroad station location predated the surrounding municipality. SEPTA has even had stations with no legal address.

• In some cases, a legal survey plan may be ac-ceptable to a local community to establish a le-gal address and description. Consult the local municipality.

Identifying subsurface condi-2.2.1.2tions

Many station complexes are built on the fill the rail-road used when it raised its tracks to separate itself from surrounding roads.

Often, the fill was cinders and other material with poor bearing value and sometimes contaminated. Structural and hazardous material analysis using soil borings and whatever other testing is necessary is essential for all construction. See SEPTA’s Struc-tural Design Criteria and Guidelines Chap. 5.3.

Analyzing existing utilities 2.2.1.3

Work at regional rail stations often requires tempo-rary or permanent relocation of public, private and SEPTA utilities. In some cases a utility may not have to be relocated but must be identified so that it can be avoided during construction.

• The consultant must direct the surveyor to iden-tify all utilities and this information must be placed on the site plan.

• The consultant must also identify underground utilities. Failure to do so could require signifi-cant design changes in the field.

• The consultant must also clearly identify the re-quirements of PA 1 Call on appropriate sheets.

SEPTA has had to pay a contractor an extra to relocate an overhead cable because it interfered with construction operations. Even though the cable was clearly visible at the job site, it had not been shown on the drawings.




Analyzing storm water condi-2.2.1.4tions

Depending on feedback from the local municipality, the site survey may have to include sufficient infor-mation to allow the consultant to analyze and reen-gineer the storm water drainage and control system.

Even if little work is being done to the parking lot, some municipalities demand that the entire property be brought into compliance with current storm water management codes.

Documenting existing traffic 2.2.1.5patterns

At some locations, it may make sense to realign ex-isting public roadways to make vehicular traffic flow better. Surveys should include sufficient documenta-tion to evaluate this need.

Utility design 2.2.2

Since tracks are continuous paths through neigh-borhoods many non-SEPTA and SEPTA utilities travel parallel to them. Other utilities are forced to cross them either above ground or underground. Station work requires a careful and thorough investi-gation of these conditions.

Service changes and upgrades 2.2.2.1

Often a station renovation requires an upgrade of the utility service.

• A request for upgraded service can have a long lead time. For example, if parking lot improve-ments are part of an early phase, a service up-grade request may have to be made very soon after the NTP.

Similarly, a request for pole relocation to ac-commodate a new parking lot layout may require substantial lead time.

It is the consultant’s responsibility to work with the SEPTA PM to establish a utility relocation budget and clearly specify in the contract docu-ments potential lead times and who has respon-sibility for reimbursing the utilities for relocation work.

• Since the routing on the SEPTA side of the me-ter can be quite extensive (including under track), upgrade needs of the “internal” elec-trical system must be also be taken into ac-count.

For example, if a station is served by one meter, and an upgrade would require extensive new cable from one side of the track to the other, we will often ask for a second meter on the side without an existing meter.

• When showing any change in utility service, the construction documents must show the exact path the utility line will take from the nearest utili-ty origin.

Is the utility to come in over head or be buried underground? If the connection is just shown di-agrammatically on the drawings, actual place-ment may be an expensive extra.

SEPTA Utilities 2.2.2.2

In addition to the overhead electrical power sus-pended on the catenary supports which supplies the train’s motors referred to as traction power), SEPTA maintains other power and communications systems (referred to generally as “utilities”) to support its op-erations.

These systems are often highly specialized and can be very dangerous. The consultant must investi-gate and document all these systems.

• SEPTA utilities (signal cables, fiber optic com-munication and other power cables) are usually supported by the catenary supports or on inde-pendent poles.

• Some utilities are high voltage and may be unin-sulated and so all must be treated with special care, particularly until each line is well under-stood.

• Some utilities, particularly at stations, are placed in underground duct banks.

While most of this information, particularly for above ground lines, is well documented, existing duct banks at stations may be very old and not docu-mented, particularly if they house station power only.

Non-railroad utilities on railroad 2.2.2.3property

SEPTA and Amtrak poles, catenary structures and duct banks may be used exclusively for their own utilities. However, at some locations, the railroad

It is critical that the consultant have SEPTA identify all of its site utilities at an on-site meeting early in the design process.




provides support for other people’s utilities. If the project calls for modifying or working close to these, the consultant must identify each cable, its owner-ship and the limitations of working adjacent to it.

Storm water control 2.2.3

Many municipalities now have extensive storm water management regulations which can have a major impact on a station renovation project. Since so many of these regulations are recent, even a station with a fairly new parking lot may not meet the current code. In particular, for many parking lot renovations, exist-ing conditions may not meet current regulations and many municipalities require major upgrades.

Determine municipal regulations 2.2.3.1

As early as possible in the design process, the con-sultant should find out what the municipality’s expec-tations are.

• As required by the Pennsylvania Department of Environmental Protection, many municipalities are now requiring underground retention sys-tems which may need filtration to keep them functioning. If there is an alternative, SEPTA would prefer to not use these filtration systems since they represent a long term maintenance effort.

• Some municipalities may be willing to accept compromises, but this cannot be included in a design without a firm commitment from the mu-nicipality.

Components 2.2.3.2

Generally SEPTA uses components which comply with Penn DOT standards and details. The applica-ble standard should be cited by number and title in the contract documents.

Grates in the path of travel 2.2.3.3

Storm drain grates in the path of travel in parking lots, ramps and walkways must have grates which meet applicable disability regulations.

Also take special care to avoid ponding in the path of travel that could freeze in the winter.

Landscape design and 2.2.4slope stabilization

On most projects, landscaping in an important func-tional part of the design, even if aesthetic landscap-ing is not required by the municipality. Of course, landscaping is often required by municipalities on purely aesthetic grounds as well.

• Right of way stabilization

At many locations, landscaping helps stabilize slopes around the right of way and therefore is key in maintaining track stability.

If these plantings are lost, even temporarily dur-ing construction, alternative stabilization strate-gies must be put in place as well as long term reestablishment of the landscaping or some al-ternative.

• Municipal requirements

Many municipalities require landscaping, par-ticularly of parking lots. SEPTA may direct the consultant to seek variances where require-ments would reduce land available for parking. In the past municipalities have been persuaded to allow us to move landscaping to peripheral planting areas.

• Maintainability

SEPTA is not in a position to maintain elaborate or care-intensive plantings. Drought tolerant, weed limiting designs are very important.

• Alternatives to landscaping

For slope stabilization, particularly close to track or around water, devices such as gabions are often used. They can be more predictable and quicker to install than landscaping. Ask for guid-ance from the SEPTA PM.

Planters & accessories 2.2.4.1

While planting areas can add to a project, small planters and isolated landscaped areas are never as desirable as large or continuous landscaped areas, preferably at the perimeter of parking lots and other paved areas.

Small planters will rarely receive the maintenance to keep a good appearance and are more vulnerable to vehicular damage.

• Tree grates




In restricted areas adjacent to walking surfaces which would benefit from trees, they may be in-stalled with cast iron tree grates. Grates must be set into recessed frames to make sure they are seated properly and will not create a tripping hazard. They should also be attached with secu-rity screws. Surface holes must meet accessibil-ity requirements and be heel proof.

• Parking lot islands

Small landscaped islands share most of the problems with the small planters mentioned above. Instead, islands should have concrete surfaces or, if a tree is required, then a single tree with a grate or gravel over fabric cover to avoid weed build up, Tough, drought-resistant groundcover may be an acceptable alternative.

Planting choices and mainte-2.2.4.2nance

Preferred plantings - SEPTA may be able to sug-gest plantings or the consultant may be directed to third parties, such as the Pennsylvania Horticultural Society for suggestions. The consultant will then be required to submit a list for approval.

Providing for landscaping maintenance - The project specifications for landscaping may provide for an ongoing maintenance agreement if it is in an enforceable format – consult with the SEPTA PM.




Site Design Checklist 2.2.5

# Section Issue Y,N,NA

2.2.1 DOCUMENTING EXISTING CONDITIONS

SD1 2.2.1.1 Has a legal description, and an address applicable to permits, been verified?

SD2 2.2.1.2 Have sufficient soil borings been completed and reviewed with the PM?

SD3 2.2.1.3 Has ownership of all utilities been verified and recorded on the survey and has Pennsylvania One Call information been listed?

SD4 2.2.1.4 Has storm water documentation been completed?

SD5 2.2.1.5 Has the existing traffic pattern been evaluated for possible roadway realignment?

2.2.2 UTILITY DESIGN

SD6 2.2.2.1 Do existing utilities need to be moved or upgraded?

SD7 2.2.2.2 Have all SEPTA utilities been identified on the drawings?

SD8 2.2.2.3 Have non-railroad utilities been identified on the drawings?

2.2.3 STORM WATER CONTROL

SD9 2.2.3.1 Have the local municipality’s storm water requirements been clearly identified?

SD10 2.2.3.2 Do storm water components meet applicable Penn DOT standards and are those standards cited specifically on the drawings?

SD11 2.2.3.3 Do all storm water components in the path of travel (such as drain grates) meet accessibility standards?

2.2.4 LANDSCAPE DESIGN AND SLOPE STABILIZATION

SD12 2.2.4.1 Is landscaping grouped to form large contiguous areas instead of small isolated areas? Is landscaping avoided in parking lot islands wherever possible?

SD13 2.2.4.2 Have landscaping materials been approved by SEPTA?


Section 2.3 – Vehicular Circulation and Parking Lot Design


2.3 Vehicular Circulation and Parking Lot Design

Many SEPTA parking lots, and the vehicular circula-tion around them, have grown and changed over time. Frequently lots are on irregular parcels with old entrances and curb cuts which may not meet current codes.

The pattern of parking lot use is also atypical. Sta-tions and their lots have two periods of intense activ-ity, during morning and afternoon rush hours, and are much more lightly used at other times.

At many stations, more space and particularly more parking space, would be used if it was available but negotiating long term leases and outright purchases is a lengthy process.

� If land acquisition is part of the project, SEPTA will generally state this up front.

� If no acquisition is planned, site problems (even those which could easily solved through acquisi-tion of even a small piece of land) may require the consultant to find other solutions which don’t depend on land acquisition.

However, acquisitions have become part of past pro-jects when a realistic need has been identified early enough. The consultant must identify this need early.

Design & layout 2.3.1

Parking design preferences 2.3.1.1

SEPTA always tries to maximize the number of parking spaces we make available to our riders, even at locations where lots are not currently full. To accomplish this, we try to use a minimal stall size and minimize the lot surface dedicated to landscap-ing.

Often these goals are at odds with local ordinances and planning guidelines but it is SEPTA’s position that there is a direct link between ridership and parking and increasing ridership is an overriding public good.

The exception of course is handicapped spaces whose size is specified in the applicable codes and cannot be resized. The accessibility code also stipu-lates that each lot receive the appropriate number of accessible spaces within that lot.

Parking layout standards and 2.3.1.2stall size

SEPTA’s preferred parking layout includes:

• 9’-0” X 18’- 0” stall size laid out in a 90 degree parking pattern

• A 22’- 0” wide aisle

Many municipalities have regulations which require a larger stall size but SEPTA tries to have them accept our smaller size. In support of this, much of the parking literature recognizes that a smaller min-imum is permissible where there are few “in & outs” during the day,

Internal circulation 2.3.1.3

Parking lots should be laid out according to local municipal codes and best parking practices within the space limits of the particular lot (with the possibil-ity of the variances mentioned above).

• Dead ends should be eliminated whenever possible. If unavoidable, an adequate turn-around space should be provided, with some strategy to minimize illegal parking in this area.

• One way aisles should be avoided wherever possible. People focused on finding a space and catching a train may not pay attention to traffic direction signs. This is another reason to avoid angle parking.

• The lot must also be laid out to accommodate any emergency vehicles which must have ac-cess. Typically these would include ambulances and fire trucks.

Pedestrian drop off and pick up 2.3.1.4

It is always desirable to provide a drop off/pick up (“kiss & ride”) area which is designed to minimize people illegally parking in fire lanes or other illegal areas. Where possible:

• Make it adjacent to and directly accessible from the main station entrance on each side of the track.

• Provide a bench and some cover to wait un-der.

• Install signage making it clear that drivers must stay with vehicles.

• Make sure that through traffic can bypass waiting vehicles to enter and exit the lot.




Similar in function and layout to kiss & ride is a taxi stand. Dedicated taxi stands are rare at subur-ban/rural locations but a kiss & ride area can be used to wait for a taxi, particularly if there is a bench and covered overhang.

Providing a sign with a station name, station street address, inbound/outbound side information and local taxi information is desirable.

Intermodal circulation 2.3.1.5

At locations where there is connecting bus service and the bus enters the station complex, bus access must be planned for:

• Provide a direct route to the station entrance and drop-off area – minimize the need for bus-ses circulate through parking areas.

• Make sure bus turning radiuses (provided by SEPTA) are allowed for in the design. Take spe-cial care to design vehicle circulation which keeps busses away from roof overhangs.

• Try to “protect” bus access from illegal parking by defining lanes clearly.

• Include clear signage which identifies bus stops and directional information from the station plat-form.

• Follow accessibility rules which require that a route between the bus access point and the rail access point is accessible.

• Where transfer ridership justifies it include a bus shelter.

A consultant can only do so much to eliminate illegal parking. Since the drop off area and the bus area want to be close to the main entrance, there are al-ways potential conflicts.

Careful layout and signage will help but of course there is no guarantee against people using the bus lanes for drop-offs. Allow enough traffic aisle width so busses can maneuver around stopped cars.

Where intermodal connections are on adjacent streets, don’t forget to make the path to these bus stops and any shelters fully accessible.

Construction 2.3.2

Paving standards 2.3.2.1

SEPTA’s preferred parking lot paving system in-cludes:

• A 6” base of modified 2A with a 4” layer of bitu-minous concrete base course with a 1½” bitumi-nous wearing course.

• A prime coat is installed between the 2A and the base coat and a tack coat is installed between the base coat and the wear coat.

• All material should be specified to meet applica-ble Penn DOT Standards.

• When resurfacing, an existing parking lot in good condition, the wear coat is milled, a tack coat installed and an new 1 ½”” wear coat is in-stalled.

While there exists several “green” paving alterna-tives that allow water percolation, at this point none have been found that meets SEPTA’s needs. SEPTA welcomes suggestions in this area if material performance and durability is adequate.

Parking lot retaining walls 2.3.2.2

If retaining walls are used to support parking or roadway surfaces, the use of modular retaining wall systems is unacceptable.

Our concern is that the system won’t accommodate the vehicular surcharges (including potentially bus and repair trucks). Also, the fabric used to stabilize these systems can be damaged by future excava-tion.

Traffic control and circulation 2.3.2.3

In terms of spe-cific traffic con-trol devices, SEPTA prefers the following:

• Curbs - curbs shall be 8”x18” with a canted 8” face toward the pav-ing. It must meet Penn DOT standard Section




630 (Penn DOT publication 408).

• Wheel Stops - wheel stop use should be mini-mized due to their vulnerability during snow re-moval. Walkways with curb separation should be widened to allow vehicles to overhang or bol-lards should be installed to provide additional protection.

• Parking lot surface graphics - Surface graphics should be minimized. Where they are used they should meet PennDOT standards. All surface graphics must be reviewed with the SEPTA PM.

• Signage - parking lot signage is usually limited to revenue signage (covered later) and stall signage for ADA parking designation. These may be either fiberglass reinforced plastic or .050” aluminum (see 2.10.3). Their placement and appearance is covered in the SEPTA Graphics Standards Manual and must be re-viewed with SEPTA.

Municipalities may desire specific signage in and around the parking lot for vehicular control and pe-destrian wayfinding. Their input should be sought without endorsing unnecessarily complex and ex-pensive signage systems.

Equipment & Accessories 2.3.3

Revenue collection equipment 2.3.3.1

Parking lot revenue is collected using a fare collec-tion system consisting of three parts:

Fare collection device(s)

Either electronic or non-electronic devices which indicate that a client has paid for a particular space are installed for a lot which is not “permit only”. SEPTA will supply specifics.

• Wherever possible the fare collection devices should be placed under a building overhang, at ground level and near to the main entrance or stair to the platform.

• If no overhang is available the consultant may be directed to locate the equipment in a shelter to allow people to use the machines in inclement weather and to partially protect the equipment.

• Large lots may require more than one device to avoid bottlenecks during morning rush hours. This additional quantity will be determined by SEPTA.

Space marker 2.3.3.2

Discuss space numbering alternatives with the SEPTA PM. In permit lots, the stalls are not num-bered.

Narrative sign(s) 2.3.3.3

These explain the parking revenue system and give contact numbers for questions. Coordinate these signs when meeting with the Signage task force. See the illustration below on how not to solve this need.

Bicycle parking 2.3.3.4

Bicycle parking must be provided at all locations. A well designed bicycle parking area will take up sig-nificant space since it should be a dedicated space outside the path of travel. Ideally it should:

• Be located at the parking lot level, adjacent to the main entrance or an alternate entrance to the platform.

• Be located adjacent to, but out of, the path of travel and close to main streets to increase visi-bility and help minimize vandalism. The location should also be well lit.

• Provide at least three “ribbon” type of racks (consult with SEPTA PM) with a total count pro-portional to the consultant’s evaluation of bicycle usage potential. Factors such as surrounding residential neighborhoods, college campuses, and adjacent bicycle paths should be taken into account.

At areas of potentially heavy use, like stations which serve college campuses, SEPTA should provide more racks under a covered area where feasible. If no existing covering is available,

HOW NOT TO INSTALL SIGNS




SEPTA may provide a dedicated canopy for this purpose.

• For several reasons SEPTA does not provide bicycle lockers or allow them to be provided by others.

Parking lot lighting design 2.3.4

The goal for parking lot lighting is to provide com-prehensive, even illumination, limit that illumination to SEPTA property and provide lighting poles of suf-ficient height to minimize vandalism.

Lighting Standards 2.3.4.1

• Provide 2 foot candles minimum and 5 foot can-dles average in parking lots.

• Provide 5 foot candles minimum for pedestrian walkways.

Equipment & Arrangement 2.3.4.2

• Use metal halide lamps (pulse start or preferably ceramic) on poles between 25’ and 30’ high. The pole height can be modified on a case by case basis.

• Light poles should be laid out with a minimum of two circuits connecting alternating poles. If a cir-cuit fails another will still provide light in the ar-ea.

• SEPTA usually uses a square fixture of a “mod-ern” design. We are sometimes willing to use other fixtures, when they have been used by SEPTA previously and for which we stock parts.

SEPTA does not usually use decorative fixtures requested by a municipality or neighborhood group due to increased maintenance, bulb and ballast replacement costs.

Mounting Details 2.3.4.3

SEPTA’s preferred method of mounting lights is to install a circular concrete foundation which extends above ground and mount the light pole on this. The-se are installed at the intersection of adjacent spac-es to minimize impact on parking.

Alternatively, exposed poles and other equipment must be protected by bollards.

Design Coordination 2.3.4.4

The consultant must make sure there is coordi-nation between the electrical designer and the structural designer who will have to detail the light pole foundations.

Since we often have multi-prime contracts for construction, specific responsibility for poles and foundations must be clearly identified.




Vehicular Circulation and Parking Lot Design Checklist 2.3.5


2.3.1 Design & Layout

VC1 2.3.1.1 Have the proper number of accessible spaces been allocated?

VC2 2.3.1.1 Has every reasonable step been taken to maximize the number of parking spac-es?

VC3 2.3.1.2 Has a 90 degree, 9’x18’ stall with a 22’ aisle been used for non-accessible park-ing?

VC4 2.2.3.2 Has a pick-up/drop-off area, which does not interfere with traffic circulation, been designed and signed?

VC5 2.3.1.3 Does the on-site parking use two way aisles and avoid dead end rows?

VC6 2.3.1.3 Can Emergency vehicles maneuver in the parking lot?

VC7 2.3.1.4 Are there easily accessible drop off nad pick up areas?

VC8 2.3.1.5 Can a SEPTA bus gain access to both platform areas?

VC9 2.3.1.5 Is there a fully accessible path, including any public sidewalks, from nearby bus stops, to the station?

VC10 2.3.1.5 If parking is available on both sides of the track, are accessible spaces distributed on both sides?

2.3.2 Construction

VC11 2.3.2.1 Has a 6” base of modified 2a with a 4” base course and a 1 ½” wearing course been used (following Penn DOT specifications) for parking lot paving?

VC12 2.3.2.1 For an existing lot that needs to be resurfaced, has the wear coat been milled fol-lowed by a tack coat and a 1 ½” wear coat been specified?

VC13 2.3.2.2 Has the use of modular retaining walls where required to support vehicle sur-charges been specifically been avoided?

VC14 2.3.2.3 Do curbs measuring 8”x18” with a 8” canted face facing traffic and meeting Penn DOT standard section 630 been specified?

VC15 2.3.2.3 Has the use of wheel stops been avoided?

VC16 2.3.2.3 Have PenDOT standards been referred to for any parking lot surface graphics?

2.3.3 Equipment & Accessories




VC17 2.3.3.1 Are fare collection devices placed under the station overhang or in a free standing shelter?

VC18 2.3.3.2 Has a system of space numbering been approved by the SEPTA PM?

VC19 2.3.3.3 Have the narrative signs been laid out to be aesthetically acceptable?

VC20 2.3.3.4 Has bicycle parking been located near to the platforms, preferably under a over-hang and out of the path of travel?

2.3.4 Parking Lot Lighting Design

VC21 2.3.4.1 Has parking lot lighting been designed to provide an average of 5 f.c. in the lot and 5 f.c. minimum for pedestrian walkways?

VC22 2.3.4.2 Has parking lot lighting been designed with two alternating light circuits?

VC23 2.3.4.3 Are light poles and other site fixtures protected by curbs, bases or bollards?

VC24 2.3.4.3 Are SEPTA standard fixtures mounted on circular concrete foundations and pro-jecting above the surface of the parking lot?

VC25 2.3.4.4 Has the electrical engineer and the structural engineer coordinated the design and description of the light pole foundations?


Section 2.4 –Working with the right of way


2.4 Working with the right of way

Most station renovations will be deliberately de-signed to have a minimal impact on the railroad right-of-way. Incidental impacts (some of which are covered below) should also be avoided where pos-sible.

Right of way features 2.4.1

Vehicle grade crossing 2.4.1.1

At some locations, SEPTA maintains vehicle grade crossings on roadways adjacent to a station project.

• When new grade crossings are installed, SEPTA has been using a specialized precast concrete system which replaces the ties in the crossing area.

• The construction of grade crossings is beyond the scope of these guidelines. Questions about these crossings should be directed to our track department.

During adjacent construction, the contractor must:

• Do nothing to interfere with the grade crossing and support signaling system which include au-tomatic gates at most locations.

• Be aware that occasionally improper ground-ing of station accessories has caused prob-lems with nearby signal gates. The contractor should be directed to have SEPTA test the grounding and the signal gates for proper opera-tion immediately after any nearby grounding in-stallation.

Inter-track fencing and signage 2.4.1.2

Inter track fencing is to be provided at station loca-tions where there is more than one track, to prevent people from crossing the tracks. At AMTRAK sites, fencing will be installed and maintained by AMTRAK, so all requests will be made to AMTRAK through the SEPTA PM. At locations owned by SEPTA:

• Inter-track fencing will be installed according to the SEPTA standard. This fencing shall extend continuously along the entire length of the plat-form to a point 200’-0” beyond the farthest end of either platform.

• The inter-track fencing shall be constructed of galvanized chain link panels mounted be-tween galvanized posts. All fencing will be grounded as shown in details available from SEPTA.

• On the inter-track fencing, signs will be installed saying “Danger Keep out of Track Area”. For more information, including spacing and materi-als consult the SEPTA Graphics Standards Manual.

The right of way during 2.4.2construction

Protecting the right of way 2.4.2.1

It is essential to protect the stability of embankments adjacent to the right of way. This is as important dur-ing construction as after the project is finished.

• When the right of way is in a cut, the surround-ing slopes must be prevented from sliding into the right of way.

Since a track is taken out of service when there is construction adjacent to it, the track in a cut must be carefully inspected for debris before placing it back into service. SEPTA will usually do this but the contractor should be directed to monitor this track during construction as well.

• Another problem can occur in a cut when vege-tation is killed as a side effect of construc-tion and there is a very heavy rain after the track is back in service.

The construction documents should carry ap-propriate warnings to the contractor to restore damaged vegetation and/or otherwise stabilize the slope immediately to the satisfaction of the SEPTA PM.

• The potential impact on an embankment sup-porting an elevated track position can be harder to evaluate. Many embankments are made of soil which has poor inherent stability. Excavation

All excavation at or near the base of a track embankment must be approved by the track owner and executed under direct supervision of the track owner’s representative. This re-quirement must be placed on the applicable drawings and clearly stated in the specifica-tions.




at the base of the embankment can quickly un-dermine its stability.

• As with cuts, embankment vegetation must be protected and, if damaged, must be reestab-lished for slope stability. The specifications should stipulate that this must be done to the SEPTA PM’s satisfaction.

• If temporary shoring is needed, SEPTA, Amtrak and other track owners have very specific standards the contractor must follow. The con-tractor must be alerted to them in the contract documents. Refer to SEPTA’s Right of Way Construction and design Guidelines and Amtrak’s “Requirements for Temporary Sheeting and Shoring to support AMTRAK Tracks.

Trackside drainage 2.4.2.2

Normally the right of way is designed to channel wa-ter parallel to track until the water is collected by un-der track culverts or other drainage systems. This prevents the water from ponding near the track and potentially undermining it.

Where present, this drainage pattern must continue through a station and it usually goes under the plat-form on each side. This drainage must be accom-modated in the overall site design as well as the specific design of the platforms and their foundations

Protecting the catenary 2.4.2.3

During right of way work the catenary structure must be protected, and preferably not disturbed. On most projects relocating a catenary structure is very ex-pensive and not usually done. Even painting catena-ry may present problems and safety issues. Any work affecting the catenary structure should be dis-cussed with the SEPTA PM.

Retaining Walls 2.4.3

Retaining walls for right-of-way 2.4.3.1

Retaining wall design is covered in detail in SEPTA’s “Structural Design Criteria and Guide-lines” publication.

No retaining wall design should be undertaken with-out a conceptual design approval from SEPTA’s structural engineering department.

• For large retaining walls, SEPTA has often found a pile and plank system to be the most effective choice (referred as a type of “Non-gravity Cantilevered Wall” in the Structural De-sign Criteria).

This system is relatively expensive so the con-sultant must describe this system clearly in the contract documents so the contractor knows what is expected.

• During construction, SEPTA must usually con-sider material substitutions, so the contract doc-uments must clearly indicate the performance of each component so alternatives can be evaluat-ed.

Light duty retaining walls 2.4.3.2

A type of retaining wall which is usually not ac-ceptable for containing the right of way is the modular stacked type used in commercial land-scaping applications. This wall depends on gravity and/or anchoring. In this system, individual compo-nents are relatively small (less than 100 lbs). There are massive, crane placed modular systems which may be acceptable for some applications.

This small modular type of wall is only acceptable for landscaping away from any vehicle or railroad sur-charge loads found near the right of way, roadways or in parking lots.

Choosing and describing retain-2.4.3.3ing wall systems

When considering retaining walls, constructability is very important. Due to track location, geography and property ownership, construction access at many locations is very limited.

Never assume the status quo is acceptable to either the local municipality or SEPTA, partic-ularly when it come to drainage. Just one nearby subdivision can make under track culverts adjacent to a station inade-quately sized. If needed, SEPTA may make upgrades part of the project or do it inde-pendently.

The civil drawings should include a note that no work is to be done around a catenary structure, and especially its base, without di-rect SEPTA observation.




The consultant must deter-mine the con-structability of a recommend-ed system, although the final design may be placed on the contrac-tor. It is unac-ceptable for the consultant to just pass this entire obligation on to the contractor as a “means and methods” problem

• If the recommended system requires it, shoring and tie-back placement may be next to impossi-ble to place and may force costly change orders for an alternative system. .

• The designer should address the aesthetics of exposed surfaces of a large retaining wall. At some locations, paying extra for decorative form liners may be acceptable.

• Retaining walls also provide an inviting target for graffiti. Anti-graffiti coatings and/or a painted finish that can be repainted should be provided unless the SEPTA PM determines it is not re-quired. At important locations it may be appro-priate to install a mural or climbing vegetation on the wall to discourage graffiti.

• Expansion joints and control joints must be clearly shown on the contract documents since they significantly impact the appearance of the wall This must not be treated as a means and methods issue to be determined by the contrac-tor.

The design rail position 2.4.4

As tracks go through a station, their position may be far from ideal. Sometimes it will be important to rea-lign track at a station to create an optimum and con-sistent relationship between track and platform.

Understanding rail position and 2.4.4.1right of way conditions

It is very important that the consultant have a clear understanding, in all three dimensions, of the right of way.

• Is the track straight (tangent track) or on a curve? This affects platform location in plan.

• Is each pair of rails level or is one higher than the other? This is called a superelevation which affects platform location in both elevation and plan.

• Is the track level along its length or is it sloping?

• What is the relationship between the track and the surrounding ground plane – is it in a cut, raised on an embankment or level?

Establishing the rail position 2.4.4.2

The consultant must follow the following procedure for establishing a design rail position:

• Survey the existing rail at 50’ intervals begin-ning at a point 500’ before the beginning of the platform and ending at a point 500’ beyond the end of the platform.

• Establish a “design” top of rail which elimi-nates inconsistencies, and joins the existing track at some point beyond both ends of the platform. Particularly at locations with superele-vation this can be quite complex and the con-sultant should seek guidance from SEPTA or Amtrak.

• Discuss this rail position with the track’s own-er (SEPTA, Amtrak or another railroad) and de-termine if it can be reset prior to opening the fa-cility.

• Meet with the SEPTA PM and discuss final resolution of this issue.

This design top of rail will be the basis of all plat-form and trackside structure positions.




Right of Way Design Issues Checklist 2.4.5


2.4.1 RIGHT OR WAY FEATURES

RW1 2.4.1.1 For projects with adjacent grade crossings, has work around the crossing itself been minimized and has the contractor been required to do the necessary addi-tional testing to insure that the crossing operations are not compromised?

RW2 2.4.1.2 Has responsibility for intertrack fencing and signage been defined?

RW3 2.4.2.1 Has the contractor’s responsibility to protect the integrity of the right-of-way, and especially track support areas, been specifically highlighted in both the specifica-tions and drawings?

RW4 2.4.2.2 Have provisions for trackside drainage been maintained and improved if possible?

RW5 2.4.2.3 Has the contractor’s responsibility to protect and stay clear of the catenary and support structures during construction been specifically called out?

2.4.3 RETAINING WALLS

RW6 2.4.3.1 Have retaining wall alternatives been discussed with the SEPTA. PM in detail?

RW7 2.4.3.2 Has the use of light duty modular retaining walls been avoided?

RW8 2.4.3.3 Have constructability issues been evaluated for all retaining walls?

RW9 2.4.3.3 Is the construction and finish of retaining walls clearly described in the contract documents sufficiently to control the final appearance including the location of ex-pansion and control joints.

2.4.4 THE DESIGN RAIL POSITION

RW10 2.4.4.1 Has a project top of rail position been established to calibrate platform height?


Section 2.5 – Creating an integrated pedestrian path of travel


2.5 Creating an integrated pedestrian path of travel

The path of travel is functionally the very soul of a station. It is what separates a safe, easily used sta-tion from one which is dangerous and difficult to use. If the station building is what everyone sees, then the path of travel is what everyone notices when using the station

Whether planning a completely new station or up-grading an existing one, the entire path of travel should be looked at both as individual components and as an integrated system.

After a brief discussion of issues share by all parts of the path of travel, we will examine the following indi-vidual components:

� Walkways and ground level plazas

� Stairs and ramps

� Railing and Fencing

� Pedestrian Crossing Points

� Platforms

Pedestrian circulation de-2.5.1sign issues

The consultant’s goal is to:

• Create a path of travel which is easily identified, safe and secure.

• Meet a variety of required codes. At most loca-tions, at least one complete path of travel must be accessible to those in wheelchairs.

• Use materials which are slip-resistant, attractive, cost effective, durable and repairable.

• Provide adequate signage to help the infrequent and first time user.

The primary goal - convenient, 2.5.1.1safe and useable

The overriding goal when creating a path of travel is to make it convenient, safe and useable.

Stations must be used at all times of the day and night, and under all kinds of weather. Consultants must do what they can to insure the station remains useable under all conditions.

• The path should be the shortest practical distance between the two points it connects.

• Clear sight lines from adjacent streets, and proper illumination should be designed into the project from the beginning.

• It is particularly important to avoid hidden areas adjacent to walkways and blind turns in the path itself. Landscaping must be designed to support these concerns.

Code issues - temporary con-2.5.1.2struction

There is no exemption for “temporary” construc-tion for public use which doesn’t meet code. If tem-porary stairs or walks are built during construction to allow public access, they must be fully code compli-ant.

This can include ADA provisions as well. The 2004 code states in 201.3 that “These requirements shall apply to temporary and permanent buildings and facilities.” For example, if a temporary loading plat-form is being created, it should have a tactile warn-ing area in the forward two feet of the platform.

Contractors will occasionally debate this require-ment, so it should be clearly stated in the contract documents, preferably on the phasing plan. SEPTA is just as liable for an accident on temporary stairs as it is for one on permanent stairs.

The designer should require the contractor to pay special attention to stair construction and temporary lighting to insure the path is safe at night and during inclement weather.

Code issues - exceeding the 2.5.1.3code

Building codes are often oriented to buildings & structures and may not adequately address exterior walks, ramps and waiting areas.

For example, to protect users from slopes and the track area, SEPTA may install railing at more lo-cations than those required by code (see 2.5.4.2).

Similarly SEPTA prefers a stairway with a 6” rise and a 14” tread (space permitting) for safety and ease of use, particularly by older users.




Code issues - accessibility 2.5.1.4codes

As an agency which serves the public, SEPTA is particularly concerned that we meet all applicable accessibility codes. This means the designer must meet the requirements of the Americans with Dis-abilities Act (ADA) and the ANSI accessibility code (ANSI 117.1) which is required by the state.

One issue which is often overlooked is cross slope. Throughout the path of travel, codes include limits on maximum cross slopes for stairs, ramps, walk-ways and platforms. Generally no surface may have a cross slope greater than 1:50. On the other hand, maintaining minimum cross slopes is necessary to shed water from paths. These requirements also apply to public sidewalks where they are used as part of the path of travel.

Code issues – existing condi-2.5.1.5tions

Every existing station has a path of travel, but many are far from ideal. They have often grown and changed over time and may even contain walkways and stairs not in active use or now leading nowhere. Often older, unsuitable, materials are still in use.

The consultant should examine the overall path of travel and alert the SEPTA PM of accessibility is-sues. It is critical that the consultant and the SEPTA PM share the same overview of how pedestrians move around the site and the code status of this en-tire path.

Materials and their use 2.5.1.6

Safety and appearance are very dependent on a facility’s maintainability. In designing the path of travel, the consultant must carefully consider both short and long term maintainability.

• Slip resistant finishes on ramps, stairs and level surfaces are critical. Broom finished con-crete, asphalt and some pavers are usually ac-

ceptable, but tile, pressure treated wood or some artificial wood decking can be slippery.

• Designs that are easily cleared of ice and snow, such as those which have no raised curbs at the edges of walkways, stairs or plat-forms are preferable.

• The consultant must address material deterio-ration in our area’s harsh winter environment with its frequent freeze-thaw cycle. This is com-pounded by SEPTA’s generous use of tools and de-icing salts to remove ice and snow on the path of travel.

This means that surfaces should be able to be patched without becoming unsightly or danger-ous. For example, patterned or dyed concrete or asphalt is difficult to patch well.

• Avoid maintenance intensive materials - While SEPTA can and does make and effort to keep its facilities in good repair, it is a fiction to believe SEPTA will be able to care for a facility with high maintenance items and finishes.

• The consultant must pay particular attention to material joints and potential tripping haz-ards. The path must have no tripping hazards (vertical edge higher than ¼“) and differential settlement between components must be con-trolled to avoid tripping hazards in the future.

Signage & decision points 2.5.1.7

Signage will be addressed in detail later, but from the beginning, the consultant should consider how to adequately sign the project, particularly in the path of travel.

• Most “decision points” should have a sign to help a user not familiar with the site, to make those decisions.

• Signage and lighting should work together so the first time user or the late night user feels comfortable using the site.

• Exits from areas with limited access, such as accessible exits from platforms, should be clear-ly marked.

Lighting 2.5.1.8

Preferred lighting levels should be maintained throughout the path of travel (the status quo may not be a fair indicator of what SEPTA wants). Our pre-ferred lighting levels in foot candles are:.

For most projects, the entire path of travel must meet applicable codes when the project is complete unless SEPTA has specifically chosen to grandfather certain components. If, during design, the consultant identifies non-compliant components of the path of travel, these should be brought to the attention of the PM to confirm this decision.




Location Min FC Ave. FC

Platform 10 15

Walkway (average) 3 8

Stairs & Ramps 20 25

Canopies 15 20

Tunnel 20 25

Walkways and ground level 2.5.2plazas

Walkways and ground level plazas around a station present several challenges to the consultant. Some walkways may be lightly used while others are very heavily used. All must be kept in good repair and cleared regularly of ice and snow.

Materials 2.5.2.1

Broom finish concrete provides the best combina-tion of durability, cost and reparability of the materi-als commonly available for walkways.

• SEPTA‘s standard is a 4” thick unreinforced slab over a 6” gravel base For technical details see SEPTA Structural Design Criteria and Guide-lines.

• At all concrete walkways and plazas, expansion and control joints should be shown on the plan and labeled. Past experience has shown that some contractors, if left unguided, will lay out concrete joints in a haphazard manner or pro-vide an insufficient number.

Other materials may be considered on a case by case basis if required for decorative or historical rea-sons. These must be carefully detailed to avoid trip-ping hazards or premature deterioration

Potential construction issues 2.5.2.2

Tripping Hazards

Any vertical edge in the path of travel greater than ¼” represents a potential tripping hazard. Where walkways meet landings or other parts of the path with a different foundation system, stainless steel dowels should be installed in both components to eliminate the chance of differential settlement.

Cross slopes

A 2% cross slope should be designed into all walkways, so that water doesn’t collect on the walk-way surface. Where possible, walkway surfaces should be even with adjacent surfaces to make snow and ice removal easier.

Snow removal 2.5.2.3

Snow and ice removal from the path of travel must be done as quickly and as easily as possible.

Where possible, walkways should not be edged with raised curbs, bollards or other obstructions which prevent snow from being pushed to the side.

Crossing public streets 2.5.2.4

When an accessible path of travel crosses a public street, the crossing must conform to code re-quirements. Usually this is can be accomplished with a compliant curb cut (including the tactile strip now required on curb cuts). It is an AADAG require-ment that these curb cuts be located, or protected, to prevent their obstruction by parked vehicles (AADAG 1998 4.7.8).

If the direction of the path is not clear after crossing the street, a wayfinding sign should be installed. (See SEPTA’s Graphic Standards Manual).

Existing materials 2.5.2.5

At many locations, SEPTA owns station components made of nonstandard materials. The condition of these should be evaluated and the decision to main-tain, repair or replace them must be carefully exam-ined. Available funds, historical status and compo-nent condition will all influence this decision.

Materials which have specific safety or maintenance demands should be reviewed very carefully with the SEPTA PM. SEPTA has learned, often the hard way, which materials, if left in place, will be likely to cause safety problems or premature failure of other dependent systems.

Where time, budget and ordinances permit, SEPTA will often choose to replace certain materials in the interest of safety and reducing ongoing mainte-nance.

Asphalt walks and platforms 2.5.2.6

Asphalt is an acceptable paving material in terms of slip resistance and short term maintainability. Over the long term, it cracks when subjected to frost heav-ing so it does not hold up as well as concrete.

Asphalt walks should be replaced with concrete walks if the budget permits. If they are in good con-dition and particularly if they are in non-critical areas, they may be retained after approval by the SEPTA PM.




Historic materials in the path of 2.5.2.7travel

SEPTA has inherited a large number of older walk-ways made of brick, wood, asphalt and flagstone at historically significant locations.. The consultant should seek guidance from the SEPTA PM before deciding on a design approach. The following ex-presses SEPTA’s preferences:

• Brick & Flagstone - As visually appealing as the-se are, as they age they are very prone to differ-ential settlement and tripping hazards. Unless controlled by historical requirements, and after discussion with the SEPTA PM, brick and stone should usually be removed and replaced with concrete.

• Stone in particular is prone to delimitation due to the freeze/thaw process. This is a particular problem at the large number of stone steps still in use around SEPTA. Stone treads should also be replaced with concrete wherever possible.

If these historic paving materials are retained for aesthetic or historical reasons, they should be placed on a concrete base and laid in mortar for maximum stability.

Stairs and ramps 2.5.3

Stairs and ramps represent a significant cost for any station project, but more importantly they are a fre-quent location of accidents, and therefore potential litigation.

All stairs and ramps must be designed and con-structed to fully comply with applicable codes. In most cases SEPTA will prefer a design which ex-ceeds the minimum code requirement.

In past projects, the contractor‘s task to build stairs which meet code has proven to be difficult. SEPTA expects the consultant to call these issues to the attention of the contractor so that the contractor can pay special attention to this task

Stairs, ramps and associated landings must also be designed so that water runs off them and doesn’t collect to freeze in the winter. Even a small error in component placement can cause problems such as stairs which slope to the rear of the tread, collect water and freeze.

Stair configuration issues 2.5.3.1

To minimize accidents, SEPTA has determined a standard stair configuration which either exceeds, or is more specific than code requirements in the fol-lowing ways:

• A 6”+/- riser and 14” tread is preferred The codes allow for between a 4” to a 7” riser and no less than an 11” tread but no stair should be de-signed with more than a 6 ¾” riser and less than a 11 ¼ “ tread to allow for construction toleranc-es.

• A maximum width of 5’-0” clear between hand-rails. Do not exceed this unless the exit width is needed because a center handrail must be in-stalled in the middle of any stair where the hand-rails are over 5’-0” apart. The rails should be marked “5’-0” maximum clear” on the plans.

• All exterior stairs and stair or ramp landings are to have a cross slope of 2% to shed water.

• Precast stairs should be designed so that the top and bottom tread is an extension of the landing. This helps minimize placement errors which can create out-of-tolerance risers at the top and bottom.

• The first 2” of the tread along the nosing must be of a contrasting color (an aluminum nosing is preferable in concrete stairs).

If the precast unit is designed to have the bottom tread even with the adjacent landing then it doesn’t receive a contrasting nosing of course.

If any code or SEPTA requirement conflicts with oth-er applicable codes, the more stringent shall ap-ply.

Any variation from this configuration should be re-viewed with the SEPTA PM prior to design.

BRICK PAVING AT BERWYN




Ramp configuration 2.5.3.2

Ramps are defined as any portion of the path of travel which has a greater than 1:20 slope. Beyond code requirements, SEPTA’s prefers the following:

• A maximum slope of 1:13 or less

• 42” minimum clear width between handrails.

• Trench drains should be planned into ramp runs to avoid excess water from running into under-ground areas or collecting on landings.

Pedestrian curb cuts 2.5.3.3

As a specialized ramp, all curb cuts must meet the current code requirements. At almost all locations this now includes the use of tactile panels on the base of the curb cut ramp.

Preferred materials and con-2.5.3.4struction

Precast concrete with a broom finish walking surface is the preferred material for stairs and ramps. Pre-cast concrete gives superior durability, consistent finish and allow the tight dimensional tolerances re-quired by code.

• Cast in place concrete is an acceptable substi-tute if using precast concrete is technically in-feasible. Due to field construction tolerances, every effort should be made to use precast units. At below surface ramps and other con-struction provide waterproofing details, including water stops, to minimize water intrusion, particu-larly at joints.

• Cast in place stairs and ramps require close site quality control to insure code compliant risers, treads and slopes and adequate drainage of landings. These tolerances should specifically be called out on the drawings.

• When renovating existing stairs, applied retrofit treads can be used if absolutely necessary but they always have the potential to become maintenance problems and tripping hazards. This decision must be reviewed with the SEPTA PM.

For retrofit tread covers, installation procedures must be specified carefully and ask for a mock up of one tread for approval. As part of design, try to use stock sizes and determine lead time of custom sizes if needed.

Concrete field tolerances and 2.5.3.5constructability

Ramps, landings and stairs must be built to tight tol-erances to meet a variety of codes and regulations. These tolerances are at the outer limit of standard precast concrete practice and often exceed standard tolerances for cast in place.

Designs must allow for field adjustment so parts can be made to fit in the field.

• Always set foundation elevations to allow ade-quate shimming room.

• When building ramps, cast sloped components and landings separately to allow for site leveling and shimming.

• If there is any possibility of differential settlement over time, join adjacent components with stain-less steel dowels.

• Design joint closures treatment to accommodate the accumulation of tolerances resulting in wider than anticipated joints.

• Inspect precast components in the plant for fin-ish consistency and critical dimensional accura-cy.

The applicable (IBC usually) code’s maximum allowable variation for stair tread and riser dimension should be placed on the structural and architectural stair drawings to insure that the contractor is aware of this specific re-sponsibility. The contract documents must specifically warn the contractor that failure to meet these tolerances must result in rejection of the work because of SEPTA’s potential lia-bility exposure. This warning should appear on both the drawings and in the specifica-tions. A pre-fabrication conference should also be required where these tolerances are reviewed.

It is highly recommended that the consultant use a maximum slope of 1:13 or less to allow some construction deviation and still be under the 1:12 maximum permitted by code. If there are ramp length constraints, this goal can be reviewed with SEPTA, but site installation tolerances are often far from ideal. This issue cannot be shifted to the contractor as a means and methods problem.




• If it is typical for two components to meet on a caisson or grade beam, figure out what to do with the last caisson where only one component will be sitting on it, exposing the foundation’s top.

Existing Stairs 2.5.3.6

At many locations, SEPTA has inherited existing stairs made of other materials such as stone, brick and wood. If any non-concrete stairs exist at a pro-ject location, the consultant should discuss their re-placement with the SEPTA PM.

• If stone steps are to be replaced with new stone, a stone not prone to delamination should be used (such as granite or some bluestone). This choice must be specifically approved by SEPTA Specify a finish which is not slippery.

• Wood stairs and walking surfaces should be re-placed with concrete wherever possible. Aside from its maintenance, and vandalism problems, wood, particularly pressure treated wood, be-comes very slippery when wet.

Applied anti-slip abrasive strips are unaccepta-ble due to their short lifespan. Most plastic wood substitutes are also very slippery and should not be used unless approved by SEPTA.

Temporary and construction 2.5.3.7stairs

During construction, temporary stairs are often built but their requirements are sometimes misunder-stood:

• Temporary stairs must meet all the code re-quirements of permanent stairs such as handrail configuration, closed risers and tread and riser dimensions.

• They can be made of wood, but the walking surfaces should not be made of pressure treated wood be-cause it is too slippery.

Since there is some misunderstanding about the need to meet codes with tem-porary construction, this requirement should be placed on the phasing plans.

Construction stairs, used only by the contractor’s personnel are controlled by OSHA.

Lighting levels 2.5.3.8

Stairs and ramps are potentially dangerous and should have higher lighting levels than the adjacent platforms.

• Stairs should be illuminated to between 20-25 foot candles.

• Usually stairs and ramps are illuminated as an extension of the platform lighting, using pole mounted lights. For maintenance reasons, do not place concealed or recessed lights on or in stair risers or stringers.

• If the stairs and ramps are under roof over-hangs, metal halide (pulse start of ceramic) 100 watt square fixtures similar to the Holophane “parkpaks” are used and attached to the over-head structure.

Railing and fencing 2.5.4

Railing is a costly and critical part of most station projects. When done well, it can provide safety benefits and add aesthetically to a project. When done poorly, it can fail to meet very specific code requirements or become a long term maintenance liability.

Since safety is of primary importance, SEPTA will often want to install railing at more locations than those required by code. It is the responsibility of the consultant to discuss with the SEPTA PM whether railing should be installed to make users safer. General guidelines are laid out below.

Railing types and definitions 2.5.4.1

SEPTA commonly uses up to three different types of railing on a project – two (hand and guard rails) must meet strict code requirements while one (protection rails) is not required by, or controlled by, code.

Typical Railing w/ Pickets




• Guard rails - Required where there is a vertical drop-off of 30” or greater. Generally they must be 42” high with solid panels, mesh, or vertical pickets where openings are less than 4” in the horizontal direction.

• 36” Protection rails - at some locations, SEPTA may require a simple 3-rail assembly whose top rail is set at 36” high. These rails are generally used to direct people away from an area but where the use of fencing is unwarrant-ed. This rail is not required by code.(see 2.5.4.2)

• Hand rails - Must be provided on both sides of any stairway with more than 2 risers. Additional intermediate handrails must be provided on any stairway wider than 60” clear between the handrails (International Building Code).

Handrails may be freestanding, mounted on walls or mounted on a guardrail. SEPTA consid-ers all public stairs and ramps to be a legal means of exit and must have handrails which meet code.

• Special condition hand rails - There are spe-cific exceptions including some for “monumen-tal” stairs and stairs which neither serve as a means of egress or an accessible path. To avoid questionable conditions, SEPTA usually choos-es to ignore these exceptions and installs hand-rails anyway.

• Ramp Handrails - Generally handrails must be provided on both sides of any ramp with a slope greater than 1:20 (except curb cuts), and either a vertical rise of greater than 6” or a horizontal run of more than 72”.

All handrails must be between 1¼ and 2“ in diame-ter (or provide an equivalent graspable surface – see the code) and be mounted with 1½” clear be-tween the rail and an adjacent wall or surface.

It must be mounted so that the top of the rail is be-tween 34” and 38” above the ramp surface or nose of stair. SEPTA prefers a consistent mounting height of 36”.

Installation guidelines for non-2.5.4.2code required railing

In addition to installing the appropriate railing at all locations required by code, SEPTA has determined that there are other conditions which present a hazard and should be protected by railing of some kind.

The first three conditions below cover pedestrian areas, such as walkways and landings, adjacent to downward sloping land but not having a sharp drop off. The last condition covers land where the vertical drop is less than 30”.

• At locations where there is not a 30” drop off but a pedestrian area is adjacent to land which slopes down at a slope equal or steeper than 1:3, a 42” high guardrail should be installed.

• At locations where the adjacent land’s slope is between 1:3 and 1:6 and the pedestrian area is within 10’- 0” of the nearest track rail, a 42” guardrail should be installed.

• At locations where the adjacent slope is be-tween 1:3 and 1:6 and is not within 10’- 0” of the nearest track, a 36” high protection rail should be provided.

• Areas whose adjacent slope is less than 1:6 would not usually require protection (Subject to SEPTA review).




• At all locations where there is a vertical drop off of between 8” and 30”, a 36” high protection rail should be provided.

This is not meant to be an exhaustive list of condi-tions which may require supplemental railing. The consultant must do a thorough analysis of the site, keeping in mind that the entire public, including the elderly and the handicapped, must be protected from unsafe conditions.

Remember these are guidelines and the place-ment of supplemental railing is subjective. The consultant must discuss this with the SEPTA PM.

Material & Construction 2.5.4.3

Galvanized steel with painted or powder-coated finish is the preferred material for all railing assem-blies. Stainless steel is an unnecessary expense at most locations and aluminum is too soft and is too tempting to steal.

• SEPTA has designed a modular railing sys-tem consisting of separate (often approximately 8’-0”) independent modules with site attached hand railing. This system does not require site welding in order to maintain the galvanized fin-ish.

If the consultant must design additional railing, site welding of any component should al-ways be avoided, since welding destroys facto-ry galvanizing and site applied “cold galvanizing’ presents problems.

• At the date of this guideline, SEPTA is also de-veloping a less expensive system using panels of welded wire fabric to replace the pickets. Ask the SEPTA PM for direction.

• Where railing is attached to concrete walls, ramps, stairs and walkways, mounting plates are attached with threaded stainless rods set in epoxy. Do not use masonry expansion anchors. At some location it may be acceptable to install railing into drilled holes.

• All railing should be grounded.

Fencing 2.5.4.4

In addition to the intertrack fencing discussed above in 2.4.2.2., occasionally there is the need to control access to other areas of the site. For example, ac-cess may be controlled to:

• An adjacent electrical substation or other sup-port building.

• Right of way where a pedestrian path is adjacent to track.

SEPTA typically uses two types of fencing:

• “Estate” style decorative fencing - SEPTA applications require a heavy duty galvanized steel with hollow square pickets. This fence is used around stations where appearance is criti-cal.

• Normal security chain link fence - (1 ½” to 2” grid) is used for low security applications like trackside fencing and around some support buildings.

Barbed wire (but not razor wire) may be installed at the top for added security, but this is very rarely needed at our stations. It might be used for example at an adjacent electrical substation.

Fencing is rarely used at a station except to meet a specific safety or security goal. Fencing choice should be reviewed carefully with the SEPTA PM who will seek direction from SEPTA operations and system safety.

Grounding requirements 2.5.4.5

Fencing and railing must be grounded for safety. See 2.7.1.8 for more grounding information.

• Do not assume that a component does not have to be grounded simply because a similar existing component is not grounded.

• Grounding to an existing grounding system does not relieve the need for testing to assure ground-ing effectiveness.

• Grounding should be shown on the railing draw-ings to insure that grounding attachments on the railing are out of the way and don’t create sharp edges.

Existing railing 2.5.4.6

At some locations, SEPTA has older railing which does not meet our current standards. Existing railing falls into one of three categories:

• Code compliant railing in acceptable condi-tion or in need of minor repair – if the railing meets current codes it should be retained if it is repairable.




• Non-code compliant railing in acceptable condition – If railing doesn’t meet current codes, the consultant should plan on replacing it even if it would be able to be grandfathered (subject to review by the SEPTA PM).

• Railing which is not required by code, and does not meet SEPTA standards Usually this railing should be replaced with SEPTA’s current design unless it is in a non-critical area and in good repair.

Pedestrian crossing points 2.5.5

Getting clients from one side of the track to the other is often a difficult and costly part of the path of travel. Crossing the track at grade level is usually unac-ceptable. Among other reasons, both AMTRAK and SEPTA operate express trains which may travel through a station at high speed, making many loca-tions dangerous for grade crossings.

Elevators can provide the best convenience in the least space, but are vulnerable to vandalism and mechanical failure. For our regional rail system our preference is to use elevators at locations that are manned during hours of operation, have a fairly high ridership and at locations where ramps would be difficult or impossible to fit into constrained spaces.

Elevators are beyond the scope of these guidelines – the consultant should seek guidance from the SEPTA PM if a elevator might make sense in a par-ticular design.

Accessibility codes do not express a preference for the configuration of a track crossing but they do state that an accessible path must not be less convenient than alternative paths. This is usually interpreted to mean that the origin and destination of an accessible path must be as close to the central part of the platform (where all trains stop) as a non-accessible path. The typical approaches for solving this problem are:

• Dedicated under-track tunnels, while very ex-pensive to build and successfully waterproof, are shielded from rain and snow and are usually more convenient that overpasses.

• Dedicated overpasses, because of the height required to clear catenary, they often require riders to travel farther than they would with tun-nels.

• Non-dedicated paths, such as using a sidewalk adjacent to a highway bridge or tunnel is cost ef-

ficient because SEPTA can share some con-struction responsibility with the highway owner.

Dedicated tunnels 2.5.5.1

Tunnels, whether new or existing, present a special set of design challenges since they are difficult to design and maintain. Problem areas include:

• Size – when new tunnels are built, SEPTA pre-fers a tunnel that is 8’- 0” high and 8’-0” wide to increase passenger comfort and perceived safe-ty. It is rarely economical to increase the size of existing tunnels.

• Walking surfaces – tunnel walking surfaces frequently get wet and are slow to dry out. SEPTA prefers slip resistant walking surfaces such as broom finish concrete.

• Controlling water – At new locations, the drainage system must be designed robustly and all waterproofing detailed and installed carefully. Include water stops in concrete construction to minimize water infiltration at joints. Where pos-sible use two wall system and drain the interme-diate cavity.

At existing locations, the most important strategy is to clean, and perhaps augment, the existing drainage system through pumps and/or addi-tional inlets. Drain covers should be attached with vandal resistant fasteners.

Injection waterproofing and crack sealing can be tried if there is significant leaking but it is expen-sive and often hit or miss.




• Vandalism – Tunnels are subject to graffiti and other vandalism. Glazed materials, like tile, can be durable and easy to clean but are expensive and must be frost proof. Any water which finds its way behind the tile may force delamination so tiles are not usually used.

Stucco is an acceptable substitute but graffiti removal is difficult and the stucco will usually have to be repainted. SEPTA has had some success in getting local artists, community groups and schools to paint murals in the tun-nels which discourages graffiti.

A dark painted “wainscot” can help conceal normal wear on the lower walls.

• Crime – since tunnels are frequently hidden from view they can become crime locations. New tunnels should be “straight through” de-signs for maximum visibility. Existing tunnels should be well lit and SEPTA may require visibil-ity mirrors placed strategically (out of reach if possible).

• Lighting – lighting must be adequate – 25 foot candles average (see 2.5.1.1), free from dark spots and vandal resistant – consultant with the SEPTA PM for specific fixtures. At least half of the lights should have battery back up or some other emergency lighting provision.

• Daylighting is very desirable at tunnel entranc-es. Having the tunnel entrance adjacent to a large light well allows daylight into the tunnel and helps to allow the tunnel’s air to circulate.

• Stairs and ramps approaching the tunnel – since these are below ground too, they must be carefully detailed and have side walls water-proofed as well.

• Advertising signage is a fact of life for SEPTA. After discussing advertising with SEPTA market-ing, consultants should locate signage along the ramps to the tunnel as well as the tunnel itself. If they choose not to, advertisers may install ad-vertising in insensitive and disruptive locations.

Highway underpasses 2.5.5.2

When the consultant is able to use an existing high-way underpass, SEPTA does not usually own it and may have little control over wall surfaces, water-proofing or drainage. Where possible we try to:

• Separate the walking surface from the vehicle surface by elevating the walking surface and/or

adding railing or providing a “Jersey” type barrier between the path of travel and the roadway.

• The walkway should have a sufficient cross slope toward the roadway to prevent water from collecting on the path.

• Provide a minimum of 3’-0” clear and preferably 5’-0” clear width of a slip resistant walking sur-face. If the path is less than 5’-0” wide, a pass-ing area must be supplied every 200’.

• Provide adequate lighting of 25 foot candles av-erage and use vandal resistant fixtures.

Dedicated overpasses 2.5.5.3

SEPTA owns several dedicated overpasses but has generally favored underpasses for recent construc-tion. As exposed structures, they require a higher level of maintenance. Also, riders will usually have to travel farther to get over tracks than to get under tracks.

However each station’s situation is unique and an overpass may be worth evaluating, particularly at urban locations where adjacent structures may make digging tunnels and approach ramps difficult.

New or existing overpasses should include:

• A roof structure to keep rain and snow off the walking surface.

• Solid sides over the catenary so that vandals can’t drop things on the catenary.

• Allowances made for drainage and a design which allows for the heavy use of deicing salts on the entire walking surface since the elevated surface will freeze often and early.

• A design which maximizes visibility to reduce crime. There is a direct conflict with the provision above for solid panels over the catenary. The only acceptable compromise at this time repre-sents increased maintenance - to use a scratch resistant polycarbonate panel above the catena-ry. At most locations, glass panels would not be acceptable due to the likelihood of breakage.

• Lighting should be provided except that uncov-ered stairs may be illuminated by adjacent light-ing is it is adequate.

Overpass on a highway bridge 2.5.5.4

New or existing highway bridges may provide an inexpensive method of providing a track crossing,




but, as before, the entire path must meet applicable codes.

At locations where there is a bridge project, Penn-DOT is increasingly willing to pay for ADA connec-tions to regional rail stations.

SEPTA’s concerns usually include

• While these paths of travel are not usually cov-ered, they are usually durable enough, so that if they are detailed properly (such as using galva-nized railing), their maintenance is minimal.

• The design should include adequate lighting of the approaches as well as the path of travel on the bridge itself.

• In addition to any ramps leading to the bridge, if the path of travel on the bridge itself is greater than a 1:20 slope it will require landings and handrails on both sides of that part of the walk-way.

• The above concerns about walking surfaces and deicing salts on dedicated overpasses also ap-ply here.

Pedestrian grade crossings 2.5.5.5

At a very few locations, SEPTA uses a pedestrian grade crossing across track to get riders from one side of the station to the other. Since this approach won’t work with high level platforms, their use in the future will be minimal.

• Eliminate these crossings wherever possible.

• This crossing should be placed near the center of the platform so a stopped train will block the crossing path. This forces people to wait for the train to clear the station and allows maximum visibility when crossing.

• This configuration will require a curb cut to be placed in the low level platform (whose top is at 8” above top of rail) to get even with the top of rail.

• A modular precast concrete walkway system with non-slip surface is installed perpendicular to track. Obtain more information from our track department.

• At these stations, SEPTA will install specialized signals to alert pedestrians to oncoming trains




Creating an integrated pedestrian path of travel checklist 2.5.6


2.5.1 PEDESTRIAN CIRCULATION DESIGN

PC1 2.5.1.1 Does the path of travel follow the most direct route possible? Is it visible from sur-rounding areas? Does it avoid blind turns or dead ends?

PC2 2.5.1.2 Is the contractor reminded that he must meet code when providing temporary ac-cess to the station during construction?

PC3 2.5.1.3 Has the consultant determined where SEPTA wishes to exceed code requirements and have these preferences been communicated clearly in the contract docu-ments.

PC4 2.5.1.4 Does the project meet the provision of both the Americans with Disabilities Act (2004) and ANSI 117.1 (version as adopted by the state of Pennsylvania)?

PC5 2.5.1.4 Have all parts of the path of travel been evaluated for slopes and cross slopes in-cluding public sidewalks and parking lots?

PC6 2.5.1.5 Has the SEPTA PM been made aware of any parts of the path of travel which will not meet code after project completion even if outside the project scope?

PC7 2.5.1.6 Have exterior walking surfaces (other than broom finish concrete and asphalt) been evaluated for slip resistance?

PC8 2.5.1.6 Are materials chosen for the path of travel easily repairable and not prone to dif-ferential settlement resulting in tripping hazards?

PC9 2.5.1.7 Are exits from areas with limited access, such as high level platforms, clearly marked with exit signs and are signs visible at night with existing ambient light?

PC10 2.5.1.8 Do all parts of the path of travel meet SEPTA’s preferred lighting levels?

2.5.2 WALKWAYS AND GROUND LEVEL PLAZAS

PC11 2.5.2.1 Are walkways made of broom finished concrete and are construction and expan-sion joints shown on the plans?

PC12 2.5.2.2 Are walkway components detailed to avoid differential settlement? Is a 2% cross slope specified to avoid water ponding and freezing?

PC13 2.5.2.4 Are walkways flush with adjacent surfaces and do they have minimal obstructions, like adjacent bollards, which would interfere with snow removal?

PC14 2.5.2.4 Where crossing a public street, does the accessible path meet code and is it clear-ly signed, if the direction is ambiguous?




PC15 2.5.2.5 Will any “existing to remain” path of travel surfaces create atypical maintenance issues in the future?

PC16 2.5.2.6 Are any “existing to remain” paths of travel made of asphalt which should be re-placed with concrete?

PC17 2.5.2.7 Have historic material used in an existing path of travel been evaluated for poten-tial replacement or renovation?

2.5.3 STAIRS AND RAMPS

PC18 2.5.3.1 Do all new stairs meet SEPTA’s standard of a 6” riser and a 14” tread?

PC19 2.5.3.1 Are all stairs no more than 5’-0” wide between handrails (and marked “5’-0” maxi-mum clear” on the plans) or do they have a center handrail?

PC20 2.5.3.1 Do stair landings have a shown 2% cross slope to avoid water ponding?

PC21 2.5.3.1 Are precast stairs designed with the top and bottom tread to be installed flush to the adjacent landing to insure riser tolerance is met?

PC22 2.5.3.1 Do all concrete treads have a 2” leading edge of formed by a cast metal nosing of contrasting color? Do metal treads have a 2” contrasting color edge as well?

PC23 2.5.3.2 Are ramps laid out at 1:13, 42” clear between handrails minimum, have edge pro-tection and include a strategy to manage storm water at landings?

PC24 2.5.3.3 Do pedestrian curb cuts meet current accessibility codes as well as Penn DOT standards?

PC25 2.5.3.4 Is QA/QC oversight increased when using cast in place concrete to insure that ramps and stairs meet applicable codes?

PC26 2.5.3.4 Has the decision to use retrofit stair treads been reviewed with the SEPTA?

PC27 2.5.3.5 Does the design allow for site adjustments of prefabricated building components to assure alignment at critical points like landings and building thresholds?

PC28 2.5.3.6 Are existing wood stairs being replaced by concrete stairs?

PC29 2.5.3.6 Are existing stone stairs being replaced by concrete stairs or, if necessary, by a suitable stone which will resist freeze/thaw and delamination over time?

PC30 2.5.3.7 Are temporary wood stair treads made of non-pressure treated wood (too slippery) and do the temporary stairs meet all applicable codes (including the handrails).

PC31 2.5.3.8 Does the lighting design provide sufficient illumination (20-25 f.c.) on stairs and ramps? Is built in “tread lighting” avoided for maintenance reasons?

2.5.4. RAILING AND FENCING




PC32 2.5.4.1 Is all railing consistently labeled as guardrail, handrail or protection rail?

PC33 2.5.4.2 Has the need for providing protection railing at potentially dangerous conditions not covered by code been reviewed with the SEPTA PM?

PC34 2.5.4.3 Does all railing use SEPTA’s standard design fabricated from galvanized and painted steel?

PC35 2.5.4.4 Has all fencing been approved by the SEPTA PM?

PC36 2.5.4.5 Are grounding and bonding details shown for all railing and fencing which requires it?

PC37 2.5.4.6 Has all existing railing which is to remain evaluated for code compliance and main-tainability?

2.5.5 PEDESTRIAN CROSSING POINTS

PC38 2.5.5.1 Has the section in SEPTA’s Design Guidelines on tunnel design been read by the design team and has the tunnel design been reviewed in detail with the SEPTA PM?

PC39 2.5.5.2 When using a vehicle underpass to move pedestrians from one side of the tracks to the other, has the pedestrian path been protected from vehicles and lit sufficient-ly?

PC40 2.5.5.3 When using a dedicated overpass, have strategies been incorporated to prevent people from dropping items onto the right-of-way?

PC41 2.5.5.4 When using highway bridges as pedestrian paths, has the path of travel been evaluated for ADA compliance?


Section 2.6 – Platforms


Platform position must be very carefully de-signed due to small tolerances for clearance with railroad rolling stock and ADA require-ments. After determining a “design” rail posi-tion 2.4.2.3, the design consultant must dis-cuss track geometry with SEPTA’s or Amtrak’s (or other railroad’s) track depart-ment prior to design. THIS RESPONSIBILITY MUST NOT BE SHIFTED TO THE CONTRACTOR

2.6 Platforms At their most basic functional level, platforms provide an even, slip resistant, surface which is suffi-ciently close to the rail car to allow safe and easy access.

Platform design 2.6.1

Platform features 2.6.1.1

There are many code related and safety related constraints on platform design:

• At most new locations, they are level with the vehicle floor (within 5/8” vertically by ADA 1998 10.3.1(9)). This type of platform is referred to as a high level platform.

• Have a front edge sufficiently close to the vehicle to avoid dangerous gaps (3” gap maxi-mum by ADA 1998 10.3.1(9)). This should in-clude a SEPTA (or Amtrak if in Amtrak territory) sacrificial edge.

Refer to rail clearance envelopes to understand these dimensions.

• Have tactile edge markings for the front 24” (ADA 1998 10.3.1 (8).

• Have a minimal cross slope (no greater than 1:50 - ADA 1998 4.3.7) toward the rear of the platform to drain water from the platform.

• Be slip resistant and well lit to insure the plat-forms can be used at night and during inclement weather (the ADA code does not specifically de-fine a coefficient of friction for slip resistant).

• Be assembled so that platform components meet without tripping hazards or excessive gaps.

• Even at locations where there are severe topo-graphic problems or spatial constraints, unusu-al platform configurations where part of the platform is high level and part low-level, or a platform is split into two discontinuous pieces are almost never acceptable.

Platform configurations 2.6.1.2

To understand platform configurations, the consult-ant must understand the railroad clearance enve-lope. This envelope represents the space occupied by the railcar as it moves through the station. The dimensions below are based on the envelope at the time of this writing (September 2007), but the consultant must confirm the envelope in effect at the time of design.

• Height – Generally set the platform finished floor elevation at 4’-0” above top of rail (3’-6” for stations on the Norristown High Speed Line).

Evaluate superelevation (difference between inner and outer rail elevation) if present, so car threshold is within ADA tolerance.

• If SEPTA wishes to install a low level platform, it will be installed at 8” above the top of rail, but also taking into account a superelevation if pre-sent.

• Width – SEPTA has standardized with a 10’-0” minimum width (perpendicular to track and in-cluding the 24” tactile strip) which leaves ade-quate room for circulation around tactile warning edges, platform furnishings and obstructions.

At shelters and other structures, an additional 8’- 0” is added to the width for additional circula-tion space.

There has been a major change in SEPTA plat-form design policy with the decision to use a system of “high-level” platforms at almost all stations as they are rehabbed. There may be some rare exceptions for future construction but the high level design should be assumed.

This requirement to slope the platform to the rear is necessary to avoid snow and ice at the rear of the platform from melting during the day, draining across the platform and then re-freezing at night, creating problems for early morning commuters. It can, however, cause problems with water running into station doors at platform edges or running into shelters. Steps must be taken to channel water away from these specific areas.




If Amtrak stops at a station the platform width should be increased to 12’-0”.

• Island platforms should be a minimum of 6’-0” wide on either side of any shelter or stairway placed in the center of the platform.

For example if a center shelter is 4’-0” deep the platform should be at least 16’-0” wide (6’+4’+6’). This is a minimum; the consultant should make island platforms wider if possible.

• Length – Platforms should be designed to ac-commodate the new quarter-point car design. Platforms should be long enough to include the lead door on the first car and the last door on the last car of the longest train servicing the station. This distance will vary from line to line depend-ing on maximum car consist.

As of this writing, conductors may not be able to control opening individual doors so a compro-mise platform length which includes the last door of the first car and the first door of the last car may not be operationally safe. Consult with the SEPTA PM.

• Tactile edges – to meet ADA requirements (AADAG 1998 4.29.2) all platform edges, or walkways adjacent to the right of way not sepa-rated by a fence, curb or railing, shall have tac-tile warning edges installed for the first 24” of the walkway/platform width. Confirm with the SEPTA PM the most appropriate tactile edge material for the specific application.

• Tripping Hazard - Any vertical edge greater than ¼” represents a potential tripping hazard. Where platforms meet landings or other parts of the path with a different foundation system, stainless steel dowels should be installed in both components to eliminate differential settlement.

Special cases – center platforms 2.6.1.3

SEPTA currently operates center platform stations on its regional rail system at University City, Subur-ban Station, Market Street East, Wayne Junction, Temple and Fern Rock. We also share center plat-form stations at 30th Street Station, Philadelphia, Wilmington, DE and Trenton, NJ.

The circulation patterns of these stations are signifi-cantly different from the normal railroad station and often include elevators and sometimes escalators.

• At the shared facility locations, work must be coordinated through AMTRAK and sometimes the third party building operations companies in charge of the facility.

• Their specialized nature requires a more com-plex analysis and planning effort, particularly in terms of signage and exiting.

• If the project involves one of these stations, or planning for a new center platform station, SEPTA will give the consultant specific direction.

Center track boarding 2.6.1.4

At locations where there are four tracks (at Amtrak’s locations for example), provisions must be made for times when local trains operate on center tracks (during track maintenance projects for example). Usually wooden walkways are installed at track level so that passengers can walk to the train when it is stopped on the center track.

• If the station has a high level platform, riders will take stairs off the end of the high level platform to lower concrete sidewalks set level with the top of rail and then walk across the walkways be-tween the tracks.

Since these lower concrete platforms will not be used for direct train boarding, they can be set even with top of rail – equal to the intertrack walks.

Lighting levels and equipment 2.6.1.5

Adequate lighting on platforms is essential. Among other benefits, it reduces accidents and helps create a sense of security.

• SEPTA prefers metal halide lamps (pulse start or ceramic when available) between 70 and 100 watts in strength on poles about 16’ (sometimes less if the municipality requests it) above plat-

AADAG, ANSI and ICBO all require tactile pat-terns on walking surfaces adjacent to specific hazardous conditions. AADAG allows the tac-tile domes to be arranged in both a rectangu-lar and an older diagonal pattern. ANSI and ICBO only allow the rectangular pattern. All new installations should use the rectangular pattern. Additions to existing installations should match the existing pattern.




form. These poles are spaced 32’ apart to coor-dinate with the precast platforms.

• SEPTA uses both a contemporary “box” style fixture and a more traditional “gooseneck” style fixture. Poles can be mounted on the platform it-self or on an independent caisson installed for this purpose. Generally if there is room behind the platform, independent foundations are pre-ferred.

Construction 2.6.2

Foundation systems 2.6.2.1

For the structural requirements of foundation sys-tems see SEPTA Structural Design Criteria and Guidelines, Chapter 5. Some important design is-sues which repeatedly come up are:

• Multiple soil borings must be taken at all con-struction locations. Trackside soil is often made of fill with very poor bearing quality.

• Caisson foundation systems are able to con-sistently provide the necessary support for pre-cast systems, cast in place systems and build-ings.

• SEPTA has also used precast concrete foun-dation “blocks” set on gravel pads. If able to be used they offer time and cost advantages.

• Continuous spread footings may be used to support modular buildings and some other struc-tures but soil bearing quality may be an issue. Seek conceptual design approval from the SEPTA PM after soil borings have been exam-ined.

As is always the case, we expect consultants to use their judgment when designing foundation systems. Among other things, site constraints must always be evaluated.

For example, while precast foundations and compo-nents are our preference, sites with access limita-tions may make the use of cast in place components preferable.

Standard platform materials 2.6.2.2

Precast concrete platform panels are used wherever possible. SEPTA has arrived at a standard 16’-0” (nominal) wide (parallel to track) panel design.

• Cast in place concrete is to be used where pre-cast is impractical such as at some catenary ba-ses and irregularly shaped platform pieces.

• As is generally the case with reinforced con-crete, SEPTA requires the use of epoxy coated or galvanized rebar. (See SEPTA’s Structural Guidelines).

• Some provision is made for the leading edge to accept a tactile warning tile (at the time of this guideline the preferred tactile edge material is under review – contact the SEPTA PM).

• Joints between precast units should be caulked to minimize de-icing salts deteriorating pile caps.

Tolerances may accumulate so that a projected 1” joint can easily become a 1 ¾” joint. The con-sultant should specify a compressible filler or other method to close very wide gaps.

• Other materials, such as wood and brick, have been used for platforms under special circum-stances but a change from concrete must have the full approval of SEPTA prior to design.

For the technical requirements of concrete platform, see SEPTA’s Structural Design Criteria and Guide-lines, Chapter 6.

Concrete platform finishes 2.6.2.3

SEPTA has had difficulty in specifying and receiving a desired level of finish on visible faces of precast concrete units. Construction documents must be specific and include inspection follow up at the pre-casting plant.

• On all walking surfaces, a broom finish pro-vides a good compromise between maintainabil-ity and slip resistance.

• A specific finish should also be specified on visi-ble non-walking surfaces.

• Finish consistency should be part of a shop inspection by the consultant and the SEPTA PM. Insert this requirement into the specification for a factory sample/ mock-up for approval prior to production.

• A reasonable effort should be made to match color and texture between precast units and cast in place units.




Platform furnishings and 2.6.3accessories

Furnishings provide amenities to our ridership as well introduce human scale elements to what would otherwise be empty expanses of platform. Pieces have been chosen for their durability and a design sense which compliments the railing and building elements

Typical furnishings 2.6.3.1

The three furnishings commonly found on most pro-jects are:

• Benches

• Waste receptacles

• Newspaper corrals (often at street level and done as a custom fabrication)

Platform accessory finishes and 2.6.3.2colors

Preferred paint systems are covered in Part 3 of the-se guidelines. To summarize, our preferred finish for platform accessories is a factory painted or powder coated system over galvanized steel.

Colors – SEPTA periodically changes its color standards, so the consultant should confirm colors with the SEPTA PM. As of early 2008, the following general guidelines were followed:

• Custom Fabrications - For custom fabrications like the newspaper corral, use the SEPTA standard green finish.

• Standard factory color – For off-the-shelf components such as benches and waste recep-tacles, a black finish should be used to avoid matching problems.

Platform accessory attachment 2.6.3.3

Fasteners used to attach the item to the platform should be stainless steel to avoid end rust that oc-curs when galvanized fasteners are site trimmed.

Drilled epoxy anchors should be used at in concrete platforms, ramps and stairs. Expansion anchors must not be used unless approved by the SEPTA PM.




Platforms checklist 2.6.4


2.6.1 PLATFORM DESIGN

P1 2.6.1.1 Do platforms slope to the rear at 2% to allow water run off?

P2 2.6.1.2 Has track geometry, including a project top of rail position and any rail supereleva-tion been taken into account when designing the platform position?

P3 2.6.1.2 Are platforms designed to be 10’-0” wide with an additional 8’-0” at platform shelter locations?

P4 2.6.1.2 Do all platforms, including temporary ones, have 2’ tactile warning edges installed on them?

P5 2.6.1.3 If the project has island platforms has the operational needs been discussed with SEPTA’s operations people?

P6 2.6.1.4 At 4 track locations, have provisions been made to allow center track boarding?

P7 2.6.6.5 Does the platform lighting utilize metal halide lamps in a standard SEPTA fixture?

2.6.2 CONSTRUCTION

P8 2.6.2.1 Have soil borings been taken to establish a basis of design for the platform founda-tions?

P9 2.6.2.2 Are high level platforms designed using standard SEPTA precast panel configura-tions?

P10 2.6.2.3 Does the specification call for SEPTA shop approval of a platform mock up to de-termine acceptable levels of finish and require subsequent shop visits prior to pan-el delivery?

2.6.3 PLATFORM FURNISHINGS AND ACCESSORIES

P11 2.6.3.1 Are standard SEPTA platform amenities such as benches and waste receptacles specified and shown on the drawings?

P12 2.6.3.2 Has the consultant confirmed and specified platform accessory colors?

P13 2.6.3.3 Are all accessories attached using stainless steel epoxy anchoring systems and is the use of expansion anchors at platforms strictly prohibited in the specifications?


Section 2.7 – Shelters and Canopies


2.7 Shelters and Canopies The buildings and structures SEPTA places at a sta-tion site become the most visual emblem of SEPTA in that community. Often centrally located and visi-ble, they can also be highly symbolic for the neigh-borhood or town. For these reasons, buildings and other structures must be designed with care and sensitivity.

In the following pages we’ll first cover design issues shared by all our buildings and structures. After that, we’ll discuss the three individual building types:

• small shelters,

• canopy/windscreen combinations and

• full station buildings

Shelter and canopy design 2.7.1

Few components add more to a station complex than well designed building components. Station buildings and canopies provide important rider amenities including:

• A climate controlled area to wait for the train.

• Public toilet facilities

• Personal assistance by a ticket agent when buy-ing tickets

They can also be an aesthetically pleasing adver-tisement for transit itself, particularly in the Delaware Valley with its strong tradition of railroading.

Unfortunately, a station complex can too easily be-come an eyesore if poorly designed or neglected. As such it can create a sense of danger, and even local resentment, which can quickly change to antago-nism towards SEPTA and its mission.

As important as these aesthetic considerations are, even in historic stations, historical accuracy must not to lead to material choices which require extraordi-nary maintenance efforts.

Clearances and other regula-2.7.1.1tions

In addition to meeting the normal codes and regula-tions required of all building projects, there are some specialized requirements for SEPTA projects.

For example, one of the unique aspects of railroad station design is the need to maintain certain clear-ances regulated by the Pennsylvania PUC between

structures along the track and the operating equip-ment which travels on the track.

• Clearances for trackside structures are just as critical as the clearances for platforms reviewed in 2.5.2. Building and structural clearances are more complex since minimum setback depends on height.

• Remember that clearances include accesso-ries such as hanging gutters, signs and light fix-tures as well as structural members.

• Do not position components on the exact edge of the envelope without allowing for construction tolerances and field errors. It is highly recom-mended to keep 4” to 6” away from the clearance envelope with all components.

The consultant is expected to thoroughly understand the clearance envelope and the existing right of way configuration

Other code issues

Of course all structures must meet the other appli-cable codes in force. One issue the consultant need to be aware of is that the Federal transit Administra-tion has mandated that all transit agencies meet the new 2004 accessibility regulations developed by the United States Access board. However the State of Pennsylvania uses ANSI 117.1. Both codes must be met by the design.

Materials - durability and main-2.7.1.2tainability

Durability and maintainability are very important concerns for SEPTA and therefore must be for our consultants as well.

SEPTA wants facilities with a long lifespan and ones that will maintain a good appearance over their life. While the consultant cannot control future mainte-nance, design choices must consider long term maintenance needs.

• Masonry exteriors, including brick, stone, and sometimes stucco, provide the durable finish SEPTA needs.

• Painted finishes can also provide moderate durability with easy repair, but application must be carefully specified and executed for maxi-mum longevity.

• Wherever feasible, SEPTA tries to use a paint-ed galvanized finish for all exterior steel com-




ponents. Site welding should only be used as a absolutely last resort, Galvanized compo-nents which are site welded and then “cold gal-vanized” often rust at the welded joint very quickly.

It is much better to design an assembly with bolted connections which will maintain the integ-rity of the galvanizing.

• Unusual materials can be a problem for SEPTA to maintain. For example, while slate roofs provide superior durability, SEPTA has had great difficulty in keeping in-house person-nel familiar with slate roof maintenance. Unfor-tunately, depending on third party contracts for regular maintenance, is not realistic.

Constructability constraints - 2.7.1.3trackside access

Almost every station site has constructability con-straints since construction will occur adjacent to right of way.

• The contractor will be limited in the hours which they have access to the work near the track.

• Trains on track adjacent to active work areas can operate under modified operation rules but tracks are rarely able to be taken out of service completely for more than a weekend, and even this can require costly busing of passengers dur-ing these outages.

Constructability constraints – 2.7.1.4flagging

At locations owned by AMTRAK, there is a major additional financial impact - SEPTA must make payments to pay Amtrak personnel to provide safety protection and these costs can be very large.

Flagging costs are significant on SEPTA property as well and the contractor will be expected to make ef-ficient use of trackside time.

Each project is different so the project consultant must work out the details for a specific project with the SEPTA PM, but every effort must be made to control AMTRAK protection costs.

Constructability constraints – 2.7.1.5site access

There are often other space and access constraints as well:

• Many station sites have adequate space on the side where a station building is located (usually the inbound side) but can be very restricted on the opposite side of the track.

• If extensive work (like ramp construction) is to be done, particularly on the restricted side, the consultant must more carefully examine con-structability issues such as equipment access, placement and edge of lot retaining wall con-struction.

Modularization 2.7.1.6

SEPTA uses modular components to assemble station buildings, canopies and windscreens. Modu-lar construction:

• helps minimize trackside time (which requires track protection)

• is less weather dependent

SEPTA uses modularization in assembling several types of structures.

Buildings - Typically buildings are sent to the site in one to three modules, assembled and combined with a wood truss roofing system.

The modular pieces are site clad with a durable ex-terior finish which improves lifespan, allows for the choice of a tough masonry finish and eliminates vul-nerable exterior modular joints.

Windscreens and Canopies are shop fabricated out of tubular steel, galvanized and painted and brought to the site in panels and site bolted together. Aside from minimizing trackside time, this allows components to not have the galvanizing ruined by site welding.

Modularization is still impacted by constructabil-ity. The consultant, in cooperation with SEPTA and the fabricator, must strike the right balance of small enough components to make them easy to ship and place and large enough components to minimize site work and problem causing joints.

Prototypes 2.7.1.7

To get predictable results and facilities which meet our needs, SEPTA has created a number of stand-ard prototypes which should be followed closely by the consultant when designing structures for a spe-cific location.




The consultant should always check with SEPTA’s Architectural and Engineering division to make sure they have the latest examples of our prototypes


Another unusual aspect or railroad facility design is the need to ground many exterior metal components because of the proximity to high voltage traction power, This prevents stray currents finding their way into metal components which could be grounded by an unsuspecting person touching them.

• At some locations, grounding is accomplished by bonding copper cables to the metal compo-nents and a metal stake driven into the ground.

• Other locations require that the project be grounded to the catenary structures.

In either case the consultant must seek guidance from SEPTA before designing the grounding system. All grounding systems must be thoroughly tested for efficacy and this testing requirement must be fully documented in the specifications.

Catenary support 2.7.1.9structures

Adjacent to our right of way, are the steel catenary supports which carry the wire which supplies our trains with traction power.

While normally not dangerous, trackside structures should avoid touching the catenary support struc-tures in any way. Canopy roofs should have open cut-outs with no attempt to make this joint watertight – i.e. do not attempt to caulk or in-stall flexible flashing.

Shelters 2.7.2

At locations which have very small passenger counts, a small shelter may provide adequate protection for our riders.

SEPTA has developed several pro-totypes for small shelters. Some very small shelters are only slightly larger than traditional bus shelters for use at stations with very small ridership or as a secondary shelter at a station. If one of these might be useful at the project you are working on, contact SEPTA’s architectural division for more details.

Our most commonly used shelter is made of the same materials as the separate canopy and windscreen. However, these shelters integrate the structural system supporting the roof with the windscreen. One ver-sion is pictured below.




Foundations 2.7.2.1

Since they are smaller and lighter that the typical canopy/ windscreen combination, these shelters are designed to fit on integral platform crossbeams already cast into the precast platform panels.

• As with other exposed fasteners, baseplates should be attached with epoxy set stainless steel fasteners.

• Base shoes will have one side open for position-ing.




Materials and finishes 2.7.2.2

Most of the materials and finishes used in these shelters are the same as those used in the larger canopy/windscreen system.

• Roofs can be shingle or aluminum standing seam on tongue & groove decking The decking is attached to nailers which are attached to the top of metal trusses. .

• The structural system consists of metal trusses which sit on metal columns that also act as sup-ports for the prefabricated glass block wind-screen glazing system. This wind screen system will be described more fully in the next section.

Canopies and windscreens 2.7.3

Canopies and windscreens are installed at stations to provide passengers with a sheltered place to wait for the train. Where possible, they should also be designed to keep water, ice and snow off ramps and stairs as well.

Our prototype components are designed to be as transparent as possible to minimize crime and loiter-ing. They are also designed to be very durable and require little maintenance.

Finally, the pieces are modular, so each station can receive an optimally sized canopy and windscreen. The design should be prefabricated in easily man-ageable sections and site assembled without field welding.

Foundation systems 2.7.3.1

To resist significant horizontal and vertical loads, canopies are mounted directly to the platform’s foundation system through holes cast into the con-crete platform panels. The remaining void around the column in the platforms is then filled with non-shrink grout. For further details see Chapter 5 of the SEPTA Structural Design Criteria and Guidelines.

For the lighter weight windscreens, the units are placed over structural reinforcing ribs cast into the platform panel. Since the base fasteners are ex-posed they should be epoxy set stainless steel threaded rods with stainless steel nuts.

Canopy design 2.7.3.2

SEPTA’s standard design is a two column structure with an asymmetric roof. It is designed to allow a

front overhang sufficient to provide cover close to the front edge of platform.

• The structural steel frames are made of A36 tubular sections with 3/16” typical wall thickness. Shop welded into manageable sections, they are designed for field assembly using fasteners only - no welding (this maintains the galvanized finish integrity).

• All components are galvanized and receive a shop prime coat and two finish coats of paint.

• The underside of horizontal members is general-ly set at 8’-6” clear. If decorative brackets or other elements extend below this, they must not hang below the code set limit of for 6’- 8” unob-structed headroom.

The consultant must carefully consider this issue when integrating new construction with existing work where older decorative brackets often vio-late this 6’-8” limit. See 2.9.4.1.

Roof systems 2.7.3.3

SEPTA uses the same asphalt shingle or metal roof for canopies as it does for its station building roofs (see 2.8.1.3). The same severe restrictions on wind uplift design also apply.

However, since soffits are not installed on canopies, the underside of the roof must have a suitable ap-pearance.

• With shingle roofs, SEPTA uses non-pressure treated tongue and groove 2x6 decking which receives a clear finish on all sides. Judging from past experience, it is necessary to place a note on the drawings that fasteners must not protrude through the deck underside.

• A solid wood deck can also be used with metal roofing (and must be used with some metal roofing). Metal roofing can also be self support-ing, but the underside finish of the exposed met-al roof must be specified and the same warning about random protruding fasteners given.

In our experience, it is difficult to control the ap-pearance of the exposed underside of a metal roof and the exposed flashing and joints give a much more industrial appearance.

This is not necessarily objectionable, but may be less desirable at a historical station. At these lo-cations the metal standing seam panel/ shingle




system or some other metal roof mounted on a solid wood deck should be favored.

All metal roofing must have snow guards in-stalled on it.

Windscreens 2.7.3.4

Since many of our platforms are raised off the ground and very exposed, windscreens are essential for passenger comfort. They must be at least three sided and often include a front panel for complete enclosure. They extend close to the floor for comfort but are held off the floor for snow removal and to keep lower sections away from the de-icing salts used on the platforms.

SEPTA has designed a modular system to coordi-nate with our canopy system. The windscreens at-tach to the platform at shoes and are braced off the canopy structure. Like the canopy structure, they are made of A36 tubular steel sections which are then galvanized and painted. As with canopies, all field connections are bolted, so that site welding can be eliminated and galvanizing can be kept intact.

Glass block glazing for wind-2.7.3.5screens

Glazed wall systems at windscreens present one of the most difficult problems to solve in station con-struction because they are so inviting to vandals.

SEPTA’s current approach is to use 8”x 8”x1½” solid glass block mounted in prefabricated ex-truded aluminum frames as glazing panels.

This assembly is very durable and almost impossible to break. It is also the only glazing which does not require the use of vandalshield protective film. The system is not self-supporting and must be placed in a steel structural frame to create a windscreen.

• The units can be

scratched and etched but vandals rarely do so, possibly due to the large number of joints.

• Any alternate ap-proach must

be reviewed, and specifically approved, by the SEPTA PM.

As part of the design, solid panels are often placed near the bottom of the windscreen to minimize maintenance in this vulnerable area.

Lighting 2.7.3.6

Lighting in shelters and canopies should be bright enough to create a safe and secure environment for our riders

• SEPTA wants an average of 25 foot candles and a minimum of 20 foot candles under our cano-pies. We use a 100 watt metal halide square “contemporary” fixture similar to a Holophane park pack. Other fixtures may be considered on a case by case basis if they are durable and placed appropriately.

• All fixtures should be located high enough to minimize vandalism, however lighting fixtures must be accessible for maintenance without re-quiring special equipment.

• Fixtures should be located on existing structural members wherever possible and shown on a plan or reflected ceiling plan. The use of unistrut mounting brackets should be minimized. Where used they must be completely painted, since cut ends will not be galvanized.

• While the code is somewhat ambiguous, it is SEPTA’s policy to provide some lights in key ar-eas like tunnels and covered platforms on an emergency back-up system. This is usually a centralized battery system located in the station building.


See Section 2.7.1.8 “Grounding Requirements” for grounding information. Generally all metal compo-nents in the canopy, including the gutter system must be grounded.

Fascias, gutters and down-2.7.3.8spouts

At most locations, particularly when exposed to view (and abuse) SEPTA prefers a terne coated stainless steel half round gutter and round downspout. These are strong enough to take some abuse from ice and from maintenance personnel; they can be soldered and after a year of weathering can be painted suc-cessfully.




If possible it is preferable to hide gutters behind fas-cia panels, and then aluminum may be used which is both less expensive and easier to fabricate. Alter-natively, forming a “structural” gutter out of plate is another approach, but the section should be at least 3/8”

At 5’-0” a.f.f. the downspout is fed into a cast iron leader (painted) to protect the assembly from dam-age and crushing. A cleanout is included above fin-ish floor level.

When using an aluminum roof, we may use a match-ing K gutter made from the same aluminum stock prepainted to match the roof. These have a good appearance but are more easily damaged by icing.

Remember that whatever gutter is used, the gutter must be installed outside the regional rail clearance envelope.




Shelter and Canopy Design Checklist 2.7.4


2.7.1 GENERAL DESIGN CONSIDERATIONS

SC1 2.7.1.1 Has the track clearance envelope been observed when designing all new con-struction, allowing enough clearance to compensate for construction tolerances?

SC2 2.7.1.2 Have materials and finishes been chosen for their durability, such as painted and galvanized finishes on all exposed steel, and masonry materials on buildings, wherever possible?

SC3 2.7.1.2 Have unusual materials which could require outside contracts for maintenance (such as slate roofs) been avoided?

SC4 2.7.1.3 Have the contract documents clearly alerted the contractor to trackside construc-tion constraints and scheduling which may have an impact on construction produc-tivity?

SC5 2.7.1.4 Do the contract documents clearly define who is responsible for paying for flag-ging, particularly on sites where AMTRAK flagging is required?

SC6 2.7.1.5 Do the contract documents clearly define site access issues including parking and contractor staging areas?

SC7 2.7.1.5 Do the contract documents call out other potential construction constraints such as locations where accessibility ramps must be built adjacent to property lines?

SC8 2.7.1.6 Are modular components used wherever possible to minimize trackside construc-tion time?

SC9 2.7.1.7 Are SEPTA prototypes for railing, shelters, station buildings and windscreens used wherever possible?

SC10 2.7.1.8 Are all components grounded properly and do the documents include a require-ment to test this grounding?

SC11 2.7.1.9 Does the project avoid interfering or altering all catenary structures unless requires as part of the scope of work?

2.7.2 SHELTERS

SC12 2.7.2.1 Are small shelters shown aligned with the support beams in the precast concrete platforms?

SC13 2.7.2.1 Are base plates fastened with stainless steel / epoxy set anchors?

2.4.3 CANOPIES AND WINDSCREENS




SC14 2.7.3.1 Do canopy columns project through the platform to rest on the foundation structure and then have the platform hole filled with non-shrink grout?

SC15 2.7.3.1 Do all steel tube structural members have a 3/16” wall thickness to allow for sec-tion loss over time?

SC16 2.7.3.2 Is all steel galvanized and is site welding strictly prohibited to maintain the integrity of the galvanized finish?

SC17 2.7.3.3. When using metal standing seam roofs at historical stations, has a tongue & groove solid wood deck been specified to control the appearance of the underside of the canopy?

SC18 2.7.3.4 Has the need for windscreens been evaluated for both inbound and outbound plat-forms?

SC19 2.7.3.5 Has SEPTA’s standard 8 x 8 x 1½” glass block & aluminum frame glazing system been specified for all windscreens and shelters?

SC20 2.7.3.6 Has a sufficient number of metal halide lighting fixtures been included to provide sufficient foot candle levels (25 f.c. average and 20 f.c. minimum).

SC21 2.7.3.6 Inside canopies and shelters, are fixtures mounted directly on structural members and is the use of supplemental unistrut minimized?

SC22 2.7.3.7 Are all canopies and windscreens grounded and has the requirement to test that grounding been included in the specifications?

SC23 2.7.3.8 Do all rain water leaders feed into cast iron leader at 5’ above finished floor? Do these feed into an approved rainwater system (if required)?

SC24 2.7.3.8 Is the gutter assembly located outside of the track clearance envelope with enough clearance to allow for construction tolerances?


Section 2.8 – Station Building Design


2.8 Station Buildings SEPTA has designed two station building proto-types, the larger of which is shown above. Wherever possible, the consultant will use one of these two prototypes when a project includes a station build-ing. As always, the consultant will be responsible

for adapting the prototype to the specifics of the project.

SEPTA has had some experience with modular manufacturers and can advise the consultant on the appropriate level of documentation. See 2.7.2.8.

Station Plan & Elevation




Building Exterior 2.8.1

Foundations 2.8.1.1

At most locations, SEPTA prefers to install a full basement under the station building, usually with cast-in-place concrete walls and spread footings.

At some locations, SEPTA may only require a crawl space.

Whatever foundation approach is used, the con-sultant must thoroughly understand the modular building’s construction tolerances. For example, adequate opportunity for shimming must be planned into the foundation design so than an handicapped compliant door threshold can be maintained when the building is placed.

Exterior wall finish system 2.8.1.2

Of the many exterior wall finish systems available, only a few meet SEPTA’s needs of maintainability, cost effectiveness and durability.

Full thickness brick veneer

Of all the available exterior materials, brick veneer cavity wall on metal/ wood stud construction is one of the best to use for a station building finish.

• It provides a tough, durable, color-fast material which is relatively easily cleaned and main-tained. It should be specified with a smooth but not glazed finish and sometimes covered with a graffiti coating depending on the history of the station’s locale.

• Under no circumstances is a “thin” brick veneer or incised stucco system, or other brick imitation acceptable.

Natural or man-made stone veneer

Stone veneer cavity wall on metal/ wood stud con-struction is also a good choice and may be in keep-ing with a particular neighborhood’s aesthetic.

• The system must be chosen and detailed care-fully. Never chose this system unless a large scale sample can be seen and approved by SEPTA in the field prior to including it in the de-sign.

• Particularly in man-made systems, the color var-iation in the final installation must be carefully specified and controlled. In most cases a rela-tively smooth finish will be the easiest to keep clean.

• Many systems require a sealant be applied at the end of construction, but this sealant usually is not sufficient for graffiti protection.

• Incised, stained in place artificial stone systems are generally not acceptable.

Stucco

A traditional cement or acrylic stucco system with a smooth surface provides a good finish but must be sealed to resist graffiti. Exterior insulated finish sys-tems are not acceptable. In areas of high graffiti, some anti-graffiti coatings may work but repainting may be the best approach.

Decorative Block

SEPTA may consider the use of structural glazed facing tile (SGFT), coated concrete block and pol-ished or decorative faced concrete block.

The first two finishes have a colored glazed coating which can be chipped off and all require a high level of workmanship to make the installation look good. Constructability problems center around block in-stallers, unused to creating a finished surface doing unacceptable installations. The use of a mock to set a standard of acceptable appearance will help but not solve this problem. As a veneer, these provide few advantages over brick and may present an over-ly industrial appearance.

Tile

In most cases, exterior ceramic tile is not ac-ceptable. In the past at exterior locations, SEPTA has had great difficulty in getting a consistent per-manent bond between the tile and most substrates. It may be acceptable when used as small accents and special attention is paid to proper detailing.

Precast stone accessories

On the exterior, if the material is masonry or stucco, SEPTA usually uses cast stone as an accent sur-round on door and window openings. Other cast stone may be used for decorative effect.

Roof supports 2.8.1.3

Roofs at new station buildings are usually supported on a prefabricated wood truss system. Soffits are enclosed with a wood beadboard paneling – vinyl substitutes tend to shrink and sag.

All roof attachments and hanging components, in-cluding any decorative brackets, are subject to ADA overhead clearance requirements.




Roof and gutter systems 2.8.1.4

SEPTA usually uses one of two roofing systems on stations:

• A premium grade asphalt shingle system - usually a shingle which approximates the look of a slate roof.

• A metal standing seam roof – at most loca-tions an aluminum batten style which allows the replacement of individual panels.

• For historical structures, at least one manufac-turer makes a steel interlocking standing seam panel which recreates the look of older metal (“tin”) roofs.

• The consultant should install ice shielding on the lower 36” of the roof at all eaves and install snow/ice guards on trackside, all metal roofing and elsewhere where the slope warrants them.

• Except for rare cases, SEPTA prefers hanging gutters made of half round terne coated stain-less steel. Industry standard sizes of 5” or 6” is acceptable at most locations. Confirm that hanger material is compatible with terne coated stainless steel.

It is critical that all roofs be designed to resist wind uplift (UL90). Metal panels torn off a canopy roof in a windstorm could short the catenary wires or an airborne shingle could hit the windshield of a high speed train.

Doors and Windows 2.8.2

Doors and door hardware in stations must be speci-fied with durability in mind. Public doors in particular must be able to take a high number of cycles without requiring maintenance.

Doors 2.8.2.1

When installing new or replacement doors, SEPTA usually uses hollow metal doors with institutional grade hardware:

Exterior Doors

Our typical door is a 16 gage hollow metal door with a rigid polystyrene core. Usually the design will have pressed panels to recreate the look of a traditional wood panel door. Glazing of ¼” tempered glass with vandalshield is installed on exterior doors. Cite spe-cific HMMA specifications.

Door hardware 2.8.2.2

All hardware should be institutional grade stainless steel with a satin finish. All handles should have lev-ers and exterior doors should have panic hardware and closers.

• A latchset and double cylinder deadbolt is in-stalled on exterior doors. The ticket office and toilet room(s) also receives a single cylinder deadbolt and all closets and mechanical room receive storeroom function latchsets.

• Door closers should be installed on all public exterior doors. Finish should be satin chrome or stainless steel and have a heavy duty arm. All attachments should be with through bolts to al-low quick field replacement.

Windows 2.8.2.3

SEPTA prefers an institutional grade aluminum op-erable single hung window with a painted finish. Windows should have true divided lights with insu-lated glass.

• We also require SEPTA designed window guards on the windows of the ticket office. In ar-eas of high vandalism, they should be placed on all windows.

• Any glass surfaces accessible to the public (inte-rior, exterior and even behind window guards) must have scratch and vandal resistant plastic film applied to it.

• The consultant should include window hardware such a sash locks and lifts.

• If the consultant includes windows at out of the way locations, make sure they are able to be easily cleaned without the use of high lifts or other unusual equipment

Bullet resistant ticket window 2.8.2.4

At all new locations and most existing locations, SEPTA wants a bullet resistant window with an inte-gral deal tray. This window is located so that the bot-tom of the window at 36” above finish floor (confirm details with latest ADA code).




Interiors 2.8.3

Interior finishes and accessories 2.8.3.1

As with exterior materials, interior finished must be chosen for their durability, maintainability and ap-pearance. Consultants must specify grades of mate-rials which are often above the light commercial grade supplied by many modular building manufac-turers, to avoid costly extras. For clarity, a finish schedule should be include.

Floors 2.8.3.2

Station floors should be a high grade commercial vinyl tile of a light color. A dark border should be specified to con-ceal edge dirt and the same dark colors may also be used as accent tiles. At some locations SEPTA us-es a porcelain ceram-ic tile on waiting room floors.

In bathrooms, use a matte finish mosaic porcelain tile with a cove base. The floor should be grouted with an epoxy grout. A floor drain should be included in all toilet rooms unless technically not feasible.

Other industrial and commercial floor surfaces such as rubber tile or monolithic epoxy industrial floors, while tempting, should be regarded skeptically. They may require high maintenance to keep a good ap-pearance (rubber tile) or be impossible to patch well and subject to installer error (monolithic epoxy and terrazzo).

Occasionally, wood hardwood floors may be ac-ceptable in historic buildings and renovations see 2.5.3.4.

Walls & Ceiling 2.8.3.3

At most locations, painted gypsum board walls and ceilings are our standard. Lay in and dropped ceil-ings should be avoided.

Wainscot

A painted wood wainscot is to be installed in the waiting room to 4’-0” a.f.f.. On walls to receive a wall mounted bench, make sure there is continuous adequate wall blocking shown in the shop drawings since it is practically impossible to align the bench’s wall attachments with wall studs.

A mosaic ceramic tile wainscot with a bullnose top edge and coved base should be installed to 4’-0” a.f.f. in the toilet room. No wainscot is installed in the ticket office

Decorative molding and casing

Wood or vinyl crown molding and window casing is installed in the waiting room and painted to match the wood wainscot. Casing joints receive “bull’s-eye” blocks rather than miter joints.

Built in benches 2.8.3.4

SEPTA typically wants our standard wall mounted wood bench installed at the perimeter of the waiting room (show extent on the floor plan). It is made of white or red oak and receives a clear finish. See the standard detail.

Built-in Bench




Mechanical and Electrical 2.8.4Systems

HVAC Systems 2.8.4.1

SEPTA always prefers a separate mechanical room at its stations, either in the basement if available, or in a room at ground level directly accessible from the outside.

• Where natural gas is available, SEPTA prefers the use of a gas forced-air system. SEPTA will usually chose to pay for additional site piping if gas can be made available at a reasonable cost.

• If gas is not available, SEPTA will usually install an electric heat pump.

• Supplemental electric wall heaters are provided in the ticket office whenever possible to rapidly heat the space on cold mornings.

• A space heater is also provided in the mechani-cal room for repair personnel.

• A separate space heater is not provided in the toilet room but the toilet room is provided with a vent fan controlled by the light switch.

• The ticket office, waiting room and toilet room are air conditioned.

• The HVAC system is controlled by one thermo-stat typically installed in the waiting room with a locked cover.

Plumbing guidelines 2.8.4.2

SEPTA usually installs a single unisex toilet room with a wall mounted toilet, urinal and wall mounted lavatory with integral overflow. SEPTA also prefers an instantaneous type water heater to reduce standby losses.

Gooseneck faucets with wrist blades should be avoided due to vandalism. Instead a standard (ac-cessible) faucet with sensor activation is preferred. For specific fixtures see the SEPTA PM.

Fire suppression & alarm sys-2.8.4.3tems

Except in historic structures, SEPTA usually prefers not to install sprinkler or alarm systems in new sta-tion buildings unless required by code or local mu-nicipality. The consultant should discuss this issue

with the SEPTA PM in detail before making any de-sign decisions.

Lighting guidelines 2.8.4.4

SEPTA has set the following lighting levels for the interior of the station building:

Location Min FC

Max. FC

Waiting Room 20 30

Ticket Office 50 80

Toilet Room 20 30

Most interior light fixtures should be either fluores-cent or compact fluorescent.

Designing a station that 2.8.5meets community needs – some final thoughts

Station buildings must strike the right balance of ap-pearance, function and cost effectiveness. Some-what costly materials, if they will maintain their ap-pearance over time (particularly on the exterior and public interior spaces of the building) are often worth investing in.

An inviting interior with the kind of attention to detail that would be found in a quality commercial structure will convey an image of professionalism and an in-terest in our riders. While we don’t expect riders to feel they are waiting in a corporation’s executive suite, they shouldn’t think they are in a high school cafeteria either. Durability is important but it doesn’t negate the need for a good appearance.

We want the surrounding community to have as much affection for a new station as many communi-ties have for their older historical station.




Station Buildings Checklist 2.8.6


2.8.1 BUILDING EXTERIOR

SB1 2.8.1.1 For prefabricated station buildings, does the foundation configuration allow for site adjustment (shimming) to compensate for construction tolerances?

SB2 2.8.1.2 Has the exterior wall finish been approved by SEPTA and has a mock-up been required to set a standard for final appearance?

SB3 2.8.1.3 Are all exterior soffits enclosed with prefinished composite beadboard?

SB4 2.8.1.3 Is the lowest part of all roof brackets, rain water leaders and other hanging or pro-jecting building elements above the 80” vertical clearance required by ADA?

SB5 2.8.1.4 Are roofs designed to meet UL-90 uplift requirements?

SB6 2.8.1.4 Do all roofs with a wood deck receive 36” ice shielding at the eaves?

2.8.2 DOORS AND WINDOWS

SB7 2.8.2.1 Are exterior doors 16 ga. hollow metal “panel” doors with glazing and protective film at waiting room door locations?

SB8 2.8.2.1 Are specific Hollow Metal Manufacturers Association standards cited in the specifi-cation for a given door?

SB9 2.8.2.2 Are latchsets and deadbolts indicated on exterior waiting room, ticket office and toilet room doors?

SB10 2.8.2.2 Are storeroom function locksets indicated on other utility rooms?

SB11 2.8.2.2 Are door closers mounted with through bolts to facilitate quick replacement?

SB12 2.8.2.3 Are window guards provided on all ticket office windows?

SB13 2.8.2.3 Is protective film called for all windows (exterior and interior public areas)?

SB14 2.8.2.4 Are bullet resistant transaction windows with protective film located properly for accessibility?

2.8.3 INTERIORS

SB15 2.8.3.1 Do interior finishes meet SEPTA standards for durability (NOT light commercial) and are they described in a finish schedule?

SB16 2.8.3.2 Has the consultant asked the PM whether to use vinyl or porcelain tile?




SB17 2.8.3.3 Have interior finishes (gypsum board wall and ceiling with wainscot (wood in wait-ing room and tile in toilet room) been shown in a finish schedule?

SB18 2.8.3.4 Have SEPTA standard built in benches been shown in the waiting room?

2.8.4 MECHANICAL AND ELECTRICAL SYSTEMS

SB19 2.8.4.1 Has a mechanical and electrical room been shown which is accessible directly form the exterior?

SB20 2.8.4.1 Has a supplemental wall mounted electric heater been installed in the ticket office and in the mechanical room?

SB21 2.8.4.1 Is air conditioning indicated for the waiting room, ticket office and toilet room?

SB22 2.8.4.2 Are sensor activated, non-gooseneck but ADA compliant, lavatory fixtures used?

SB23 2.8.4.3 Has a fire alarm system been installed in the station, if it is historic, but not other-wise?

SB24 2.8.4.4 Has SEPTA’s lighting guidelines of between 20 &30 f.c. for the waiting and toilet rooms and between 50 and 80 f.c. for the ticket office been met?

2.8.5 Getting a superior product that meets community needs – some final thoughts

SB25 2.8.5.1 Has the designer created an overall interior level of finishes equal to a good grade of commercial interior?


Section 2.9 – Renovating Existing Station Facilities


2.9 Renovating Existing Sta-tion Facilities

SEPTA’s existing railroad stations represent a rich architectural and historical asset. Many stations are important fixtures in their community and some were designed by important local architects.

As significant as these structures are however, SEPTA’s primary mission is to move our riders in a safe and comfortable manner. This operational re-quirement is so important that occasionally, a station building may have to be abandoned if it cannot be adapted to fulfill current station operational needs.

Special considerations 2.9.1

When renovating an existing station, five areas de-serve special consideration:

• Reaching consensus on project goals

• Analyzing existing conditions

• Addressing historical issues

• Understanding community needs

• Determining an appropriate scope

Setting goals 2.9.1.1

When upgrading an existing station building it is par-ticularly important that the consultant and SEPTA agree on the specific goals for the project. The con-sultant should discuss the following goals with the SEPTA PM:

• Need to correct any code or safety deficiencies.

• Need to keep water out of the building and re-pair structural problems.

• Need to create better working conditions for SEPTA employees.

• Need to make the structure easier to maintain and more pleasant for riders.

• Need to improve the appearance of the struc-ture.

Analyzing existing conditions 2.9.1.2

Initially, the consultant will be given some direction about the scope of work but it is up to the consultant to examine the existing conditions more closely.

Depending on the direction from the SEPTA PM, this investigation need not be extensive or intrusive, but a project which overlooks basic code or existing condition problems just because they weren’t in the original scope must be avoided.

Documenting existing conditions usually include the following:

• Complete site survey including existing struc-tures.

• A structural report for buildings, canopies, shel-ters and raised platforms.

• A preliminary environmental report with soil bearings and lead paint/asbestos assessments.

• An examination of existing HVAC, plumbing and electrical systems.

• A survey of the roof, gutters and flashing sys-tems. (this should be coordinated with the struc-tural report, particularly if there is evidence of water damage).

Grandfathering existing condi-2.9.1.3tions

Where possible, SEPTA prefers to not grandfather existing conditions related to safety, accessibility and clearances. While there may be some excep-tions, items which don’t meet current codes and regulations in these categories should be upgraded.

Other items, such as a railing, which are code com-pliant but don’t meet current SEPTA standards may or may not be upgraded. Consult with the SEPTA PM about this issue.

Discovering hidden conditions 2.9.1.4

One particularly important aspect of examining exist-ing conditions is the uncovering of hidden condi-tions. In the past, hidden conditions uncovered dur-ing construction have cost SEPTA hundreds of thousands of dollars at a single site.

SEPTA fully supports the consultant doing reasonable exploratory investigation and even some limited demolition to uncover hid-den conditions. A comprehensive plan to do this kind of site analysis should be drawn up and reviewed with the SEPTA PM rather than done on an ad hoc basis.




Consultants may contact historical agencies to determine historical status and to gather information. However they must not discuss scope or intentions over the telephone but arrange a formal meeting and have a SEPTA representative in attendance.

Our stations must never be allowed to be muse-um pieces but must be adapted to current stand-ards of safety and comfort. No compromise can be made to safety or accessibility by the disabled for the sake of historical integrity.

The need to identify hidden conditions extends be-yond buildings to other parts of the site. If a founda-tion or retaining wall is to have new construction ad-jacent to it, the consultant should assume nothing about its structure or configuration. The railroads often indulged in structural practices which are un-acceptable by today’s standards. The consultant must do test borings/pits to determine actual condi-tions.

Failure by the consultant to take reasonable steps to uncover hidden conditions may be re-garded by SEPTA as a failure to render a com-plete scope of professional services.

Addressing historical issues 2.9.1.5

The consultant must evaluate historical issues in detail. Not only must the building be researched, but different funding sources will require different actions during design. A thorough historical significance evaluation must be done for most existing buildings.

When designing renovations in the past, the State Historic Preservation Officer has been sympathetic to SEPTA’s maintenance limitations. They have of-ten allowed us to choose materials and assemblies we can “live with” over the long term. The consultant shouldn’t make assumptions about what is accepta-ble but they should be prepared to make a case for well researched approaches and materials substitu-tions.

Understanding municipalities 2.9.1.6and community groups

Every project is different when dealing with the neighborhood around a station. Some communities may regard the existing facility as an eyesore and readily accept proposed changes. Others may re-gard their stations as community assets, and any change will be questioned and challenged.

Any decision about work on an existing station can become highly political and he consultant may be required to attend multiple community meetings and to create presentations for them.

However, understanding needs is not the same as meeting every community request. Every project can’t completely renovate an existing station – scopes are often more limited. Even if the scope includes a full renovation, SEPTA must argue to re-tain its control over it’s property.

For example, SEPTA may argue to sacrifice appear-ance and authenticity for material which is more maintainable, or it may have to limit investment at one property to have money for other stations else-where.

We will always expect our consultants to support this view when discussing a project with local, state and federal agencies.

Environmentally sensitive mate-2.9.1.7rials

Given the age of many of SEPTA’s structures, it’s reasonable to expect the presence of some envi-ronmentally sensitive materials at many sites All existing structures should be inspected for haz-ardous materials prior to beginning work (and preferably prior to bid) by SEPTA’s Safety and Risk Management Department.

Lead Paint

Normally in commercial construction, lead paint is not considered a hazardous material in need of abatement. Items with lead paint on them can often be disposed of with other construction waste.

During construction, the contractor should be di-rected to take steps to control lead paint dust and debris at the job site (the contractor will be obliged to follow OSHA and take steps to protect his workers, but not adjacent areas open to the public).

Strategies include wet sanding and vacuuming lead paint chips. Of course local municipalities must be contacted to confirm procedures and OSHA regula-tions control construction procedures.

Asbestos

Certain materials such as roofing materials, old vinyl tile, pipe insulation and panels near furnaces and flues are likely sources of asbestos containing mate-rial.. Contact the project manager for these tests (SEPTA has its own testing personnel). If asbestos




Another very important issue is how to handle hidden conditions. Where the consultant sus-pects a significant quantity of material may have hidden deterioration (such as is frequently the case with canopy rafters rotting from the top surface down) they should include a gener-ous fixed percentage of material replacement for bidding purposes. This will help avoid costly extras in our “low bid” environment.

is present, SEPTA may choose to do the abatement itself or under separate contract prior to construction

Other environmental issues

If other environmental issues come up during a de-sign, contact the SEPTA PM to get assistance from the appropriate SEPTA department. Some issues which have occurred in the past include abandoned fuel tanks, trackside chemical contamination, older transformers with PCB’s, bird waste, and faulty sani-tary lines. All of these will require specific actions by the contractor to prevent contamination.

Defining scope 2.9.1.8

Existing conditions, along with code deficiencies and other opportunities to improve the station will deter-mine if SEPTA’s scope is adequate or it should be modified.

For rehab work, this critical part of this scope is to identify what stays and what is to be removed. Gen-erally SEPTA will choose to replace borderline mate-rials and assemblies.

Some factors which go into this decision include:

• Some components simply wear out and are likely to need attention – doors and door hard-ware, furnishings, and toilet room fixtures and finish usually fall into this category. These choices are usually clear and often there are signs of repeated past repairs.

• Some items are prone to weather damage – particularly roofs, exposed eaves, chimneys, gable ends and dormers and the lower sections of walls. These are also usually clear though they may require some hidden condition exami-nation.

• Sometimes, in either category, SEPTA may make the choice to replace an item even if it still has some limited useful life in it. Howev-er, tempering this approach is the SEPTA’s de-sire to avoid scope “creep” where a project end-lessly expands in time, cost and complexity. These less clear “judgment calls” should be re-viewed by the SEPTA PM.

Documenting demolition and 2.9.1.9restoration

The contract documents must be extremely specific on describing what stays and goes. Usually a default position is established so that if something is unla-

beled it is “existing to remain” and all new items or existing items to be removed are called out specifi-cally.

Clear documentation which will hold up in the adver-sarial environments of a “low bid” situation is very difficult. SEPTA expects a set of contract docu-ments which are clear and complete. The consult-ants should ask themselves the following question:” Is it clear what is to be done to every item shown on every drawing?”

• Is it clear when a building part is to be replaced?

• Is it clear how an existing component is to be prepped and painted?

• Is it clear what the contractor is to do if he un-covers a part which has hidden deterioration?

Installing substitute materials 2.9.1.10

Using substitute material is always a difficult issue when working with historic buildings. Choosing ma-terials wisely is of particular importance to SEPTA. It often requires a trade off between appearance, du-rability and cost.

Some historical materials such as wood doors and trim are very appropriate for renovation work while others, like copper gutters and wood floors are not (vandalism and durability problems respectively in these two cases).

Material choice and substitutions with materials which give superior performance should be dis-cussed with the SEPTA PM prior to review by the public or historical commissions.

While preserving original material or replacing in kind is often a preservation goal, SEPTA’s goal is

It is highly recommended that with most rehab projects, a pre demolition walk through with the SEPTA PM be required in the specifications.




always to have a material which will give maximum lifespan with minimum maintenance. SEPTA will insist on its right to make this case to the governing authorities.

Upgrading exterior compo-2.9.2nents

A quick, strictly visual, examination will tell a lot about which exterior components should be repaired or replaced, but at many of our stations, particularly when it comes to wood components, appearances can be deceiving.

After discussing the situation with the SEPTA PM, the consultant should supplement visual inspection with intrusive investigation like probing, drilling and even minor removal to determine the condition of the station.

Station and canopy roof support 2.9.2.1problems

Roofs, and particularly exposed roof eaves, are among the most vulnerable areas of existing sta-tions.

• Bracket Failure – Decorative brackets usually fail one of two ways. They may be undersized and suffer long- term deformation of they may be inadequately attached to a masonry wall or wood column. The failure is important to analyze since the latter failure only requires a stronger attachment detail but the former kind of failure requires a redesign of the bracket itself.

• Rafter failures may be either visible or hidden. Among the most common types of hidden dam-age is when, the rafter tails, particularly at the eaves, are rotted from the top down and unable to receive new roofing fasteners. It is not un-common for 30% or more of the rafters may be deteriorated in this way.

• Canopy column failures usually occur due to poor column base conditions - water attacks the base and wicks up the wood’s end grain. After making sure the foundation is stabilized, some columns may be braced with a structural sleeve with acceptable results.

Gutters and drains 2.9.2.2

Traditional pole gutters and built-in gutters cre-ate long term maintenance problems. They can clog without being noticed causing water to lay on

the roof and eventually seep into the deck and de-stroy it.

• Wherever possible, and there is sufficient track envelope clearance, pole gutters and built-in gutters should be replaced with hanging gutters.

SEPTA’s standard is a half round gutter con-nected to a round leader, both made of terne-coated stainless steel which doesn’t deteriorate and is strong enough to withstand ice loads and ladders. Industry standard 5” & 6” sizes are usu-ally acceptable. Confirm that the hanger material is compatible with the terne coated stainless steel.

• Since traditional pole gutters also acted as snow and ice guards, new guards should be installed.

• When installing a hanging gutter on a roof, the fascia board, if present, should be carefully in-spected to make sure it can take the addition of the gutter assembly. The contract documents should quantify how much fascia to replace.

If the fascia is removed entirely, this will expose the end grain of the rafters and they must be well protected with paint and drip caps.

Some decorative molding may have to be removed to make sure the gutter is adequately attached to the fascia board. This should be specifically reviewed with the SEPTA PM.

• An aluminum drip edge should be specified to protect the deck edge.

• If it is absolutely necessary to retain the pole gutter, they should be fabricated of terne-coated stainless steel, zinc covered copper or stainless steel with all joints soldered and the whole as-sembly installed over an ice dam. If the gutter is

POLE GUTTERS FAIL SOONER OR LATER




to be painted, best practice is to wait for a year to allow the surface to be weathered.

Exterior walls 2.9.2.3

Brick, stone, stucco and wood are the most common exterior building materials on SEPTA’s existing sta-tion buildings. Fortunately, because large overhangs are common, many exterior walls are in relatively good condition.

When working on the exterior of an existing building, the consultant must match the condition (or condi-tions) of the specific building materials to the repair approaches being taken. However, if this list gets too long it may become unmanageable in the field and lead to poor results.

Brick

• The brick at many of SEPTA’s stations is in fair to good condition unless it was sandblasted or pressure washed at too high a psi.

• If the brick’s dense surface has been removed, sealants are of marginal use. If the brick is dete-riorating further from water exposure, re-placement or painting with a latex paint may be the only alternatives. A specialist should be con-sulted before any approach is decided on.

• Because of its age, much of the brick is softer than modern brick and often laid with thin butter joints. Repointing, unless, absolutely needed, will often cause more harm than good.

• If repointing is required, it should be done on an as needed basis (spot). Power tools should be prohibited and a soft lime mortar used for re-placement, colored to match original.

Demand a mock-up to evaluate workmanship quality before widespread repointing – removal of bad work may do more damage than good.

• Any wholesale cleaning and paint removal should be approached with great care. Low im-pact treatments like certain types of steam cleaning, very low pressure power washing and scrubbing with natural bristle brushes usually can be done if care is exercised – but a test patch must always be done and evaluated first.

Generally the less aggressive the better, even if a “like new” appearance is sacrificed. Contract documents and field inspectors should warn the contractor against “cranking-up” the psi to get

more aggressive when cleaning the brick Irre-versible damage can be done in seconds.

Only allow pressure washing as a last resort and under constant supervision. The operator will always be tempted to increase psi to get stub-born dirt off or do the job more quickly.

Stone

• Many of the stone stations are built of schist or bluestone, both of which are durable stone types. Significant deterioration of the stone itself is unusual.

• Cleaning and repointing can be done somewhat more aggressively than with brick but a test patch must still be required of the contractor. Original mortar may still be quite soft and ag-gressive cleaning could result in a widespread need for repointing.

Wood Siding and wood shingles

• The condition of wood siding and shingles most-ly depends on their exposure to the sun and rain and whether water had seeped behind them. If the siding or shingle is on a wall protected by an overhang and water hasn’t gotten behind the surface, wood will often stand up well over time and only require normal paint treatment.

• If there is painted surface deterioration including excessive paint build-up on the surface, then paint removal and repainting procedures should be specified.

• If there is evidence of water, the consultant should do spot material removal to determine the extent of the damage, and specify appropri-ate removal and replacement. These tasks must be quantified in the contract documents.

Windows & doors 2.9.2.4

The rehabilitation or replacement of existing doors and windows can be an expensive and difficult to administer part of the project.

• While in the private sector this kind of work can be handled on a time and material basis, the competitive bid conditions that SEPTA operates under place responsibility on the consultant to be specific in quantity and treatment.

On the other hand, overly complex specifications for a wide variety of renovation and surface preparation techniques will create job site confu-




sion often leading to contractor extras or mis-takes.

Making the decision to repair or replace

Generally where whole assemblies are in good con-dition, they can be salvaged through excess paint removal, minor patching and repainting.

• In assemblies where major components have failed (whole window sashes, multiple rails, stiles or panels of doors) it is more economical and will yield better results to replicate the whole assembly.

While not always in keeping with historical preservation standards, we should argue for this approach with historical preservation officials.

• If new doors are to be fabricated, high quality materials (such as oak or another hardwood), and workmanship (such as AWI standards) should be specified.

• Using specialty techniques (like epoxy consol-idation) requiring “judgment calls” by the con-tractor will make it difficult to enforce a standard of quality. It is not acceptable to require a con-tractor to hire a specialist to oversee this type of on-site process.

If the contract documents can make the location of the application clear and specific, the process can be effectively monitored, and errors in the process become quickly apparent. This way, the process has a higher chance of success in our low bid construction environment.

• Metal Door Substitution - Wood doors should be replaced by metal doors only for specific rea-sons, (sometimes for additional security at ticket office entrances for example). This decision should always be reviewed with the SEPTA PM. Decorative wood doors should be repaired or replaced in kind wherever possible.

• All glazing in windows and doors should receive protective film to reduce vandalism.

• SEPTA will usually want exterior decorative pro-tective grills installed over ticket office windows

Exterior molding and woodwork 2.9.2.5

At many locations, where protected by large roof overhangs; exterior millwork is in good condition. At these locations, the major problem is woodwork that has been repeatedly repainted resulting in paint fin-ish problems including peeling and alligatoring.

Some of the paint is often lead based and must be treated accordingly. When addressing exterior woodwork:

• Determine if sills are sound – scrape, fill and paint unless the level of damage requires re-placement. This is one application where epoxy consolidation may be cost effective and observ-able enough to work.

• Examine any woodwork in contact with the roof deck for rot from above.

• Due to the toxins involved do not call for re-placement millwork to be fabricated from pressure treated wood. If wood is properly primed (including back priming) and painted, it should have an adequate lifespan, particularly if it is protected by an overhang.

Specialty painting 2.9.2.6

Painting existing exterior components is a difficult process to document adequately. Minimal documen-tation leads to poor preparation and paint failure. Overly complex documentation leads to site confu-sion and a level of detail incompatible with a “low bid” environment.

Specifying multiple paint techniques

Multiple paint removal and surface preparation tech-niques will require judgment calls by the contrac-tor which are not always to the consultants lik-ing. They can be a source of extra charges by the contractor and a source of arguments and delays.

Painting instructions and schedules should be easily understood and not overly complex. It is not ac-ceptable to depend on hiring painting site consult-ants.

It may be a good idea to require a mockup of any difficult preparation areas to determine the appropri-ate level of effort.

Lead Paint

The consultant should require that the paint-ing manufacturer’s representative be present for critical preparations and applications. They should also require the approval by the SEPTA PM of all substrates before any paint/ primer is applied.




Components with lead paint should be scraped and wet sanded with all paint chips vacuumed up. Do not allow dry sanding or power sanding to avoid air-borne lead dust. Place the responsibility on the con-tractor to follow all OSHA guidelines for all worker protection.

As of this writing, most lead paint waste is not treat-ed as a hazardous material (based on its proportion of lead to the other material it is on) and can be dis-posed of with normal construction waste. The term “abatement” implies a level intervention beyond that needed for most projects and should generally be avoided

Regulations for lead paint can change so all lead paint issues must be reviewed with SEPTA’s Safety and Risk Management Department before the con-tract documents are completed.

Upgrading interior compo-2.9.3nents

Interior components are often easier to evaluate than exterior components if examined carefully. In fact, a hidden exterior defect may be found when trying to find the root cause of an interior defect. Leaks and minor structural stresses show up in dete-riorated plaster and failed paint. Even so, a thorough examination should still be done by someone who knows what they are looking for.

Basement and foundation 2.9.3.1

While the mechanical equipment in our basements is serviced regularly and many basements receive structural inspections, basements often receive little regular maintenance. Some typical problems in-clude:

• Minor water leaks from misdirected runoff and clogged roof drains.

• Missing mortar in foundation walls caused by water seepage.

• The presence of asbestos and abandoned oil tanks from old mechanical installations.

• Inadequate or no ventilation (sometimes made worse by earth floor areas) leading to high hu-midity and wood deterioration.

• Trash accumulation creating a potential fire haz-ard.

• Termite and animal infestation.

Subject to SEPTA PM approval, a basement survey and assessment of existing conditions should be made and coordinated with SEPTA structural in-spectors and SEPTA’s Safety and Risk Manage-ment Department.

Ticket offices 2.9.3.2

Ticket offices are upgraded for increased security, employee comfort and to meet current codes. This typically involves:

• Installing a bullet resistant transaction win-dow and sometimes installing bullet resistant material in the surrounding wall (depending on the station’s crime risk). These windows must meet specific accessibility requirements.

• Making sure that the door and door hardware to the ticket office meet security and wheelchair accessibility requirements.

• Improving the overall lighting of the ticket office and providing task lighting where useable such as at the ticket window.

• Providing supplemental space heating and air-conditioning under direct control of the ticket agent. Heating units should be a quick response type (such as an electric wall heater) to heat the ticket office quickly on cold mornings.

Toilet rooms 2.9.3.3

Toilet rooms are often upgraded to increase user appeal and reduce maintenance. Additionally, any significant modification of the building must include making toilet room(s) accessible.

• In most cases existing rooms are too small to accommodate the 5’ turning diameter of a wheelchair. One solution may be to combine two small single sex toilet rooms to one accessible unisex room.

• There are some provisions in the code which allow for toilet rooms with reduced ease of use in existing buildings – these are not our prefer-ence. If this is the only cost effective way to make a toilet accessible, it must be reviewed with the SEPTA PM.

• Where space permits, a urinal should be includ-ed, even in a unisex room.

• Doors and door hardware must be modified to be accessible (see 2.9.2.4).




• Where possible provide a 5’-0” tile wainscot and porcelain tile floor w/ epoxy grout for reduced maintenance.

• Again, if possible at a reasonable cost, install a floor drain. Talk to the SEPTA PM about this.

Waiting rooms 2.9.3.4

Waiting room improvements are often cosmetic and determined by maintenance and appearance:

• Install more durable flooring. Preferred materi-als include vinyl tile, ceramic tile, and in some cases, commercial grade plastic impregnated wood.

Laminates don’t hold up and sheet vinyl is hard to repair.

Traditional hardwood requires long term maintenance but it may be appropriate to refin-ish an existing hardwood floor in acceptable condition. Rubber mats for rain or snow condi-tions will help protect the floor.

• Repaint or refinish built-in benches and wood-work. If deteriorated, replace or add with stand-ard SEPTA freestanding metal benches.

• Install an accessible water cooler.

• Install more efficient lighting and improve light-ing levels.

• Create at least one wheelchair accessible en-trance.

• Replace glass close to doors with tempered glass to conform to codes.

Mechanical systems 2.9.3.5

Mechanical systems should be analyzed to deter-mine how much useful life remains in each compo-nent.

• SEPTA’s preference is to air condition waiting rooms and ticket offices. Split systems may be economical if an existing hydronic space heating system is to be kept and ductwork would be dis-ruptive or expensive.

• The need for a chimney liner should be as-sessed as well as the structural stability of all chimneys.

• Any significant mechanical work will require a multi-prime contract. . Clarify this with the SEPTA PM as soon as possible

Fire alarm and suppression sys-2.9.3.6tems

While SEPTA prefers not to install sprinkler system in most stations, it will at some historic structures. If it has invested in a major rehabilitation, SEPTA may want to protect that investment with a sprinkler sys-tem. Please clarify this with the SEPTA PM.

Electrical systems 2.9.3.7

The existing electrical service capacity may need to be increased, especially if there are space heaters, air conditioners or lights added to the facility. Each electrical scope of work is different and depends on project scope,

• The consultant should be aware that any signifi-cant mechanical work will require a multi-prime contract. Clarify this with the SEPTA PM as soon as possible

• All light fixtures should meet SEPTA standards so that SEPTA doesn’t have to stock unusual bulbs and ballasts.

• One issue which constantly falls through the cracks is routing, firesafing where necessary and painting conduit. SEPTA PM approval should be required for the position of lengthy conduit runs and responsibility should be clearly assigned for painting.

Renovations to improve ac-2.9.4cessibility

When upgrading an existing station, SEPTA prefers to bring as many components as possible up to cur-rent code even if they could be grandfathered. Some specific issues which have come up in the past in-clude:

Overhead clearances 2.9.4.1

Existing canopies and building overhangs are must meet code required headroom clearance re-strictions. This issue can create major design dif-ficulties.

When rehabilitating existing canopies and struc-tures, this unobstructed headroom requirement must be integrated into the renovation. If an ele-ment hangs below this level and it is undesirable to modify the structure, a “cane detection” bar must be installed to prevent someone from walking into the obstruction.




Do not treat these elements as “existing condi-tions”, even if they are not modified as part of the renovations. From a safety point of view, a his-torical exemption, even if available, would be unde-sirable.

Interior doors 2.9.4.2

Adapting a bathroom to meet accessibility require-ments will often require a new wider door (min. 2’-10”). Wherever possible this new door and the deco-rative casing molding on the frame should replicate the existing door and frame. Don’t forget to change out and, if necessary relocate, hardware.

Exterior doors 2.9.4.3

At exterior doors which must be modified for acces-sibility, consultants have several approaches they can use. Many older stations have or had double doors. These units can be replaced with a pair of asymmetrical leaves with one 3’-0” unit operable and the other fixed, acting as a sidelight. Be aware of glazing safety and security requirements near doors.

Often in an existing station, not all doors must be made accessible – some doors will be able to ac-commodate ramps more readily than others.

It may be useful to do an accessibility audit of the existing facility. SEPTA has checklists and personnel knowledgeable in this area which the consultant may wish to use as a resource.




Renovating Existing Station Facilities Checklist 2.9.5


2.4.1 GENERAL RENOVATION CONSIDERATIONS

R1 2.9.1.1 Has the SEPTA PM clearly outlined the goals for the project

R2 2.9.1.2 Has the consultant reviewed the facility as a whole to determine if there are issues outside of the original scope of the project which could interfere with code compli-ance or safety?

R3 2.9.1.3 Has the consultant discussed existing conditions which could potentially be grand-fathered and SEPTA’s willingness to take this approach?

R4 2.9.1.4 Is the consultant satisfied that they have taken reasonable steps to uncover hidden conditions and has this process been discussed with the SEPTA PM?

R5 2.9.1.5 Has the consultant evaluated facility to determine if the facility must be treated as a historic structure?

R6 2.5.1.5 If the structure must be treated as a historic structure, has the consultant arranged a predesign meeting with themselves, a SEPTA representative and the governing agency?

R7 2.9.1.6 Does the consultant fully understand SEPTA’s goals for the particular project and have they expressed this perspective to the neighboring community?

R8 2.9.1.7 Has the consultant, in conjunction with SEPTA’s department of Safety and Risk Management, taken the necessary steps to identify hazardous materials at the pro-ject site?

R9 2.9.1.8 Has the consultant reviewed the project scope after examining existing conditions including any exploratory demolition?

R10 2.9.1.9 Are the documents defining the scope of demolition clear and unambiguous con-cerning which components are to be removed and which are to stay?

R11 2.9.1.10 Has the consultant identified more easily maintained materials which could be substituted for more historical materials?

2.4.2 UPGRADING EXTERIOR COMPONENTS

R12 2.9.2.1 Have the canopy and roof structural components been thoroughly examined for deterioration or failure?

R13 2.9.2.2 Have pole gutters been replaced, wherever possible, with hanging gutters?

R14 2.9.2.3 Has the consultant matched specific repair/replacement strategies to specific ma-terial locations on the building?




R15 2.9.2.3 Has the minimum cleaning intervention appropriate to the material’s condition been taken, particularly for historic materials? Is this defined sufficiently for a competitive bidding environment?

R16 2.9.2.4 Has an overall strategy for wood door and window repair/replacement been deter-mined which is appropriate for a competitive bid environment?

R17 2.9.2.4 Does all glazing receive protective film?

R18 2.9.2.5 Has an overall strategy for wood millwork been determined which is appropriate for a competitive bid environment?

R19 2.9.2.6 Has an overall strategy for prepping and painting diverse surfaces been deter-mined which is appropriate for a competitive bid environment?

R20 2.9.2.6 Is the paint manufacturer’s representative and the SEPTA PM required to approve the preparation of any atypical or complex surfaces prior to paint application?

R21 2.9.2.6 Is the issue of lead paint addressed in the contract documents?

2.5.3 UPGRADING INTERIOR COMPONENTS

R22 2.9.3.1 Has the basement and crawl space areas of the building been examined for struc-tural issues, moisture issues and hazardous materials?

R23 2.9.3.2 Has the ticket office been evaluated for the need to increase security, meet acces-sibility requirements and improved lighting and heating?

R24 2.9.3.3 Have toilet rooms been evaluated for the need to make them accessible and re-quire less maintenance through new finishes?

R25 2.9.3.4 Has the waiting room been evaluated for the need to make it accessible? Have the need for increased lighting levels and new finishes been evaluated? Has all glass in and around doors been confirmed as being tempered glass and is it to receive protective film?

R26 2.9.3.5 Has the consultant analyzed the HVAC system to determine its remaining useful life and how cost effective it would be to replace the existing system with a more energy efficient one?

R27 2.9.3.5 Has the consultant determined the most cost effective way to introduce air condi-tioning into the waiting room and ticket office?

R28 2.9.3.5 Has the consultant analyzed the need for a chimney liner?

R29 2.9.3.5 Will mechanical work require a multi-prime contract?

R30 2.9.3.6 If the station is historic, has a sprinkler system been installed?

R31 2.9.3.7 Is the electrical system capacity adequate for the modifications called for in the renovation?




R32 2.9.3.7 Will a multi-prime contract be needed to cover new electrical work?

R33 2.9.3.7 Do light fixtures follow SEPTA standardization preferences?

R34 2.9.3.7 Have miscellaneous potentially ambiguous responsibilities been assigned, such as painting and firesafing conduit?

2.5.4 RENOVATIONS TO IMPROVE ACCESSIBILITY

R35 2.9.4.1 Has the consultant identified all existing building components which do not meet the minimum vertical clearance requirements of the accessibility codes and are these items dealt with in the design?

R36 2.9.4.2 Have non-compliant interior doors been identified and modified?

R37 2.9.4.3 Has at least one public exterior doorway been made accessible?


Section 2.10 – Graphics and Communications System Design


2.10 Graphics and Communi-cations System

Signage is a critical part of a station’s design. While particularly helpful to the first time or infrequent user, it can also remind the regular user of danger-ous conditions. A specialized subcategory, dynam-ic signage, informs all users of changing condi-tions and emergencies. Some of a station’s signage is designed to help those with disabilities and regulations are often very specific so the consultant must review them in detail.

Project Goals 2.10.1

For many station projects the consultant will be ex-pected to design a complete signage package which replaces much if not all of the existing sign-age.

Consultation with the SEPTA PM 2.10.1.1

The consultant should specifically discuss the sign-age goals for the project

Signage system compo-2.10.2nents

The signage package will consist descriptions of the following components:

• Sign graphics – the actual appearance of the sign.

• Sign Face – the materials the sign face is to be fabricated from.

• Sign frames & attachment – how signs are placed and framed (if any).

• Sign location and density – each sign should be located on a plan and cross referenced to a sign schedule which contains mounting and graphic information.

Sign Graphics 2.10.2.1

SEPTA’s signage program seeks to present a uni-fied graphic message to the public through the use of color, graphics and typography.

• A secondary goal is to recreate this appearance at every station so that people can recognize the

SEPTA facility in an unfamiliar neighborhood and find using a new facility comparable to using facilities they may be more familiar with.

• SEPTA produces the “SEPTA Sign Standards Manual” which specifies the colors, typography, content and layout of SEPTA’s sign faces.

• At most station renovations, the goal should al-ways be to upgrade to the most current graphics standard unless directed otherwise by the SEPTA PM.

Sign Face 2.10.2.2

Most sign face decisions are determined by durabil-ity which is very important to SEPTA.

• Most signs have information which changes very infrequently and should competitively priced, readily available and durable. In SEPTA’s expe-rience, a full color digital print onto pressure sensitive vinyl film best meets these needs. The film is mounted onto aluminum with a clear matte overlay protective film.

• Small signs, particularly those used for parking signage, may be silk screened aluminum.

• Raised tactile signs, including signs with Braille information, should be etched zinc where the raised portions are integral and not adhered on the surface.

Sign Frames 2.10.2.3

Sign frames help protect the sign face and add a finished look to the sign. Since signs are among the most visible items in a station’s design, the level of finish on the frame should be high.

Unfortunately, they are also a target of vandalism. We have created sign frames which are durable and can be modified to fit a variety of locations and sup-port materials.

Later, we will explore a variety of frame types that SEPTA has used over the years with some success.

Sign Location & Density 2.10.2.4

Signs should appear, or be visible from at every key decision point. Additionally, specific signs may be required by codes and/or regulations, particularly accessibility codes. For example, the accessible path should be clearly marked as such.

Density




The ideal signage package avoids either over or un-der signing the facility.

• Under signing a facility doesn’t give some us-ers, particularly those who use the station infre-quently, enough information to avoid confusion or uncertainty.

• Over signing creates confusion and uncertainty by giving too much information and obscuring essential information by shear volume. It also creates maintenance headaches by forcing SEPTA to maintain unnecessary signs and sign frames.

Sign types 2.10.3

To better understand the wide variety of signs need-ed on a station project, they can be grouped togeth-er into four categories.

Directional Signs 2.10.3.1

Directional signs guide people around the site, and often use arrows to do so. They are particularly help-ful to the first time and infrequent user.

• Directional signs should be installed at decision points such as at a junction where one walkway leaves the site and another walkway goes to the station area on the opposite side of the tracks.

• Exit signs should be included to direct people away from restricted areas, like raised platforms or tunnels. Often EXIT signs are required by code but SEPTA may wish to install additional signs for passenger convenience and safety.

• Where there are multiple paths of travel to the same destination, for example a ramp for wheelchairs and stairs for people able to walk, a wayfinding sign should direct users to the alter-nate path if not easily visible, and include the in-ternational symbol of accessibility (ISA).

• SEPTA Regional Rail Pathfinder Signs are small signs placed around the neighborhood identifying the name of the local station and an arrow pointing in the direction of the station.

The need for these signs varies by station loca-tion. An adequate number of these should be in-cluded in the project with exact placement by approved by SEPTA.

Station Identification Signs 2.10.3.2

Identification signs identify the station name and sometimes train direction. Some of these signs have a Braille component.

• Station Name - One sign (usually with an iden-tical sign face on either side) is placed at the main entrance(s) of the station complex, large enough to be seen by adjacent automobile and pedestrian traffic. If accessible access to trains is provided, an ISA (International Symbol of Ac-cessibility) is attached. (These are sometimes referred to as the lollipop signs for obvious rea-sons.)

• Station ID - A series of signs are placed on and near the platform at regular intervals parallel to track to identify the name of the station from the train, platform and adjacent areas.

Frames, positioned 60’-0” o.c. have one sign face facing the platform which includes a desti-nation (such as “trains to center city Philadelph-ia”). Another sign face on the other side of the frame simply gives the station name – See the SEPTA Sign Standards Manual for sign faces.

One sign is placed alongside the right of way, 80’-0” before the beginning of the platform (giv-en normal direction of travel) so that passengers can see which station they are pulling into.

When providing Station ID signs the contract should provide two extra sign faces of each type – inbound, outbound and non-directional (for the parking lot side). These should be delivered to the SEPTA PM.

• Station ID Braille Sign – A Braille sign with the station name in Braille and raised lettering is re-quired at a single location on each platform near whatever is the “main” entrance. It has very spe-




cific size and mounting locations set out in AADAG.

For new construction, these signs are installed in frames which are integral to the guardrails at the rear of platforms.

Caution and danger signage 2.10.3.3

Various warning signs are placed around the station to alert riders, employees and train operators of dangerous conditions. Some signs included in this category are:

• “DANGER – Do Not Pass” - placed at the end of platforms

• “DANGER – Keep Out of Track Area” - placed on in-tertrack fencing.

• “CAUTION – Look Both Directions Before Cross-ing” – is placed at all pe-destrian track crossings.

• “CLOSE CLEARANCE” – is placed on both sides of each end of either a high level or mini-high level plat-form. Size, color and reflec-tivity is set by the Public Utilities Commission.

These caution and danger signs in particular must be installed in areas open to the public even of the overall sta-tion work is not complete.

The close clearance sign must be installed as soon as the feature creating the close clearance condition is in-stalled

Informational signs 2.10.3.4

General Informational signs include:

• System Map – 48”X48” map supplied by SEPTA to be mounted on a backing panel in a free standing frame or mounted on a building or structure. Usually one is supplied per platform.

• Parking Rules and Revenue Operations Sign – mounted at the main entrance of each parking

lot. Additional signs may be placed near elec-tronic parking revenue machines.

• Building Information Signs – a station building will receive several interior and exterior signs, many required by accessibility codes. Examples include signs such as a “SEPTA Sales Office” sign with the International Symbol of Accessibil-ity and Braille toilet room signs.

• Parking Lot Information Signs - there are a variety of parking lot signs, some of which are required by accessibility codes to clearly mark spaces reserved for use by handicapped drivers.

Sign frames 2.10.4

While some small signs, for example those less than 16” square may not require frames, larger signs usually do. After experimenting with a variety of con-figurations, SEPTA has created a set of standard designs for frames.

Floor mounted large sign frame 2.10.4.1

This frame is freestanding and intended to be mounted on concrete or directly into the ground with a concrete foundation. Because of its size it is mounted on two supports. It placement is very flexi-

2.6.3-2 Typical Floor Mounted Sign Frame




ble since it doesn’t depend on other ar-chitectural features for support.

The floor mounted sign is most often used for station ID signs attached to platforms (particularly at existing loca-tions) and signs warning people to keep out of the track area at single track loca-tions. When used with baseplates, the fasteners should be stainless steel to eliminate rusting at ground level when fastener lengths are field trimmed.

The flag sign 2.10.4.2frame

The “flag” sign frame is mounted on a post and usually has a direc-tional. path of travel sign attached to it .Since it’s bottom edge is at least 80” above finished floor it can project over the path of travel in an easily seen location. Ideally the sign length doesn’t exceed 30” to minimize structural stresses.

Large wall mount-2.10.4.3ed signs

The two part wall mounted sign will go on a variety of substrates, and is intended to hold a variety of sign faces. While small signs may be glued or fastened to walls di-rectly, larger signs should use this frame type to create a clean ap-pearance and firm attachment. It also allows easy replacement without overly damaging the building’s surface, since the rear component stays attached to the wall.

The two piece assembly of the wall sign allows a mounting on a wide variety of substrates while maintaining a clean final appearance with no highly visible fasteners to tamper with.

Typical frame sections 2.10.4.4and materials

After experimenting with a variety of ma-terials, SEPTA has determined that frames should be made of regular steel

2.6.3-2 Flag Sign Frame

2.6.3.3 Wall Mounted Sign Section

2.6.3.2 Flag Sign Frame Section

(floor mounted similar)




(not stainless) which is then galvanized and shop painted.

The adjacent section shows the typical construction of “flag” sign frame.

• Sign frames are usually made of A36 tube or plate steel and receive a galvanized and painted or powder coated finish.

• Since the graphics call attention to the sign, a high level of finish should be specified. All fabri-cation welds should be consistently ground smooth prior to galvanizing.

• To avoid rusting, the specifications should pro-hibit site welding and all fasteners should be stainless steel.

• Out-of-square tolerances should be low to insure that sign faces can be installed without site trimming. Clearly place the responsibility of co-ordinating frame and sign face size on the con-tractor.

The drawings included here are only meant to show general information about these frame types. SEPTA has other details showing these signs and others in more detail.

Documenting the signage 2.10.5system

The final signage package typically includes:

A signage site plan 2.10.5.1

Signs should be shown on a site plan background with a separate number for each sign. These num-bers key into the sign schedule (see below). The signage plan may also have notes about mounting or detail references. Finally, if exact plan locations are critical, signs should be dimensioned in plan.

Sign face elevations 2.10.5.2

An elevation of each sign face should be shown with the correct font to illustrate the approximate appear-ance of the sign. While not intended to be camera-ready copy, these elevations will serve to indicate proportions and make it easier to check sign face information. It may be acceptable, with the permis-sion of the SEPTA PM to cite sign faces in the SEPTA Sign Standards Manual.

Sign schedule 2.10.5.3

A sign schedule connecting sign faces, text, size, frame style, and mounting height. SEPTA can pro-vide with past sample schedules the consultant may use as a starting point.

Sign frame details 2.10.5.4

SEPTA is constantly working on and improving sign frame details. We have a variety of frames suitable for signs in a variety of sizes and substrates.

Specifications 2.10.5.5

Since most signs are custom fabrications, SEPTA or its consultants must include specifications covering all applicable materials and assemblies. Sign frames should have a separate specification section.

Each one of these pieces should be present in most contract document sets.

SEPTA’s signage design 2.10.6process

To insure that the signs in a project meet SEPTA’s graphics standards, SEPTA may require more than one reviews of the graphics package.

It is important that the consultant be very specific and follows our guidelines closely so that:

• SEPTA will have the opportunity to carefully re-view sufficiently complete submittals

• The contractor will install the necessary signs, at the proper location by appropriate means.

Sign plan review 2.10.6.1

On all projects with a significant signage package, the consultant will be asked to meet with SEPTA’s staff to help the consultant lay out the signs needed for a project. This discussion should occur as soon as possible after the general 30% submission.

Usually staff will require a review of the developed signage package as soon as possible after the 60% design submittal to review and approve the signage design.




SEPTA graphic & signage 2.10.7standards

Our graphics standards define the following ele-ments:

• Color is used to indicate what routes (rail lines in the case of regional rail) a facility serves and as a decorative element.

• Graphic symbols are used, particularly in a mul-timodal facility, to identify which service (bus, trolley) the information in a sign applies to. Sym-bols will also indicate station features like esca-lators.

• Typography is usually consistent – SEPTA uses Helvetica Bold and Helvetica Black to maximize readability.

Septa Graphics and signage 2.10.7.1standards

All of this information is found in the SEPTA Graphic Standards. The consultant must obtain a copy of the latest standards from Bridges & ‘Buildings Architec-tural Division for each project.

Defining the contractor’s re-2.10.7.2sponsibilities

The contractor, or his subcontractors, will be re-sponsible for:

• Obtaining the most current copy of, and follow-ing, the SEPTA Sign Standards Manual

• Creating camera ready artwork

• Obtaining approval of reduced size full color proofs by the SEPTA Graphics Department

• Carefully coordinate sign frames and sign face sizes to insure a proper fit.

• Installing required signs at appropriate height to meet applicable codes

The contract documents must identify these contrac-tor responsibilities.

AVPA Communications 2.10.8

In the past, SEPTA has used loudspeakers located inside of ticket offices and along the platform to make announcements, particularly about service delays and other atypical operations.

Current approach 2.10.8.1

ADA Regulations require that any information pre-sented in an audio format also be presented in a visual form to help the hearing impaired.

To meet these requirements, SEPTA installs LED signs which will show the text version of all audio announcements.

Equipment 2.10.8.2

• LED Installation - At a typical station, one, two-sided, LED is installed at each platform and one is installed inside the waiting room if present.

• Speaker installation – To reduce noise impact on surrounding areas and reduce volume distor-tion SEPTA installs multiple loudspeakers along each platform.

These are mounted on each platform light standard and at regular spacing under each canopy.

Integration into the SEPTA 2.10.8.3communications system

To facilitate integration, SEPTA’s communications department should be consulted for the most recent specifications for both the LED sign and the loud speakers.

In the construction documents, it must be made clear that the contractor will place and connect the equipment and then SEPTA communications will connect the equipment into the overall system and test everything prior to final acceptance.

The consultant must include in the specifi-cations provisions for full review of all graphics submitted by the contractor to SEPTA’s graphics department prior to fabri-cation. Also, SEPTA does not provide “cam-era ready” art, so this responsibility must be fully outlined for the contractor.




Graphics and Communications Systems Checklist 2.10.9


2.10.1 PROJECT GOALS

2.10.1.1 Has the consultant specifically discussed the signage goals with SEPTA PM.

2.10.2 SIGNAGE SYSTEM COMPONENTS

GC1 2.10.2.1 Has the consultant used the most recent copy of SEPTA’s Sign Standards Manu-al?

GC2 2.10.2.2 Are signs fabricated using digital color prints on pressure sensitive vinyl mounted on aluminum with a matt protective film?

GC3 2.10.2.2 Are Braille signs specified as etched zinc with no applied letters or Braille dots?

GC4 2.10.2.4 Are directional signs provided at major decision points to direct passengers?

GC5 2.10.2.4 Is the accessible path of travel clearly signed?

2.10.2.4 Has the consultant tried to meet the best compromise between oversigning and undersigning the site?

2.10.3 SIGN TYPES

GC6 2.10.3.1 Are exits, including exits from restricted exterior spaces like raised platforms, clear-ly marked?

GC7 2.10.3.2 Is the station name clearly identified with Braille at the main street entrances and at the rear of the platform?

GC8 2.10.3.2 Do the platform signs indicate the normal direction of trains to and from the city?

GC9 2.10.3.2 Does the contract call for spare Station ID sign faces to be delivered to SEPTA?

GC10 2.10.3.3 Are caution and danger signs placed and identified and are they required by the contract documents to be installed prior to public use?

GC11 2.10.3.3 Are close clearance signs required to be installed as soon as the feature creating the close clearance condition is installed?

GC12 2.10.3.4 Have informational signs required by accessibility codes been shown such as Braille signs for the toilet rooms, the ticket office and the main station building en-trance?

GC13 2.10.3.4 Have informational signs, particularly those explaining parking lot rules been inte-grated into the landscaping and site aesthetics where applicable?




2.10.4 SIGN FRAMES

GC13 2.10.4.1 Have stainless steel fasteners been required for floor sign attachment?

GC14 3.10.4.2 Are flag signs restricted to 30” in width and that they must be mounted so the bot-tom of the sign is at least 80” above finished floor?

GC15 3.10.4.3 Is the wall sign sub-frame attachment appropriate to the material it is being mount-ed on?

GC16 3.10.3.4 Are sign frames called to be galvanized and painted or powder coated?

GC17 2.10.4.4 Has the contractor been required to specifically coordinate sizes between the sign frame fabricator and the sign face fabricator?

2.10.5 DOCUMENTING THE SIGNAGE SYSTEM

GC18 2.10.5.1 Are signs located on a site plan and are critical locations dimensioned?

GC19 2.10.5.2 Are sign faces shown in elevation or cited to the manual?

GC20 2.10.5.3 Has a sign schedule been created which ties each sign to an installation detail?

GC21 2.10.5.5 Is there a separate specification section for sign frames (do not include it in gen-eral metal work)?

2.10.6 SEPTA’S SIGNAGE DESIGN PROCESS

GC22 2.10.6.1 At the 30% review, has the consultant reviewed the signage approach with SEPTA staff in detail?

2.10.7 SEPTA GRAPHIC AND SIGNAGE STANDARDS

GC23 2.10.7.1 Has the consultant complied with the Sign Standards Manual in terms of typogra-phy, color, graphic symbols and wording?

RC24 2.10.7.2 Is the contractor required to obtain the current copy of SEPTA’s Sign Standards Manual?

GC25 2.10.7.2 Is the contractor to provide full color, half-sized proofs for SEPTA’s review?

2.10.8 AVPA COMMUNICATIONS

GC26 2.10.8.2 Is AVPA communication within the scope of the project and if so, has the latest AVPA requirements been obtained from SEPTA’s communications department?

GC27 2.10.6.3 Has the delineation between the contractor’s requirement to install and SEPTA’s preference to tie equipment into SEPTA’s system clearly defined?


Part 3 Preparing Contract Documents

When creating a set of contract documents for SEPTA’s use, many documentation issues have come up in the past. The following issues should be addressed when assembling construction docu-ments.

Part 3 – Documentation Issues

Section 3.1 – Specifications


3.1 Specifications SEPTA generally follows the Construction Specifica-tions Institute 2004 5 digit, 16 division numbering system. SEPTA uses a “SEPTA modified format” since it has changed some section numbers to meet its needs. Before including a section into a specifica-tion, the consultant should confirm appropriate num-bering.

Organization 3.1.1

Division 1 3.1.1.1

Creating a Division 1 must be a joint effort between the consultant and the SEPTA PM. The following sections have unique requirements to be addressed:

Section 01010 – The summary of work must be brief but complete. If a major task is left out of this section if can be grounds for a contractor’s claim.

Section 01011 – Mechanical and Electrical work other than very incidental work must be included as a separate prime contract. Discuss this with the SEPTA PM before writing this section.

Section 01060 – This safety section must be includ-ed in every specification without exception. It should not be changed without close consultation with the SEPTA PM.

Section 01065 – This section covering safety around regional rail operations must be included when doing railroad work unless it is work on AMTRAK right-of-way.

AMTRAK Right of Way – Amtrak specifications covering safety and other issues must be included instead of 01065. AMTRAK should be contacted for a list of additional sections which should be includ-ed.

The SEPTA PM as a consistent 3.1.1.2point of contact.

When writing about the contractor’s point of contact with the owner/designer during construction, the specification should always use the term SEPTA Project Manager or SEP2.7.TA PM. This will clarify and reinforce the fact that all communication from the contractor is to go through the SEPTA PM during the construction phase of the project.

QA/QC 3.1.2

Quality Control and Quality As-3.1.2.1surance Issues

All technical sections should have a quality assur-ance section in part one (not part 3). This section should refer to required testing, delivery paperwork documenting what specifically was delivered to the job site and any qualifications the contractor, install-er or fabricator must meet.

SEPTA may not require any minimum years of experience for any fabricator, installer or contractor. SEPTA may require a contractor, supplier or fabrica-tor have specific experience if it can prove this expe-rience is necessary to provide the level of quality called for in the contract documents. While some technically demanding processes could require such experience, most construction practices do not.

Mock-ups and project manager 3.1.2.2approval

In many cases, particularly in Division 4 and Division 9, mock-up and approvals should be carefully speci-fied. Mock-ups should be used wherever there is a subjective level of performance required.

For example, at almost all locations where an exist-ing finish must be modified or matched, a mock-up and project manager approval is needed. Precast concrete platform panel finish has been a particular problem in the past and factory mock-ups should be required.

Qualifying a contractor 3.1.2.3

It is unacceptable for public agencies to qualify peo-ple or businesses based on years of experience. In rare circumstances, where work is of a highly spe-cialized nature, a person or business may be quali-fied based on previous experience with similar work on a project of similar scope.

Material 3.1.3

Sole source materials 3.1.3.1

Normally SEPTA will not support the use of sole source materials. The consultant is expected to identify 3 sources of acceptable materials with eh model /type designation of each. The consultant must confirm that the material or component cited




has the current part name and number and is avail-able in our area.

Do not include exhaustive lists of acceptable manu-factures or complex look up tables as is sometimes done in the private sector with paints and finishes. This makes submittal approval but more critically, site verification and extremely difficult.

SEPTA has adopted some standard equipment and assemblies to reduce maintenance parts inventory.

Material handling 3.1.3.2

For any materials with special handling needs, these requirements must be stated in the specifications so the SEPTA PM on site n-knows these requirements. Stating in the spec to follow manufacturer’s recom-mendations is not acceptable.

Document Control 3.1.4

Identification 3.1.4.1

Each page of a specification must be identified as part of a specific submittal (50% for example) and also have a date of that submittal since there could be resubmittals.




Specification Checklist 3.1.5


3.1.1 ORGANIZATION

S1 3.1.1.1 Has the consultant cooperated with the SEPTA PM in editing the most current ver-sion of SEPTA’s standard Division 1 paying particular attention to scope of work and contractor constraints?

S2 3.1.1.2 Do the specifications consistently direct the contractor to pass ALL communica-tions through the “SEPTA PM” and not the architect, engineer and/or owner?

3.1.2 QA/QC

S3 3.1.2.1 Do all specification sections have a quality assurance section located in Part One which outlines all quality assurance strategies for that procedure or material and lists all tests, mock-ups and inspections which are required?

S4 3.1.2.2 Are mock-ups and SEPTA PM approval required for all procedures and installa-tions where there a subjective level of acceptable quality?

S5 3.1.2.3 Have all requirements based on years of experience been removed and replaced with experience in similar types of work where specifically required to achieve a specific level of performance (this is rarely needed)?

3.1.3 MATERIAL

S6 3.1.3.1 Have all sole source materials and products been approved by the SEPTA PM?

S7 3.1.3.2 Do the documents include all critical materials handling information?

3.1.4 DOCUMENT CONTROL

S8 3.1.4.1 Does each page of the specification have the date and name of the current sub-mission?


Section 3.2 – Drawings


3.2 Drawings General drawing format and deliverable issues are covered in SEPTA’s standard contract. The issues below are intended to identify areas which have cre-ated problems in the past:

Essential Information 3.2.1

Identifying a construction base-3.2.1.1line

Due to track clearance issues, controlling plan di-mensions of each component is particularly im-portant. The most reliable way of doing this is to es-tablish a construction baseline which runs roughly parallel to track (but it is straight even if the track is curved at the station site.) and then establish a zero point at some non moving point such the centerline of a catenary base. Key elements should then be dimensioned off this baseline. This baseline should be shared by both the architectural and civil draw-ings so features in each plan can be cross refer-enced.

Platform Plan 3.2.1.2

Since rail stations are long and thin, it is tempting to go right from an overall site plan to detailed parts of the platform with match lines. Depending on the scale of the site plan, it is usually preferable to have at least one architectural sheet devoted to an overall platform plan that will clearly show the path of travel from one side of the track to the other. This plan can be used for both a railing index plan and a signage plan.

Identifying new work 3.2.1.3

The drawings must unambiguously show which work is “new”, which is “existing to remain” and which work is “existing to be demolished”.

One approach is to state that all work is new unless the label includes the term existing. Other, more ambiguous terms like “proposed” should be avoided. If work is to remain but renovated, it should be la-beled as such.

Notes 3.2.2

Replace open ended terms with 3.2.2.1quantities.

Open ended terms like “as needed” or “as required” must be avoided. In a competitive bid situation, “as needed” and “as required” allows the contractor to do nothing and maintain that nothing was needed or required.

A preferable approach is to call for replacing “all de-teriorated rafter tails - contractor to assume 25% replacement”. This allows the contractor and SEPTA PM to reach consensus of which rafter tails should be replaced in a neutral environment.

Coordination & Document 3.2.3Control

Interdisciplinary coordination 3.2.3.1

Most SEPTA projects require multiple disciplines so the coordination among these disciplines is of critical importance.

• Building components should be called by the same name in each disciplines drawing.

• If an item appears in one drawing but is shown in detail in another then a specific cross refer-ence should be given (not just “see mechani-cal”).

• Items revised in one discipline should be revised in all before the next submittal.

Document Control 3.2.3.2

Like specifications (see 2.7.1.8) each drawing sheet should be clearly labeled with the submittal and date. For drawings this should be on the lower right corner margin.

Drawing Standards 3.2.4

CAD Standards 3.2.4.1

Consultants are expected to follow SEPTA’s drawing standards as outlined in E, M & C Computer Aided Design and Drafting Standards (2007).




Electronic Data 3.2.4.2

In addition to these standards, SEPTA has encoun-tered other drafting issues which have resulted in unclear or hard to read drawings:

• Most drawings are reviewed at half size reduc-tions (11x17). All should be readable at this scale.

• Exercise layer control even in interim submittals. Drawings cannot be properly reviewed if they can’t be read.

• If there is any ambiguity in what a dimension extension line is referring to, it should be labeled (this is especially true in elevations and sec-tions).

• SEPTA does not usually permit the use of key-notes.

Modular building documen-3.2.5tation

If the consultant is expected to develop drawings and specifications of the modular building for use in the bidding process, the documents must:

Architectural 3.2.5.1

Show the architectural features in detail because SEPTA requires materials and equipment of higher durability which are somewhat more expensive than typical modular construction.

Structural 3.2.5.2

Provide structural drawings which show structural components which SEPTA wants to make more ro-bust or more durable.




Drawing Checklist 3.2.6


3.2.1 ESSENTIAL INFORMATION

D1 3.2.1.1 Is a project layout baseline defined which ties all project components to track loca-tion?

D2 3.2.1.2 Is there one drawing which shows each platform in its entirety without match lines ?

D3 3.2.1.3 Do the drawings clearly show which work is new, which is existing to remain and which is existing to be demolished? Is this done with consistent terminology?

3.2.2 NOTES

D4 3.2.2.1 Are all open-ended and subjective terms like “as needed” or “as required’ eliminat-ed in favor of attaching quantities to repaired or replaced items?

3.2.1 COORDINATION AND DOCUMENT CONTROL

D5 3.2.3.1 Have the drawings from different disciplines been coordinated?

D6 3.2.3.2 Does each drawing sheet have the date and current submission name?

3.2.4 DRAWING STANDARDS

D7 3.2.4.1 Has SEPTA’s E,M,& C Computer Aided Designs and Drafting Standards been dis-tributed among all consultant teams and are the provisions being followed?

D8 3.2.4.2 Have SEPTA’s preferences concerning readability, layers, dimension references and keynoting been followed?

3.2.3 MODULAR BUILDING DOCUMENTATION

D9 3.2.5.1 Are drawings provided to show the scope of the modular construction as well as defining finishes and atypical components such as door and window upgrades?

D10 3.2.5.2 Do structural modular building drawings show atypical components which are to be made more durable or robust?