trimet design_criteria_10.2

DESIGN CRITERIA

Revision 10.2 PORTLAND, OREGON January 2010

(including May 2010 Ch 7 and 12 updates and March 2011 Ch 2, 6, 8, 13 and 27 updates)

Document Disclaimer Statement

This document is maintained by the Tri-County Metropolitan Transportation District of Oregon (TriMet). This document is available on the TriNet website. Please be advised that TriMet may update this document periodically and it will be incumbent on users to verify that their versions are current. If you have previously printed this document, please check TriNet to confirm the document version status, or contact the TriMet Design Program Director for confirmation of your printed version if you do not have access to TriNet. A distribution/notification list has been established for this document to allow for notification of updates to designated personnel who are expected to use this document on a recurring basis, however, such personnel are responsible for confirming the version status of any printed copies.

Summary of Revisions

Rev. No. Date Description of Changes 1.0 1981 Document issued, including the following chapters:

1 – General, 2 – Civil Engineering, 3 – Structural, 4 – Trackwork, 5 – Utilities, 6 – Landscaping, 7 – Station/Architectural, 8 – Electrical, 9 – Mechanical, 10 – Appendix.

2.0 June 1982 Pages updated in the following Chapter(s). • Ch 2 – pgs 20-21

3.0 June 1984 Pages/Figures updated in the following Chapter(s): • Ch 2 - pgs 11, 21, 23; Ch 4 – all; Ch 5 – Fig 5-1; Ch 6 – pgs 3, 5, 15,

16, 17, 18; Ch 7 – pgs 14, 15, 32, 33. 4.0 July 1993 All previously existing Chapters were updated.

The following chapters were renamed, renumbered or created/added: • Ch 2 renamed from Civil Engineering to Civil and Structural

Engineering • Ch 3 renamed from Structural to Track Geometry and Trackwork • Ch 4 renamed from Trackwork to Utilities • Ch 5 renamed from Utilities to Landscaping • Ch 6 renamed from Landscaping to Stations • Ch 7 renamed from Station/Architectural to Tunnel Alignment

Structures • Ch 8 renamed from Electrical to Light Rail Vehicles • Ch 9 renamed from Mechanical to Light Rail Transit Operations

Facilities • Ch 10 renamed from Appendix to Traction Electrification System • Created and added Ch 11 – Signal System • Created and added Ch 12 – Communications • Created and added Ch 13 – Stray Current / Corrosion Control • Created and added Appendix A, Appendix B and Appendix C.

5.0 September 1995

All previously existing Chapters were updated. The following chapters were renamed, renumbered or created/added:

• Created and added ‘Electrical System' as Ch 11 • Ch 11 renumbered to Ch 12 • Ch 12 renumbered to Ch 13 • Ch 13 renumbered to Ch 14

6.0 March 2000 All previously existing Chapters were updated. • Created and added Ch 15 – Light Rail Crossing Safety • Created and added Appendix D – Drafting Standards

7.0 August 2002 All previously existing Chapters were updated. Appendices A, B, C, 2A and 2B were removed. The following chapters were renamed, renumbered or created/added:

• Appendix D renamed to Appendix A • Ch 7 renamed ‘Underground Structures’ • Created and added Ch 16 – Small Buildings • Created and added Ch 17 – Parking Facilities • Created and added Ch 18 – Environmental and Recycling • Created and added Ch 19 – Arts and Amenities • Created and added Ch 20 – Noise and Vibration • Created and added Ch 21 – Fare Collection • Created and added Ch 22 – Clearances • Created and added Ch 23 – Bus Facilities • Created and added Ch 24 – Security

Rev. No. Date Description of Changes 8.0 July 2003 Replaced the following Chapters in their entirety with a newer version:

• 1, 5, 11, 15, 16, 18, 19 Pages were updated in the following Chapter(s):

• Ch 2 - pgs 13, 14, 15, 16; Ch 3 - pgs 21, 22; Ch 6 - pgs 15, 16, 17, 18; Ch 22 - pgs 3, 4, 9, 10 and Tables; Ch 24 - pgs 1, 2, 11.

9.0 June 2005 All previously existing chapters were updated.

10.0 January 2010 All previously existing Chapters were updated and reformatted. The following chapters were renamed, renumbered or created/added:

• Ch 2 renamed Civil, with Structural Engineering moved to Ch 7. • Ch 7 renamed Structures with tunnel specific information removed. • Ch 18 renamed from Environmental and Recycling to Sustainability. • Chapter 19 renamed Public Art. • Created and added Ch 25 - Signage and Graphics. • Created and added Ch 26 - Elevators. • ‘Lighting’ removed from Ch 11 and placed in new Ch 27 - Lighting. • ‘Amenities’ removed from Ch 19 and placed in new Ch 28 - Amenities.

10.1 May 2010 Edits made as follows: • Ch 7 - AASHTO reference added in 7.2.B, Item 7.3.B.12 added. • Ch 12 - Duplicate paragraph removed from 12.3.F.

10.2 March 2011 Edits made as follows: • Ch 2 - Maximum allowable design grade in Item 2.3.F.2.a corrected

from 14:1 (7.41%) to read 14:1(7.1%). • Ch 6 - Section 6.3.D.2.h. Platform height at edge of platform face

updated to be 9.6”-10” above TOR profile. Tolerance removed. • Ch 8 - Figure 8.3.E.2 dimensioning lines adjusted to match detail. • Ch 13 - Section 13.3.A.3.u Digital Information Displays (DIDi) – Edits

made to subitems 1 and 2. Subitems 3-6 added. • Ch 27 - Section 27.3.A.2 - Table reference in section was corrected

throughout the chapter.

TABLE OF CONTENTS

Chapter Title Chapter Number General 1 Civil 2 Track Geometry and Trackwork 3 Utilities 4 Landscaping 5 Stations 6 Structures 7 Light Rail Vehicles 8 Light Rail Transit Operations Facilities 9 Traction Electrification System 10 Electrical System 11 Signal System 12 Communications 13 Stray Current and Corrosion Control 14 Light Rail Crossing Safety 15 Small Buildings 16 Parking Facilities 17 Sustainability 18 Public Art 19 Noise and Vibration 20 Fare Collection 21 Clearances 22 Bus Facilities 23 Security 24 Signage and Graphics 25 Elevators 26 Lighting 27 Amenities 28 Drafting Standards Appendix A

CHAPTER 1 GENERAL

Design Criteria 1-1 Revised January 2010

CHAPTER 1 – GENERAL

1.1 GENERAL A. Goals and Principles

This manual establishes criteria to be used in the design of the Tri-County Metropolitan Transportation District's (TriMet) capital projects for light rail transit, station, bus and other facilities. In addition, drafting standards, directive or sample drawings and management procedures have been prepared to standardize and guide the design activities and the preparation of contract documents. Design is to be directed toward minimum feasible costs for design, construction, operating expense, overall life-cycle costs, minimum energy consumption, and minimum disruption of local facilities and communities. It should be consistent with passenger safety, security, system reliability, service comfort, mode of operation, type of LRT vehicle to be used, and maintenance. All planning, design and construction shall comply with these Design Criteria. These Design Criteria take precedence over all other standards, except where superseded by contract or by more stringent applicable standards, codes or regulations. Questions on applicability, procedure and conflict should be brought to the attention of TriMet‟s Project Manager. In general, these criteria are not intended for application on other railway systems, such as trolleys, streetcar or commuter rail. However, certain criteria may serve as guidelines for specific design elements on other railway systems, or may be adapted. At the commencement of design, TriMet‟s Project Manager is responsible for determining the applicability of these criteria on a particular railway project other than one involving TriMet light rail. Specific attention should be given to the Final Rule of the U.S. Department of Transportation regarding Transportation for Individuals with Disabilities, published in the Federal Register of September 6, 1991, and to any succeeding modifications that may be issued. The applicability of that document is noted in several sections of this Design Criteria Manual where it appears to be particularly appropriate. However, the regulations must be adhered to in all areas, whether or not mentioned here.

B. Document Format

Each chapter of this Design Criteria manual is organized and formatted similarly. 1. Section X.1 of each chapter is a basic definition of the scope covered within

that chapter, as well as a general description of the subject matter and any agency policy statements that may pertain to the subject matter within the chapter.

2. Section X.2 of each chapter is a list of references that are (or may be)

applicable to the subject matter within that chapter.


3. Section X.2.A is a list of cross-references to other chapters of this Design

Criteria Manual, or TriMet documents that are relevant to that chapter. 4. Section X.2.B is a list of Industry standards, codes or guidelines that may be

relevant to all or part of the subject matter in that chapter. The designer shall determine which industry standards, codes or guidelines are applicable on a case-by-case basis for a given scenario.

5. Section X.2.C is a list of Federal, State and Local standards, regulations,

codes and guidelines that may be relevant to all or part of the subject matter in that chapter. The designer shall determine which jurisdictional standards, regulations, codes and guidelines are applicable on a case-by-case basis for a given scenario.

6. Section X.2.D is a list of Stakeholders (where applicable), generally internal

and sometimes external to TriMet, who have a vested interest in the subject matter and with whom coordination may by necessary in design development.

7. Section X.3 of each chapter contains the design Criteria/Application for the

subject matter within that chapter and the applicability of said criteria for given scenarios. The Criteria/Application section of a given chapter may contain figures, tables and/or charts, as well as a narrative description of the criteria.

C. Safety and Security Certification

1. Safety and Security Certification (“safety cert”) is the verification, through documentation, that safety requirements have been incorporated and met in design, construction, installation, equipment procurement, testing, personnel training, and in operation and maintenance activities. Each TriMet capital project with a Full Funding Grant Agreement (FFGA) is required to have a Safety and Security Certification Program, in which safety-critical elements, items and issues are identified and verified to be compliant with the safety and security criteria throughout the lifecycle of the project.

2. An attempt has been made to identify safety-critical items and issues throughout the document to aid in the safety certification process. Where language is lightly shaded in this Design Criteria Manual, the item is to be considered safety-critical, and should be safety certified in both the design and construction phases of the project.

3. The shading of safety-critical items is intended to be the minimum basis for safety certification, and not intended to be all-inclusive. NOTE: TriMet Safety reserves the right to certify any safety critical item within a project regardless of application or origin.


D. Sustainability Policy TriMet is committed to advancing the social, economic and environmental sustainability of the Portland metropolitan region and has adopted the following mission to guide its policies and practices:

TriMet provides viable transportation options to support regional livability goals by building and operating a safe, attractive, easy-to-use transit system that ensures transit equity, promotes human and ecosystem health and facilitates the use of other transportation alternatives in our community.

See Design Criteria, Chapter 18 – Sustainability, for further details on TriMet‟s commitment to sustainability and the applicability of these principles to design development.

1.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES A. TriMet

1. Design Criteria, Chapter 18 - Sustainability 2. Design Criteria, Chapter 24 - Security 3. Appendix A - Drafting Standards 4. Directive Drawings 5. Capital Project‟s Construction Safety Program 6. Project Management Plan (PMP) 7. Quality Assurance Program Manual (QAPM) 8. System Safety Program Plan (SSPP) 9. Safety and Security Management Plan (SSMP) 10. Safety and Security Certification Program (SSCP)

B. Industry – Individual chapters will provide specific references.

C. Federal, State, Local

1. Final Rule of the U.S. Department of Transportation regarding Transportation for Individuals with Disabilities, published in the Federal Register of September 6, 1991

2. Americans with Disabilities Act (ADA) 3. US Department of Transportation Final Rule – Transportation for Individuals

with Disabilities 4. Oregon Department of Transportation (ODOT) Standard Specifications for

Construction 5. Oregon Department of Transportation Bridge Design and Drafting Manual 6. Oregon Department of Transportation Standard Plans 7. Oregon Department of Transportation, Highway Design Manual 8. Multnomah County Rules for Street Standards 9. City of Portland Standard Construction Specifications 10. Oregon Department of Transportation Hydraulics Manual 11. Oregon Structural Specialty Code 12. LRFD Bridge Design Specifications 13. Handbook for Transit Safety and Security Certification 14. Local jurisdictional standards, regulations, codes and guidelines as applicable


15. Others as referenced in individual chapters.

D. Stakeholders – Individual chapters will provide specific references.

1.3 CRITERIA / APPLICATION Designers shall prepare drawings and technical specifications in accordance with these Design Criteria, TriMet‟s “directive” drawings (as available), and the applicable TriMet contract. The directive drawings provide dimensions and details for many common items used on TriMet‟s projects. Designers shall use these drawings as the starting point for design of the items shown. A. Exceptions

Unless approved by TriMet in writing, no exceptions to „mandatory requirements‟ of these Design Criteria are permissible. It is the responsibility of the Designer to identify, explain, and justify any deviation from the established criteria and to secure approval from TriMet's Project Manager. For all exception requests, TriMet‟s Project Manager shall ensure technical review by the appropriate TriMet personnel and will document approvals as part of the project records.

B. Revisions 1. As this manual is revised, modified, or augmented, a Revision Record will be

updated. The Revision Record will show the revised chapter or page number, date, and appropriate notation for each change or addition.

2. Proposals for revisions to this Criteria Manual shall be directed to the Design

Program Director for approval.

C. Applicability Unless otherwise specified, the version of this Design Criteria manual that is current at the time of contract execution shall govern.

D. Definitions Wherever the following words, terms, expressions, or pronouns appear in this manual, they shall be defined as follows: 1. Contracting Officer – An individual appointed by TriMet to administer a

given contract between TriMet and other parties.

2. Contractor – Refers to the procurement, installation, or construction contractors under contract to TriMet for the construction and implementation of the project.

3. Design Consultant – Consultants who have been retained by TriMet to

perform and coordinate the design or specification of TriMet facilities.

4. Designer – Individual or organization performing project design. This may include TriMet, Consultants, Subconsultants, and others.


5. Project Engineer/Manager/Director – TriMet‟s designated individual responsible for the design and/or construction of a specific project.

6. Resident Engineer – TriMet‟s designated individual responsible for the

administration of a specific construction contract or portion of a project.

7. Subconsultant – Any firm(s) to which the prime Design Consultant has subcontracted, with TriMet's approval, a portion or phase of their scope of work.

8. TriMet –Tri-County Metropolitan Transportation District of Oregon, a mass

transportation district established by the Oregon Legislature in 1970.

E. Types of Contracts One of six basic types of contracts will be used in the construction of TriMet facilities. 1. Construction

Construction contracts involve the general construction of TriMet facilities, such as roadway grading and paving, drainage, stations, utilities, concrete work, trackway, buildings, bus stops, etc.

2. Construction Management/General Contractor (CM/GC) CM/GC contracts are similar to construction contracts except that they include certain design-phase activities whereby the construction contractor collaborates with TriMet during design and the final construction price is negotiated.

3. Design/Build (D/B) D/B contracts combine the design phase and construction into a single contract entity.

4. Design/Furnish and Install Design, Furnish and Install contracts involve both the procurement and installation of project-specific materials such as Traction Electrification, Signals and Communications Systems.

5. Procurement – Design/Furnish Procurement contracts are used to acquire materials that are not 100 percent "off-the-shelf" items, and require some limited design on the part of the fabricator or supplier. Examples may include special trackwork, grade crossings, signage and graphics, shelters, etc.

6. Procurement – Furnish Procurement contracts are used to acquire various ready-made, or "off-the-shelf" materials. Examples included rail, CWR strings, ties, traffic signal equipment, etc.


F. Design Codes and Manuals

In addition to this Design Criteria Manual, the Designer must comply with all other applicable codes and standards, including those of the various federal, state, and local jurisdictions. If codes and/or manuals are specified herein for the design of an element of TriMet facilities, then the most recent edition(s) shall be used. As stated above, Section X.2 of each chapter of these Design Criteria includes a list of references, standards, regulations, codes and guidelines that may be relevant to the subject matter contained within that chapter. However, responsibility for design remains with the Designer in accordance with the terms and conditions of their contract with TriMet. 1. Jurisdictional Codes

The linear nature of transit projects cause alignments to travel through numerous districts, cities, counties and perhaps, in the future, states. Each of these legally defined areas has different land use and development regulations and legislative procedures directly affecting station site planning and design. Each individual jurisdiction may have special amendments or supplements to codes and standards that apply on a statewide and national basis. Therefore: a. Identify the governing jurisdiction for each site at every governmental

level. b. Locate jurisdictional boundaries. c. Review applicable adopted master plans and municipal codes.

d. Provide aesthetic cost-effective solutions where no code provisions are

made for particular features of the design.

G. Climatic Conditions 1. Portland is situated about 65 miles inland from the Pacific Coast and midway

between the northerly-oriented low Coast Range on the west and the higher Cascade Range on the east, each about 30 miles away. The Coast Range provides limited shielding from the Pacific Ocean. The Cascade Range provides a steep slope for aerographic lift of moisture-laden westerly winds and consequent moderate rainfall. It also forms a barrier from continental air masses originating over the Columbia Basin. Airflow is usually northwesterly in Portland in spring and summer and southeasterly in fall and winter, interrupted infrequently by outbreaks of dry continental air moving westward through the Cascade passes.

2. Portland has a pronounced winter rainfall climate. Approximately 88 percent of the annual precipitation total occurs in the months of October through May, 9 percent occurs in June and September, while only 3 percent comes in July and August. Precipitation is mostly rain, as on the average there are only 5 days each year with measurable snow. Seldom does snowfall measure more


than a couple of inches, and it generally lasts only a few days. The greatest measured snowfall on record is 15 inches.

3. The winter season is marked by relatively mild temperatures, cloudy skies, and rain with southeasterly surface winds predominating. Summer produces pleasantly mild temperatures, northwesterly winds and very little precipitation. Fall and spring are transitional in nature. Fall and early winter are times with most frequent fog. At all times, incursions of marine air are a frequent moderating influence. Outbreaks of continental high pressure from east of the Cascade Range produce strong easterly flow through the Columbia Gorge into the Portland area. In winter, this brings the coldest weather with the extremes of low temperature registered in the cold air mass. Freezing rain and ice glaze are sometimes transitional effects. In summer hot, dry continental air brings the highest temperatures. Temperatures below zero are very infrequent. The lowest recorded is 3 degrees F below zero. Temperatures above 100 degrees F are also infrequent. The highest recorded temperature is 107 degrees F. Temperatures 90 degrees F or higher are reached every year, but seldom persist for more than two or 3 days.

4. Winds resulting in property damage are infrequent in the Portland area. Surface winds seldom exceed gale force and only twice in the period of record have winds reached higher than 75 mph. Design for wind loading shall be in accordance with local building codes. Thunderstorms occur about once a month through the spring and summer months. Heavy downpours are infrequent but gentle rains occur almost daily during winter months.

H. Mandatory versus Non-Mandatory

These Design Criteria include both 1) mandatory requirements and 2) guidance or non-mandatory recommendations. Application of criteria shall be based upon the following use of terminology: 1. “shall” – denotes a mandatory requirement 2. “should” – denotes a recommended, but non-mandatory requirement, whose

application depend upon analysis and particular circumstances 3. “may” – denotes an optional requirement

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

AAR Association of American Railroads AASHTO American Association of State Highways and Transportation Officials ABS Automatic Block Signals AC Alternating Current ACI American Concrete Institute ADA Americans with Disabilities Act ADAAG Americans with Disabilities Act Accessibility Guidelines


AFC Automatic Fare Collection AFI Air Filter Institute AFO Audio Frequency Overlay AHJ Authority Having Jurisdiction AIM ARINC Information Management AISC American Institute of Steel Construction AISI American Iron and Steel Institute AMCA Air Moving and Conditioning Association, Inc. ANSI American National Standard Institute APTA American Public Transit Association AREMA American Railway Engineering and Maintenance-of-Way Association ARI Air Conditioning and Refrigeration Institute ASA Acoustical Society of America ASCII American Standard Code for Information Interchange ASHRAE American Society of Heating, Refrigeration and Air Conditioning

Engineers ASIC Application Specific Integrated Circuit ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA Air Transportation Association of America AT&T American Telephone and Telegraph Company ATP Automatic Train Protection ATS Automatic Train Stop AW0 Maximum empty vehicle operating weight AW1 Maximum empty vehicle operating weight + fully seated passenger

load AW2 Maximum empty vehicle operating weight + fully seated passenger

load + standing passengers at 4/m^2 AW3 (crush load) Maximum empty vehicle operating weight + fully seated

passenger load + standing passengers at 6/m^2 AW4 (structural design) Maximum empty vehicle operating weight + fully

seated passenger load + standing passengers at 8/m^2 AWG American Wire Gauge AWS American Welding Society BLS Bureau of Labor Statistics BR Vehicular Braking Force CCC Central Control Center CCD Charge Couple Device CCER Central Control Equipment Room CCH Communication Control Head CCIR International Radio Consultation Committee CCITT Consultative Committee for International Telephone and Telegraphs CCR Central Control Room CCTV Closed Circuit Television CDA Copper Development Association CE Clearance Envelope CE Vehicular Centrifugal Force CFR Code of Federal Regulations CIL Certifiable Items List


CMOS Complementary Metal Oxide Semiconductor CPM Critical Path Method CPTED Crime Prevention Through Environmental Design CR Creep CRB Columbia River Basalt CRT Cathode-Ray Tube CT Vehicular Collision Force CTIC Cooperative Telecommunications Infrastructure Committee CTS Cable Transmission System CRW Continuously Welded Rail CV Vessel Collision Force DB Dry Bulb DBE Disadvantaged Business Enterprise DC Direct Current DC Dead Load of Structural and Nonstructural Components DD Downdrag DF Direct Fixation DIDi Digital Information Display DIN Deutsche Industrie Norm (German Industrial Standard) DOGAMI Department of Geology and Mineral Industries DR Derailment Loads DW Dead Load of Wearing Surface and Utilities DWG Drawing E&H Elderly and Handicapped EB Emergency Braking Force ECS Environmental Control System ECU Electronic Control Unit EH Horizontal Earth Pressure EIA Electronic Industries Association EL Accumulated Locked-in Force effects Resulting From the Construction

Process including the Secondary Forces from Post-Tensioning EMC Electromagnetic Compatibility EMI Electromagnetic Interference EPABX Electronic Private Automatic Branch Exchange EQ Earthquake ES Earth Surcharge Load EV Vertical Pressure from Dead Load of Earth Fill FAA Federal Aviation Administration FACP Fire Alarm Control Panel FCC Federal Communications Commission FDB Fahrenheit Dry Bulb FEA Finite Elements Analysis FFGA Fulll Funding Grant Agreement FMP Fire Management Plan FMS Fare Management System FR Friction FRA Federal Railroad Administration FTA Federal Transit Administration FWB Fahrenheit Wet Bulb


GSA General Services Administration GTE General Telephone Company HPCU Hydraulic Pressure Control Unit HSCB High Speed Circuit Breaker HVAC Heating, Ventilating, and Air Conditioning IBC International Building Code IC Ice Load ICEA Insulated Cable Engineers Association IEC International Electro-technical Committee IEEE Institute of Electrical and Electronic Engineers IEQ Indoor Environmental Quality IES Illuminating Engineering Society IM Vehicular Dynamic Load Allowance ISO International Organization for Standards JEDEC Joint Electronic Device Engineering Council JIC Joint Industrial Council LAHT Low Alloy High Tensile Strength (Steel) LED Light Emitting Diode LL Vehicular Live Load LOS Level of Service LPCS Local Plane Coordinate System LRFD Load and Resistance Factor Design LRT Light Rail Transit LRV Light Rail Vehicle LS Live Load Surcharge LVPS Low Voltage Power Supply MB Maximum Brake MCE Maximum Credible Earthquake MDBF Mean Distance Between Failure MIL Military Specification MIS Management Information System MOV Metal Oxide Varistor MOW Maintenance-of-Way MSB Maximum Service Brake MSS Manufacturers' Standardization Society of the Valve and Fitting

Industry MTTR Mean Time to Repair NAVD North American Vertical Datum NBS National Bureau of Standards NEC National Electrical Code NEMA National Electrical Manufacturer's Association NESC National Electrical Safety Code NETA National Electrical Testings Association NFL No Field Lubrication NFPA National Fire Protection Association NPDES National Pollutant Discharge Elimination System NTP Notice to Proceed ODOT Oregon Department of Transportation OLE Operating Level Earthquake


OSI Open System Interconnect OWF Other Wayside Factors PA Public Announcement PAAC Public Art Advisory Committee PABX Private Automatic Branch Exchange (see TMTS) PBX Private Business Exchange (see TMTS) PE Preliminary Engineering PGE Portland General Electric Company PHS Portland Hills Silt PIV Peak Inverse Voltage PL Pedestrian Live Load PMP Project Management Plan PP Pacific Power PTW Part Time Warning Device QAPM Quality Assurance Program Manual RC Running Clearances RMS Root Mean Square ROW Right-of-Way RTU Remote Terminal Unit SAE Society of Automotive Engineers SBD Safe Braking Distance SCADA Supervisory Control and Data Acquisition SE Settlement SEPP Security Emergency Preparedness Plan SES Subway Environment Simulation SH Shrinkage SIC Standard Industrial Code, U.S. Department of Labor SMACNA Sheet Metal and Air Conditioning Contractor's national Association SRM Sandy River Mudstone Formation SSC Safety and Security Committee SSCP Safety and Security Certification Program SSMP Safety and Security Management Plan SSP System Safety Program SSPP System Safety Program Plan TBM Tunnel Boring Machine TCRC Transportation Change Review Committee TES Traction Electrification System TFE TriMet Furnished Equipment TG Temperature Gradient TIG Tungsten Inert Gas TIR Total Indicated Runout TMTS TriMet Telephone System (supercedes PABX and PBX) TOR Top of Rail TPO Temporary Program Override TTY Text Telephone, Teletype Terminal, TeleTYpewriter TU Uniform Temperature TVM Ticket Vending Machine TWC Train to Wayside Communication UFC Uniform Fire Code


UL Underwriters' Laboratories, Inc. UPS Uninterruptible Power System USASI United States of America Standards Institute USDOT United States Department of Transportation v Velocity VDE Vehicle Dynamic Envelope VOC Volatile Organic Compound VPI Vacuum Pressure Impregnation VSWR Voltage Standing Wave Ratio WA Water Load and Stream Pressure WB Wet Bulb WBE Women's Business Enterprise WS Wind on Live Load WL Wind Load on Structure

J. Units of Measure

A Ampere or Amp Btu British Thermal Unit dB Decibel dBA Decibel on the 'A' weighting network FC Foot-candles ft Foot ft/min Foot per Minute ft

3/min Cubic Feet per Minute

g Acceleration due to Gravity (32.2 ft/s² = 9.81 m/s²) gpm Gallons per minute h Hour Hz Hertz in Inch J Joule K Kelvin kg Kilogram kHz Kilohertz km Kilometer km/h Kilometer per hour kWh Kilowatt hour l Liter lb Pound lbf Pound force m Meter MHz Mega Hertz mi Mile mph Miles per hour mphps Miles per hour per second min Minute mm Millimeter mV Millivolt μV Microvolt N Newton


oz Ounce pcf Pound per cubic foot plf Pound per linear foot psf Pound per square foot psi Pound per square inch s Second sec Second sq ft Square Feet t Time V Volt Vac Volt alternating current Vdc Volt direct current

C Degree Celsius

F Degree Fahrenheit ' Foot " Inch

Degree

CHAPTER 2 CIVIL

CHAPTER 2 – CIVIL 2.1 GENERAL

The criteria presented herein were developed considering passenger comfort, safety, and accepted engineering practices used in currently operating light rail transit, rapid transit, and railroad systems.

2.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES

A. TriMet 1. Design Criteria, Chapter 3 - Track Geometry and Trackwork 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 5 - Landscaping 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 11 - Electrical System 8. Design Criteria, Chapter 12 - Signal System 9. Design Criteria, Chapter 13 - Communications 10. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 11. Design Criteria, Chapter 15 - Light Rail Crossing Safety 12. Design Criteria, Chapter 16 - Small Buildings 13. Design Criteria, Chapter 17 - Parking Facilities 14. Design Criteria, Chapter 18 - Sustainability 15. Design Criteria, Chapter 19 - Public Art 16. Design Criteria, Chapter 22 - Clearances 17. Design Criteria, Chapter 23 - Bus Facilities 18. Design Criteria, Chapter 27 - Lighting 19. Design Criteria, Chapter 28 - Amenities 20. TriMet Directive Drawings 21. Local Project Coordinate System (LPCS)

B. Industry

1. North American Vertical Datum (NAVD) 88 2. American Concrete Institute (ACI) – 318 Building Code Requirements for

Reinforced Concrete 3. American Concrete Institute (ACI) – 322 Building Code Requirements for

Structural Plain Concrete 4. AASHTO Policy on Geometric Design 5. AASHTO Standard Specifications for Highway Bridges (Most Recent edition

with current supplements) 6. AASHTO Manual for Maintenance Inspection of Bridges (Most Recent edition

with current supplements) 7. AASHTO Guide Specifications for Structural Design of Sound Barriers 8. AASHTO LRDF Bridge Design Specifications (Most Recent edition with

current supplements) 9. AREMA Manual for Maintenance Inspection of Bridges 10. AISC Manual of Steel Construction 11. AISC Specifications for the Design, Fabrication and Erection of Structural

Steel for Buildings (AISC Code)

Design Criteria 2-1 Revised March 2011

12. National Fire Protection Association (NFPA) Code for Safety to life in Buildings and Structures

13. National Fire Protection Association (NFPA) Standards for Fixed Guideway Transit Systems

14. National Forest Products Association – National Design Specification for Wood Construction

15. National Ocean Survey 16. Crime Prevention Through Environmental Design (CPTED)


1. U.S. Department of Transportation – Transportation for Individuals with Disabilities: Final Rule

2. U.S. Department of Justice ADA Guidelines 3. U.S. Dept. of Commerce, National Oceanic and Atmospheric Administration,

National Ocean Survey 4. EPA 5. National Pollutant Discharge Elimination System (NPDES) 6. Oregon State Plain Coordinates 7. City of Portland Datum 8. Oregon Department of Transportation

a. Bridge Design and Drafting Manual b. Hydraulic Design Manual c. Highway Design Manual

9. WSDOT Standards 10. Oregon Structural Specialty Code (OSSC) Amendments to the International

Fire and Safety Code 11. International Building Code (IBC) 12. State of Oregon Manual on Uniform Traffic Control Devices (MUTCD)

D. Stakeholders

1. TriMet Facilities Maintenance 2. TriMet Safety and Security 3. Local Jurisdiction Traffic Engineers 4. Local Jurisdiction Public Works Departments 5. ODOT

2.3 CRITERIA / APPLICATION

A. Control Points 1. Horizontal Control

The Horizontal Control for all elements and facilities shall be referenced to the survey baseline control points established for the project. The coordinates for control points, mapping, and construction stakeout will be based on a Local Plane Coordinate System (LPCS) that is computed by rescaling state plane coordinates to more closely match ground distances. The Oregon State Plane Coordinates are converted to LPCS by dividing by 0.999906830024 (or multiplying by 1.00009317866). All surveys are to be conducted in accordance with second order standards as specified by the National Ocean Survey publications, Classification, Standards of Accuracy and General Specifications of Geodetic Control Surveys and Specifications to Support the Classification, Standards of Accuracy and General Specifications of Geodetic Control Surveys. See Figure 2.3.A.1.


2. Vertical Control

The Vertical Control for all elements and facilities shall be based upon the North American Vertical Datum, 1988 (NAVD 88). The conversion factor for converting elevations from the City of Portland Datum to NAVD 88 is +2.10 ft.


FIGURE 2.3.A.1 HORIZONTAL DATA CONVERSION CHART


B. Street Design

1. General Unless otherwise specified, all road and street design shall be in accordance with the current specifications and design guidelines of the involved local jurisdictions. For those cases where the local jurisdictions have no design guidelines, the Oregon Department of Transportation (ODOT) Highway Design Manual, and a Policy on Geometric Design of Highways and Streets by the American Association of State Highway and Transportation Officials (AASHTO) shall be used.

2. Horizontal Geometry

All horizontal alignment of public streets shall conform to the current specifications and standards of the involved local jurisdictions. In a case where the local jurisdictions have no codes or standards, the ODOT Highway Design Manual and AASHTO Policy on Geometric Design shall be followed.

3. Vertical Geometry

All vertical geometric curves of public streets shall conform to the current specifications and standards of the involved local jurisdictions. In a case where the local jurisdictions have no codes or standards, the ODOT Highway Design Manual and AASHTO Policy on Geometric Design shall be followed.

4. Superelevation and Cross Slope

All roadway section of public streets shall conform to the current specifications and standards of the involved local jurisdictions. In a case where the local jurisdictions have no codes or standards, the ODOT Highway Design Manual and AASHTO Policy on Geometric Design shall be followed.

5. Clearance to LRT Facilities

The design of public streets adjacent to LRT facilities shall not compromise clearances related to the construction of LRT stations as discussed in Design Criteria, Chapter 6 - Stations, and the operation of light rail vehicles (LRV) as detailed in Design Criteria, Chapter 22 - Clearances.

6. Signs, Bollards, and Markers

Signs, bollards and markers shall conform to the clearance requirements listed in Design Criteria, Chapter 22 - Clearances.

C. Paving 1. Codes and Standards

All pavement in public streets shall be in conformance with the current specifications and practices of the involved local jurisdictions. In a case where the local jurisdictions have no codes or standards, the state DOT Highway Design Manual shall be followed.

2. Restored Pavement

Restored pavements shall conform to widths prevailing prior to transit construction. No street, sidewalk, or alley widening shall be included, unless required by new construction, or by agreement with the jurisdiction involved.


3. Overlay Opportunities to overlay existing pavement, in lieu of full replacement, should be considered to minimize cost, provided agreement to overlay is reached with the jurisdiction having authority over the street work.

D. Traffic Signals

1. Codes and Standards All relocations, temporary or permanent, and restoration of traffic signal facilities shall be in accordance with the practices of the involved local jurisdictions. In the case where the local jurisdictions have no standards, the Manual on Uniform Traffic Control Devices (as modified by the State) shall be followed.

2. New and Existing Signal Installations

All intersections of public streets with LRT shall be signalized or protected with crossing gates with flashing warning lights. New traffic signal installations shall provide for all required auto movements in addition to signal preemption that may be required for LRVs. All existing signals shall be modified to accommodate any revisions to auto movements and signal preemption for LRVs where required. All revisions shall be compatible with the involved local jurisdiction's traffic signal control program.

E. Signs and Striping

All signs and striping in public streets shall be in conformance with the current specifications and practices of the involved local jurisdictions. In a case where the local jurisdictions have no standards, the Manual on Uniform Traffic Control Devices (as modified by the authority having jurisdiction) shall be followed

F. Ramps and Curb Cuts

1. Curb Cut Locating The Designer shall obtain from the local jurisdiction or proper authority the locations of curb cuts.

2. Allowance for ADA Tolerances The design of curb cuts, ramps shall be in strict accordance with the applicable provisions of the U.S. Department of Transportation’s Transportation for Individuals with Disabilities: Final Rule. While constructed maximum grade requirements are established within the ADA guidelines, design grades shall be reduced to allow for construction tolerances. Comply with reduced grades as shown below:

a. Design Grades

The grade of ramps and separated pathways should not exceed 4.5%. A maximum design grade of 14:1 (7.1%) is acceptable for a rise of no more than 2.0 ft if a level landing at least 5 ft long is provided at each end.

b. Cross-Slope

The maximum design cross-slope for a walkway is 1.5%. At driveways, curb cuts and crosswalks a 3-ft minimum wide area must be maintained at 1.5%.


c. Curb Cuts Curb cuts are to be included when curbs in public space are constructed or restored as part of the Project. A minimum of 3 ft wide passage with a design cross slope of 1.5% must be maintained behind curb cuts.

d. Detectable Warnings

Detectable warnings shall be installed at all curb ramps. Within TriMet project limits, detectable warnings shall be per TriMet Directive Drawings.

3. Non-Station Platform Curbs

Curbs, other than those used for station platforms, shall meet the clearance conditions specified in Design Criteria, Chapter 22 – Clearances, and shall be no less than 7'-0" from the track centerline as measured to the curb face. Clearances of less than 7'-0" may be permitted with TriMet approval.

G. Drainage

1. General Drainage design shall be in accordance with the standards and practices of the agency in whose jurisdiction each project or section of a project falls. In a case where the local jurisdictions have no codes or standards, Oregon Department of Transportation standards shall be followed. See Design Criteria, Chapter 3 –Track Geometry and Trackwork, for track drainage criteria. See Design Criteria, Chapter 5 – Landscaping, for criteria for slope stabilization and finish grading.

2. Drainage Facilities Design Unless otherwise provided, drainage channels, culverts, and storm sewers shall be designed in accordance with the procedures specified in ODOT's Hydraulic Design Manual. a. All new culverts crossing beneath trackbeds shall be capable of passing the

peak runoff from a 50-year storm without inundation of the trackbed. Inundation of the trackbed is defined as a water level above the top of subballast. Storm sewers shall be designed for 10-year storm frequency, except sewer outfalls that carry water from main line sags, which shall be designed for 25-year storm frequency.

b. Minimum velocities in pipes, culverts, and concrete-lined channels shall be 3.0 feet per second.

c. At least a 3'-0" clearance is desirable from the top of rail to the top of all track drainage pipes passing beneath the trackbed, unless otherwise approved by TriMet.

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


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

f. Services to adjoining properties shall be maintained by supporting in place, by providing alternative temporary facilities, or by diverting to other points.

g. All concrete storm sewer and culvert pipes shall be Class III or better concrete pipe (or equivalent), except pipes crossing under the trackway, which shall be reinforced concrete Class V (or equivalent). No metal pipes shall be used in the trackway.

h. See Design Criteria, Chapter 14 – Stray Current and Corrosion Control, for information regarding corrosion protection of drainage facilities.

i. Design or replacement of storm sewers for areas of less than 50 acres shall be based on the following Rational Method for computing runoff:

Q = CIA

Where Q = Capacity, not less than that of line replaced C = Coefficient of runoff as per Table 2.3.G.2.i A = Area (in square feet) I = Intensity - duration rate

TABLE 2.3.G.2.i RUNOFF COEFFICIENTS

Condition Coefficient

Business Downtown areas 0.70 to 0.95 Neighborhood areas 0.50 to 0.70 Residential Single-family areas 0.30 to 0.50 Multi-units, detached 0.40 to 0.60 Multi-units, attached 0.60 to 0.75 Residential (suburban) 0.25 to 0.40 Apartment dwelling areas 0.50 to 0.70 Industrial: Light areas 0.50 to 0.80 Heavy areas 0.60 to 0.90 Parks, cemeteries 0.10 to 0.25 Playgrounds 0.20 to 0.35 Rail transit, yard areas 0.20 to 0.40 Unimproved areas 0.10 to 0.30 Streets: Asphalt 0.70 to 0.95 Concrete 0.80 to 0.95 Brick 0.70 to 0.85


j. Design of storm sewers for basins beyond these limits shall utilize a hydrograph analysis method.

k. The velocity of flow in storm sewers shall be no less than 3.0 feet per sec as determined by Manning's Equation:

V = 1.486 R2/3 S1/2 n

Where V = Velocity of flow (feet per sec)

R = Hydraulic radius (feet) S = Slope of total head line (feet/feet) (Min. 0.5%) n = Manning roughness coefficient

Table 2.3.G.2.k gives values of n for various pipe and tunnel materials. TriMet prefers use of landscape-type treatment facilities (e.g. bio-infiltration swales) for storm water quality facilities when these can be designed to meet jurisdiction, site and project requirements. If landscape-type facilities are not appropriate, and proprietary devices using replaceable media cartridges are specified, a 2-year maintenance contract for these devices shall be included in the project requirements.

TABLE 2.3.G.2.k MANNING ROUGHNESS COEFFICIENTS

Manning Roughness Coefficients

Condition Manning’s n Range

I. Closed conduits: A. Concrete pipe 0.011-0.013 B. PVC (polyvinyl chloride) 0.010 C. HDPE (high density polyethylene) 0.010 II. Gutters and tunnel inverts A. Concrete gutter, troweled finish 0.012 B. Asphalt pavement: 1. Smooth texture 0.013 2. Rough texture 0.016 C. Concrete gutter with asphalt pavement: 1. Smooth 0.013 2. Rough 0.016 D. Concrete pavement: 1. Float finish 0.014 2. Broom finish 0.016

E. For gutters with small slope, where sediment may accumulate, increase above values of n by 0.002

NOTE: For a complete listing of Manning Roughness Coefficients and related ‘n’ ranges, refer to the Oregon State Highway Division Hydraulics Manual, Appendix A, Table 1.


H. Erosion and Sedimentation Control a. Goal for Erosion Control

Design erosion control to reduce negative impacts on water and air quality.

b. Specific Requirements for Erosion Control 1. Develop a site sediment and erosion control plan that conforms to best

management practices in the EPA’s Storm Water Management for Construction Activities, EPA Document No. EPA-833-R-92-001, Chapter 3, OR local Erosion and Sedimentation Control standards and codes like those recommended by Oregon DEQ, whichever is more stringent. The plan must achieve the following benefits: a. Prevent loss of soil during construction by storm water runoff and/or wind

erosion, including protecting topsoil by stockpiling for reuse; b. Prevent sedimentation of storm sewer or receiving streams and/or air

pollution with dust and particulate matter.

2. The EPA standard lists numerous measures such as silt fencing, sediment traps, construction phasing, stabilization of steep slopes, maintaining vegetated ground cover and providing ground cover that will meet this prerequisite. Also see Design Criteria, Chapter 5 – Landscaping.

3. Investigate the use of “green manures” for erosion control and site topsoil

improvements. Green manures are plants, usually nitrogen-fixing, that can be installed for erosion control and then tilled into the soil as an amendment where landscapes will be installed. Designers shall thoroughly document permit agency approval in advance of this approach being specified for jurisdictionally required erosion control.

4. Investigate the use of “compost berms” to meet erosion control

requirements. These berms can be used for amendment of landscape area topsoil when erosion control is no longer necessary. Consultants shall thoroughly document permit agency approval in advance of this approach being specified for jurisdictionally required erosion control.

c. Goal for Avoiding Development of Inappropriate Sites

Avoid development of inappropriate sites and reduce the environmental impact from the location of a building on a site.

d. Specific Requirements for Avoiding Development of Inappropriate Sites 1. Avoid development of buildings on portions of sites that meet any of the

following criteria: a. Prime agricultural lands, as defined by the Farmland Trust; b. Land whose elevation is lower than 5 feet above the elevation of the 100-

year flood, as defined by FEMA; c. Land that provides habitat for any species on the Federal or State

threatened or endangered list; d. Within any wetland as defined by 40 CFR, Parts 230-233 and Part 22,

OR as defined by local or state rule or law, whichever is more stringent; e. Land that prior to acquisition for the project was public parkland, unless

land of equal or greater value as parkland is accepted in trade by the public landowner.



2. Utilize landscape architects, ecologists, environmental engineers, civil

engineers and similar professionals for the screening process. New wetlands constructed as part of storm water mitigation or other site restoration efforts are not affected by the restrictions of this section.

I. Fencing

TriMet generally does not require the use of fencing along the right-of-way, but when fencing is considered to be appropriate it typically serve either one or both of the two purposes described below: 1. Safety

Some form of fencing (chain link, wood, vinyl, chain and bollard, etc.) may be appropriate in situations where train speed, pedestrian activity, fall protection or the presence of children, e.g. may be a factor. In this application, the fencing may act as a guide to pedestrians/bicyclists to follow certain routes or otherwise discourage access to a given location. Since all situations are unique, the applicability of fencing in these circumstances shall be reviewed by the TriMet Safety and Security Committee (SSC) for concurrence.

2. Security Some form of fencing may be deemed appropriate as a barrier to prevent access to a given location. A typical example of a security fence is a chain link fence surrounding a TriMet operations and maintenance facility. In these situations, TriMet will generally provide guidance to the designer regarding the type of security fencing required.

J. Security Considerations

1. Sidewalks should be separated from the street by planter strips, street trees in tree grates and/or on-street parking to provide pedestrian safety and enhance the pedestrian experience.

2. Sidewalks and street design should provide the most direct route possible to and from the station or park-and-ride facility.

3. A minimum of two routes into and out of the facility should be provided for

pedestrians.

4. Sidewalks must be at least five feet wide to allow two people to pass and to meet ADA requirements, with six-foot to eight-foot minimums being more desirable, depending on the context.

5. Street lighting must be provided to allow safe, visible paths at night.

6. Signage and information systems at corners are necessary to provide convenient

direction.

7. Perimeter Security Fence – At all Maintenance Operations facilities, a perimeter security fence shall be provided. The height of the fence shall be a minimum of 6 feet. The fence shall be constructed of galvanized steel posts and rails, and galvanized steel mesh fabric (“chain link”) unless otherwise directed or approved by TriMet’s Project Manager.

CHAPTER 3 TRACK GEOMETRY AND TRACKWORK


CHAPTER 3 – TRACK GEOMETRY AND TRACKWORK

3.1 GENERAL This section of the Design Criteria Manual details minimum standards and design policies to govern the engineering, materials, and construction standards for trackwork and its interfaces with other elements of TriMet's LRT system. The materials and practices specified herein shall govern the design of the LRT system. Such design shall also contain the interfacing of trackwork with other elements of the system, including but not limited to, trackway, bridges, box structures, approach slabs, signal system, drainage, etc. Except for the requirements established in these criteria and TriMet's Drafting Standards, all construction plans and specifications shall generally follow the AREMA Manual for Railway Engineering and Portfolio of Trackwork Plans, and the APTA Guidelines for Design of Rapid Transit Facilities, modified as necessary to reflect the physical requirements and the operating characteristics of TriMet's LRT system. In addition, where the LRT operates in a public street or shares its right-of-way with buses, the design requirements and concepts of AASHTO, ODOT, Oregon Public Utility Commission, and the local municipality shall also be utilized. With the expansion of TriMet’s LRT system into the State of Washington, WSDOT design requirements shall also be utilized when appropriate.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 5 - Landscaping 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 8 - Light Rail Vehicles 7. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 11. Design Criteria, Chapter 15 - Light Rail Crossing Safety 12. Design Criteria, Chapter 20 - Noise and Vibration 13. Design Criteria, Chapter 22 - Clearances 14. Design Criteria, Chapter 27 - Lighting 15. TriMet Directive Drawings

B. Industry

1. AREMA Manual for Railway Engineering/Portfolio of Trackwork Plans

2. APTA Guidelines for Design of Rapid Transit Facilities 3. AASHTO 4. TCRP Report 57 – Track Design Handbook for Light Rail Transit


C. Federal, State, Local 1. Oregon Department of Transportation 2. Washington State Department of Transportation 3. Oregon Public Utility Commission 4. Local Municipality Regulations

D. Stakeholders

1. Operations a. Maintenance of Way b. Transportation c. Operations Support

3.3 CRITERIA / APPLICATION A. General

1. Track Gauge and Construction Tolerances LRT track construction tolerances shall comply with Table 3.3.A.1 a. Track gauge shall be a standard gauge of 4’ 8 ½” (1435 mm) except where

indicated below.

b. T115RE rail gauge is the distance between the inner sides of the rail head measured 5/8” below the top.

c. RI59 girder rail gauge is measured 3/8” (10 mm) below top of rails.

d. The track gauge shall be widened by ¼” (4ft 8 ¾ in) at all locations where

restraining rail is used. Although the restraining rail is primarily designed to reduce rail wear, it also inhibits lateral vehicle movement; therefore no allowance will be made in the clearance calculation for the gauge widening.

e. The track gauge shall be tightened by 1/8” (4ft 8 3/8 in) at all girder rail

curves less than 150ft radius. The purpose of gauge tightening in girder rail is to reduce rail wear on the girder guard section of the rail.

TABLE 3.3.A.1 TRACK CONSTRUCTION AND MAINTENANCE TOLERANCES

Type of

Track

(1)(6) Gauge

Variation

(1)(5) Cross Level

and Superelevation

Variation

Vertical Track Alignment Horizontal Track

Alignment

(2)

Total Deviation

(3) Middle

Ordinate in 62’ Chord

(2)(3) Total

Deviation

(4)

Middle Ordinate in 62’ Chord

Main Line

1/8” 1/8”

½ ” Open

1/8” ½” 1/8” 1/8”

Embedded and DF

Yard + ¼” - 1/8”

¼” 1” ¼” ½” 1/8”


TABLE 3.3.A.1 NOTES: (1) Variations of gauge, crosslevel and superelevation shall not exceed 1/8” per

31 feet of track. (2) Total deviation is measured between the theoretical and actual alignments

at any point in the track, total deviation in station area ¼”.

(3) Possible future maintenance deviation – mainline 2” open track, 0.5”

paved & DF track, yard track 3”.

(4) Possible future maintenance deviation – mainline ½” open track, 0.5”

paved & DF track, yard track 3”.

(5) Possible future cross level maintenance deviation – mainline 7/8” open

track, 3/8” paved & DF track, yard track 7/8”. (6) Possible future gauge maintenance deviation – mainline + 1”, yard track

+1”.

2. Corrosion Prevention Appropriate measures shall be taken during the detail design of trackwork to minimize stray currents to ground resulting from the use of rails as the negative return for the traction electrification system. Design Criteria, Chapter 14 - Stray Current and Corrosion Control, provides complete detail for corrosion control.

B. Horizontal Track Alignment 1. General

a. The horizontal alignment shall consist of tangent sections connected by circular curves with spiral transition curves, unless otherwise approved by TriMet.

b. The civil design speed for the alignment shall be based upon the normal operating speeds as provided on speed-distance profiles generated from the train performance simulation program.

c. In tunnel sections, the design shall also allow for unrestricted reverse running conditions when establishing the alignment, clearances, and track superelevation.

d. The maximum normal operating speed is 55 mph. The designer shall also evaluate the alignment and superelevation conditions for 60 mph. Where cost, geometric or other physical constraints permit, the designer shall establish alignment, superelevation, and track clearance conditions that will permit 60 mph operation in the future by adjusting the actual super elevation.

e. The LRT track alignment for each line section shall be stationed along the centerline of the eastbound or northbound track and shall be as close as possible to the Preliminary Engineering alignment stationing.

f. Stationing along the eastbound or northbound track shall be the basic control for locating all other system facilities along the route.


g. Separate stationing shall be used for the westbound or southbound track where tracks are neither parallel nor concentric, where widened track centers are required around curves, or where tracks are in separate structures.

2. Tangent Sections

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

Condition Tangent Length

Desirable Minimum 200 ft

*Minimum 100 ft or 3 times the design speed (in mph), whichever is larger

*Absolute Minimum 50 ft

(*Not to be exceeded without prior TriMet approval.) b. The minimum length of tangent track preceding a point of switch shall be

as follows:



*Minimum 10 ft

(*Not to be exceeded without prior TriMet approval.) c. The horizontal and vertical alignment should be tangent at all station

platforms throughout their entire length wherever possible. Design Criteria, Chapter 6 – Stations, identifies minimum allowable radius and other special track considerations when curved track is determined to be necessary through platforms. The tangent shall extend beyond either end of the platform as follows:



*Minimum 45ft

(*Not to be exceeded without prior TriMet approval.) d. All special trackwork shall be located on tangent track. See Section

3.3.D.13 for special trackwork criteria. 3. Curved Sections

a. Circular Curves Circular curves shall be defined by the arc definition of curvature, and specified by their degree of curvature and/or radii as determined from the following formula:


R = 5729.578 D

Where: R = radius of curvature (Absolute Minimum = 82 ft) D = degree of curvature

The allowable operating speed for a given curve is based on radius, length of spiral, and superelevation through the curve.

b. Superelevation 1. Superelevation calculation is as follows :

Et = Ea + Eu = 4.01V

2

R Where:

Et = Total superelevation required to balance the centrifugal force at a given speed (in inches)

Ea = Actual track superelevation to be constructed (in inches)

Eu = Unbalanced superelevation, the difference between Et and Ea

(in inches)

V = Design Speed (in miles per hour)

R = Radius of Curve (in feet) The amount of Eu shall vary gradually as follows: When: Ea + Eu = 1 in, Ea = 0 in When: Ea + Eu = 7 in, Eu = 3 in Therefore: Eu = 1.33 V² + 0.67 and Ea = 2 Eu - 2 R

2. Maximum Ea shall be 6 inches.

3. Superelevation is not required for radii over 11,000 ft.

4. Actual superelevation (Ea) shall be accomplished by maintaining the top of the inside (or low) rail at the "Top of Rail Profile" while raising the top of the outside (or high) rail by an amount equal to the track superelevation.

5. Unbalanced superelevation (Eu) shall not exceed 3” for the normal operating speed.


6. Actual superelevation shall not be provided on horizontally tangent

track.

7. The actual superelevation shall be determined to the nearest ¼”.

8. Yard tracks shall not be superelevated.

c. Reverse Curves Reverse curves shall be avoided on mainline track, if possible. Every attempt shall be made to use standard circular curves with tangent sections as described in Section 3.3.B.2 and 3.3.B.3.a. 1. For those sections where reverse curves must be used, the following

criteria may be used with prior TriMet approval: a) Reverse curves shall have spiral transition curves that meet at the

point of reverse curvature, with the rate of change of superelevation constant through both of the spiral curves.

b) If either of the reverse curves is less than 170 ft in radius, each spiral shall be at least 62 ft in total length. If possible, the length of spiral shall conform to the criteria in Section 3.3.B.5.

c) The superelevation transition through the spirals shall be accomplished by sloping both rails through the entire transition, as shown in Figure 3.3.B.3.c.1.c).


FIGURE 3.3.B.3.c.1.c) SUPERELEVATION TRANSITIONS FOR REVERSE CURVES

Note: On Superelevated Curve, top of rail elevations shown on profile are for the lower rail.

Design Criteria Superelevation Transitions for Reverse Curves


4. Compound Circular Curves

Compound circular curves may be used provided that they are connected by an adequate spiral transition curve. In order to provide a comfortable ride at lower speeds, the superelevation should be maintained through the spiral transition curve. The length of the spiral curve shall be determined by the criteria in Section 3.3.B.5. a. For high-speed conditions where the spiral transition curves are longer, a

differential in the superelevation of the two circular curves may be allowed, provided the design does not compromise safety or riding comfort and has prior approval from TriMet. For this condition, the minimum length of spiral shall be the greatest length of spiral determined from the criteria in Section 3.3.B.5

b. The minimum length of spiral between compound circular curves shall be

62 ft. 1. Spiral transition curves need not be used between compound circular

curves when:

RL - RS 0.34 (Rs/V)²

Where: RL = radius of the larger curve (in ft) Rs = radius of the smaller curve (in ft) V = design speed (in miles per hour)

5. Spiral Curves

Spiral curves shall be provided between circular curves and horizontal tangents. Spirals shall be as defined by the AREMA Manual for Railway Engineering. See Figure 3.3.B.5 for spiral nomenclature. a. The minimum length of spiral shall be the greatest length determined from

the following formulas:

Ls = 1.22 EuV Ls = 33 Ea

Where: Ls = Length of spiral curve (in ft) Ea = Track superelevation for the circular curve (in inches) Eu = Unbalanced superelevation for the circular curve (in inches) V = Design speed (in miles per hour)

b. If the minimum spiral length obtained above is not practical, then reduced

spiral lengths and superelevation runoff rates may be used, provided prior TriMet approval has been obtained.


FIGURE 3.3.B.5 CURVE AND SPIRAL NOMENCLATURE

Design Criteria Curve & Spiral Nomenclature


C. Vertical Track Alignment

1. General Vertical alignment shall be defined by the "top-of-rail profile" that corresponds to the low rail in superelevated sections. Parabolic vertical curves having a constant rate of change in grade shall be employed for changes in gradient. Profile drawings shall be drawn in accordance with the Drafting Standards.

2. Grades – Grades shall not exceed the maximums specified below:

Condition Desirable Maximum

*Maximum Absolute Maximum

Mainline Track 3.5% 5.0% 7.0%

Stations 0.5% 3.0% 4.5%

Yard 0.0% 0.5% 1.0%

Storage Track 0.0% 0.25% 0.5%

(*Not to be exceeded without prior TriMet approval.) a. All tracks entering the yard shall be either flat, pitched downward away

from the main line, or dished to prevent any vehicles from rolling onto the mainline tracks.

b. The minimum length of constant profile grade between vertical curves

shall be determined as follows:

Lg = 3V

Where: Lg = Minimum length of constant profile grade (ft) V = Design velocity (miles per hour)

Absolute minimum Lg shall be 90 ft, unless otherwise approved by TriMet.

3. Vertical Curves

a. Length of Vertical Curves The minimum length of vertical curve shall be determined as follows:

L = 70 (G1 - G2) for V 35

L = 40 (G1 - G2) for 15 V < 35 L = 20 (G1 - G2) for V < 15 Where: L = Length of vertical curve (in ft) (G1-G2) = Algebraic difference in grades (percent) V = Design velocity (in miles per hour)

Standard Vertical Curves are shown in Figure 3.3.C.3.a.

The minimum length of any vertical curve shall be as follows:


Condition Length of Vertical Curve Desirable Minimum 200 ft *Minimum 150 ft

(*May not be reduced without prior TriMet approval.) Vertical curves shall not exceed the limits identified in Section 3.3.C.3.d.


FIGURE 3.3.C.3.a STANDARD VERTICAL CURVES

Design Criteria Standard Vertical Curves


b. Reverse Vertical Curves

Reverse vertical curves may be used provided the minimum length of each curve is not less than that defined by Section 3.3.C.3.a, and prior TriMet approval has been obtained.

c. Compound Vertical Curves

Compound or unsymmetrical vertical curves may be used provided the requirements of Section 3.3.C.3.a are met, and prior TriMet approval has been obtained.

d. Combined Vertical and Horizontal Curves

1. A two-car train shall be capable of negotiating a combined (horizontal and vertical) curved section involving: a) 82-ft radius horizontal curve and 1640-ft radius vertical curve either

crest or sag

b) 89-ft radius horizontal curve and an 1150-ft radius vertical sag curve

c) 95-ft radius horizontal curve and an 820-ft radius vertical crest curve.

d) Combined horizontal and vertical curves shall not be more restrictive than these absolute minimum dimensions. The designer shall use simple circular curve formulas for vertical curves specified by radius.

D. Mainline Track 1. Drainage

Special attention shall be directed to providing drainage in all track areas. a. Ditches, grate drains, and/or underdrains shall be provided at the edges of

the track to prevent water from ponding or covering any part of the track structure or contributing to subgrade instability.

b. Trackside ditches shall be designed as shown in Figure 3.3.D.1.b for ballasted track where possible. Minimum ditch grades will be 0.3%.

c. In areas where the right-of-way does not allow use of the standard ditch

section, underdrains may be used. 1. Figure 3.3.D.1.c.1-a shows retained track and Figure 3.3.D.1.c.1-b

shows street median track section utilizing underdrains.

d. Underdrain cleanouts, pipes, and culverts shall be designed and located to facilitate maintenance and to reduce the possibility of becoming clogged.

e. The minimum size and slope of underdrains shall be 8” and 0.5% respectively.


f. Drainage should take into consideration areas adjacent to the tracks where

elements such as streets, parking facilities, roads, landscaping, walls, etc., may have an impact on the drainage of the trackway area.

g. Track drains shall be used in paved track areas to properly drain the girder

rail flangeways and the pavement surface between the rails. Drainage pipe connections shall be to the closest storm drain lines.

h. Track drains shall be spaced generally every 500 to 600 ft on tangent level

track and more frequently on grades as determined by curb design. A minimum of one drain per track per block shall be located on the uphill side of each intersection.

i. Drains shall also be located at the low points of the profile and at the track switches.

j. Track drains shall be located adjacent to special trackwork to prevent water and dirt from entering such critical areas.


FIGURE 3.3.D.1.b TYPICAL BALLASTED SECTION OPEN TRACK

Design Criteria Typical Ballasted Section Open Track


FIGURE 3.3.D.1.c.1-a TYPICAL RETAINED TRACK – CUT AND FILL

Design Criteria Typical Retained Track Cut and Fill


FIGURE 3.3.D.1.c.1-b TYPICAL LRT – MEDIAN TRACK SECTION

Design Criteria Typical LRT – Median Track Section


2. Emergency / Maintenance Walkways

In addition to the clearance envelope requirements per Design Criteria, Chapter 22 - Clearances, it is desirable that space be provided for maintenance walkways adjacent to the trackway. The walkway envelope shall extend at least 2'-6" from the edge of the clearance envelope and shall extend to 6'-6" above the walkway. a. Unless otherwise approved by TriMet, walkways shall be provided either on

both sides of the right-of-way, or in the median; and shall permit unobstructed passage to a ground-level location from which passengers can be evacuated.

b. For walkway clearance calculations only, traction power poles shall not be considered a permanent obstruction.

c. Figure 3.3.D.2 shows the location of the maintenance walkway on a typical

bridge deck section with tangent track.

d. On bridges with sound walls, the sound wall is located outside the 9’-0” envelope and the overall bridge out-to-out deck section is increased approximately 1’-0” per sound wall.

e. An emergency/maintenance walkway shall be provided in all tunnels, in

accordance with the above paragraph, except that in the case of circular tunnels, the walkway dimensions may be altered due to the circular tunnel section, subject to TriMet approval.

f. The emergency/maintenance requirement is not applicable to paved track

sections.

3. Subgrade The subgrade shall be compacted to at least 95% compaction of maximum dry density as determined by the current revision of ASTM Specification, Designation D 698T (Procter Test). a. If laboratory results indicate that existing material is unsuitable, the material

must be removed and replaced with clean, sound and properly compacted material, per ASTM standards.

b. Once information regarding the water table level, subsoil and its

properties are available, specific soil mechanics recommendations shall be prepared.

4. Sub-Ballast

An 8 in layer of sub-ballast shall be installed on top of the subgrade. The sub-ballast shall conform to AREMA specifications. a. The sub-ballast layer shall be sloped at 24:1 downward away from the center

point located midway between the two tracks in double track territory.

b. In single-track areas, the center point shall be located at the centerline of track and the sub-ballast sloped downward and away at 24:1. Refer to Figures


3.3.D.1.b, 3.3.D.1.c.1-a and 3.3.D.1.c.1-b for typical sub-ballast configurations.

c. Configurations other than those mentioned above may be adopted if drainage requirements or specific locations dictate a special treatment. However, they will require TriMet's approval.


FIGURE 3.3.D.2 TYPICAL AERIAL STRUCTURE SECTION


5. Ballast

No. 3 (2” – 1”) or No. 4A (2” – ¾”) ballast conforming to AREMA specifications shall be used on all main tracks. a. A minimum depth of 11 in of ballast shall be used between the bottom of tie

and the top of the sub-ballast (beneath the low running rail), except on ballasted deck bridges where the minimum depth will be 8 in for timber ties and 10 in for concrete ties.

b. The shoulder ballast shall extend 18 in beyond the ends of the ties parallel to the plane formed by the top of the rails. Shoulder ballast shall then slope downward to the sub-ballast at the 2:1 slope.

c. The final top of ballast elevation shall be 1 in below the top of tie, when compacted. Refer to Figure 3.3.D.1.b for ballast configuration of a typical open track section.

d. Crushed slag ballast will not be permitted.

6. Cross Ties Main tracks shall use concrete cross ties spaced 30 in center to center. a. Concrete cross ties shall be a proven design for transit applications and shall

conform to AREMA specifications. b. The concrete crosstie shall provide for a rail seat with a 40:1 cant. c. Switch ties shall be concrete of various lengths conforming to the

requirements of the turnout used.

7. Rail Rail for open track shall be 115 RE section, control-cooled carbon steel rail manufactured in accordance with current AREMA specifications (See Figure 3.3.D.7-a). Rail for paved track shall be RI59/13 or RI52 girder rail or an approved equivalent manufactured in accordance with the latest issue of ASTM Designation A2, Class B. (See Figure 3.3.D.7-b and Figure 3.3.D.7-c) a. Heat-treated or head-hardened rails shall be used in all special trackwork

and on all curves of radii equal to or less than 400 ft in open track.

b. Heat-treated or head-hardened rails shall not be installed on seldom-used emergency or storage tracks, even though they may have radii less than the above criteria.

c. Heat-treated or head-hardened rails may be used, with TriMet's approval, in other locations where excessive rail wear is anticipated.

d. Rail in curves of radii equal to or less than 400 ft shall be precurved using standard shop practices.


FIGURE 3.3.D.7-a 115 RE RAIL SECTION


FIGURE 3.3.D.7-b Ri59/13 GIRDER RAIL


FIGURE 3.3.D.7-c Ri 52 RAIL SECTION


8. Guard Rails/Restraining Rails

All mainline track constructed with 115 RE rail, excluding special trackwork, with a centerline radius of 400 ft or less shall have inner restraining rails mounted adjacent to the low rail in accordance with AREMA plans and specifications. a. The flangeway shall be set at 1-5/8 in wide to engage the back of the

inside wheel.

b. Restraining rail shall extend beyond the curve onto tangent track on each end of the curve a minimum distance of 13 ft.

c. Restraining rail shall be fabricated from head-hardened rail.

d. Emergency guardrails shall be installed on tracks adjacent to all structures that may cause damage to a car and/or its passengers in the event of a derailment.

e. Emergency guardrails shall begin 60' prior to the major structure and shall provide a 10 in gap between the railheads.

f. Material for emergency guardrail shall be 80# to 115# second-hand rail

with second-hand joint bars and new track bolts. 9. Rail Seats and Fastenings

Rail shall be secured to concrete crossties by use of rail clips capable of providing the required lateral and longitudinal restraint. a. An elastomeric pad shall be placed between the rail and concrete tie. The

fastening system shall provide electrical insulation properties capable of meeting the requirements of Design Criteria, Chapter 14 – Stray Current and Corrosion Control.

b. Fastening of rail in paved track sections is designed on a case-by-case basis and must be approved by TriMet. Several paved track fastening methods have been successfully used. Details are available from TriMet.

c. Direct fixation rail fasteners shall provide the required lateral and longitudinal restraint for continuous welded rail and the electrical insulation required for the negative return current and the proper operation of 60 Hz track signal circuits. Direct fixation fasteners used with Tee trail shall provide a 40:1 cant of the rail.

d. Direct fixation fasteners shall incorporate, or be placed on, a suitable elastomeric pad for reducing transmission of high frequency (i.e., greater than 30 Hz) loads to the support structure. The clearance envelope for direct fixation fasteners is shown in Figure 3.3.D.9.d


e. Rail fasteners for use in direct fixation special trackwork shall be of a design compatible with the standard fastener used in conventional direct fixation track.


FIGURE 3.3.D.9.d DIRECT FIXATION FASTENER CLEARANCE ENVELOPE

Design Criteria Direct Fixation Fastener Clearance Envelope


10. Rail Welds Rail shall be welded into continuous welded rail strings of site-specific length by the electric flash-butt processes in accordance with AREMA specifications. The ends of the welded rail strings will then be field-welded together by the thermite welding process according to AREMA specifications.

11. Rail Joints Rail joints shall not be used except in those locations where it is absolutely necessary and only with TriMet approval. a. All rail ends at rail joints shall be beveled and end-hardened.

b. All joint bars shall be of the 36 in, six-hole type conforming to the current

AREMA specifications.

c. High-strength track bolts shall be used in all rail joints except where expansion and contraction of rail must be allowed for structural and safety reasons.

12. Rail/Switch Heaters

Switch heaters shall be installed on certain power-operated turnouts in both mainline and yard tracks determined to be most critical for operations and likely to malfunction due to snow and ice.

13. Special Trackwork

Special trackwork shall be manufactured and installed in accordance with TriMet's specifications generally following AREMA plans and specifications. All frogs and flangeways shall be designed to accommodate the LRT wheel profile. a. The preferred location of special trackwork is in ballasted at-grade areas.

b. Two single crossovers, one facing point, one trailing point, shall be used in lieu

of double crossovers unless space restrictions dictate their use, and then only with prior approval by TriMet.

c. Special trackwork in paved track shall be kept to an absolute minimum.

d. Switches shall not be located in auto travel lanes unless there is no

alternative. However, when it must be so located, it shall be designed to reduce the exposure of pedestrians to the operating mechanisms. Switch points shall not be located in areas designated as pedestrian crossings.

e. All special trackwork shall be located on vertical and horizontal tangents.

f. In certain circumstances, special trackwork may be used on curves, but only with prior review and approval by TriMet.

g. Special trackwork shall not be superelevated.

h. The absolute minimum length of tangent between any point of switch and a

station platform shall be 45 ft, with prior approval by TriMet.


i. The minimum horizontal and vertical tangent distance preceding a point of switch

shall be 10 ft (absolute minimum shall be 8 ft with prior TriMet approval).

j. The minimum distance measured from a point of switch through a turnout to a horizontal or vertical curve shall be as indicated in Table 3.3.D.13.j.

k. Operating speed through turnouts shall be as indicated in Table 3.3.D.13.k. Turnouts and crossovers for various applications shall be selected in accordance with the following criteria: 1. No. 20 turnouts (39'-0" curved switch points) shall be used on

mainline-ballasted track at specific locations where high-speed operation is essential.

2. No. 15 Turnout (26’-0” curved switch points) may be used on mainline ballasted track at specific locations.

3. No. 8 turnouts (13'-0" curved switch points) shall be the standard mainline turnout in ballasted at-grade track.

4. No. 6 turnouts (13'-0" curved switch points) shall be used on the mainline in areas where space limitations prevent the use of No. 8s.

5. 50-meter turnouts (double-tongue, flexive switches) shall be the standard mainline turnout in paved track.

6. 25-meter turnouts (double-tongue, flexive switches) shall be used only in paved track where space limitations prevent the use of 50-meter turnouts and only with the prior approval of TriMet.

l. All paved track turnouts shall use double tongue flexive switches.

m. All open track turnouts shall use AREMA Point Detail 5100 with graduated

risers.

n. All open track frogs shall be of the rail-bound manganese type with heat-treated or alloy steel guardrails.

o. All paved track frogs shall be of the rolled section and block type or of

solid manganese steel.

p. Paved track switch points shall be bolted to closure rails with a heel block modified to TriMet's design.

q. Special drainage provisions shall be made in paved track turnouts to preclude standing water in flangeways, tongue areas, and in switch-throwing mechanisms.


TABLE 3.3.D.13.j LIMITING DIMENSIONS FOR SPECIAL TRACKWORK

Turnout Number

Minimum Distance from Point of Switch Through Turnout to:

TS or PC PVC

No. 5 55’ 55’

25 Meter 42’ 42’

50 Meter 56’ 56’

150 Meter 70’ 70’

No. 6 71’ 71’

No. 8 98’ 98’

No. 15 175’ 175’

No. 20 222’ 222’

TABLE 3.3.D.13.k TURNOUT OPERATING SPEEDS

Turnout Number

Switch Point Length

Switch Point Type

Operating Speed – MPH * (Diverging side of turnout)

No. 5 11’-0” Straight 5**

25 Meter 15’-9” Flexive 5**

50 Meter 16’-8” Flexive 5**

150 Meter 27’-10” Flexive 10

No. 6 11’-0” Curved 10

No. 8 16’-6” Curved 15

No. 15 26’-0” Curved 30

No. 20 39’-0” Curved 45

*The speed through the straight side of the turnout is not limited except that is should conform to the speed designated for that specific section of track in which it is located.

These speeds are based on an E u max = 3 inches, roll angle of 2 15’ and straight switch points, except for the 25/50 Meter and No. 20 Turnouts which have curved switch points. **The speed through the 25/50-meter and No. 5 yard turnouts when trailing is 5 mph.


14. Paved Track Paved track will be designed with input from TriMet Rail Maintenance. Designs shall incorporate state-of-the-art materials addressing electrical isolation, maintenance and aesthetics. a. Figure 3.3.D.14.a shows paved track with Belgian blocks which is typical

in the downtown Portland area.

b. Figure 3.3.D.14.b shows paved track with a concrete surface, which is typical of existing MAX along N.E. Holladay Street.

c. In the event that TriMet chooses to use T-rail in a paved track section,

Figure 3.3.D.14.c shows a typical application as utilized on Interstate MAX.

d. Figure 3.3.D.14.d shows a minimal depth track section that utilizes R52

girder rail.

e. Existing street pavement will be cut and trenched to sufficient width and depth to allow construction of LRT track and duct banks. The duct bank will be configured to best meet the requirements while minimizing impact to existing utilities.

f. After the track has been installed, the specified pavement section will be applied to conform to the required street cross-section.

g. Particular attention shall be directed toward proper drainage of street trackage. 1. The adjacent surface pavement shall be designed so surface water

will drain away from the track. Track drains shall be used to prevent water from standing.

2. In areas of special trackwork, particular attention will be directed to

provide drainage for the special trackwork units and switch-throwing mechanisms.

3. When possible, track drains shall be located in tangent track.

h. The pavement material shall be ¼” below the top of rail on the field side to prevent the wheel tread from damaging the pavement material. An elastic material shall be placed between the rails and pavement materials in order to prevent damage to the pavement materials and increase electrical isolation.

i. During final design, alternative embedment methods for paved track shall be evaluated. If an alternate design for paved track proves to be advantageous, it may be substituted for the existing design with the approval of TriMet.


FIGURE 3.3.D.14.a PAVED TRACK SECTION WITH BELGIAN BLOCKS

Design Criteria Paved Track Section with Belgian Blocks


FIGURE 3.3.D.14.b (Original Banfield) PAVED TRACK WITH CONCRETE SURFACE

Design Criteria Original Banfield Paved Track Section

with Concrete Surface


FIGURE 3.3.D.14.c EMBEDDED TRACK SLAB DETAILS


FIGURE 3.3.D.14.d TYPICAL REINFORCED CONCRETE TRANSITION SLAB

Design Criteria Typical Reinforced Concrete Transition Slab


15. Direct Fixation Track\Embedded Concrete Tie Track

Direct fixation (DF) track or embedded concrete tie track shall be the standard used for trackwork in tunnels. a. Direct fixation shall utilize a second pour method of construction.

b. Reinforcing steel in second pour concrete shall be designed to provide the

anchorage clearance envelopes shown on Figure 3.3.D.9.d

16. Grade Crossings Mainline grade crossings shall be prefabricated and made of durable, long-lasting materials. Grade crossing panels shall be constructed with due regard to removability for track maintenance, electrical isolation, non-interference with electrical track circuits or rail fastenings, tire adhesion, and slip resistance for pedestrians. a. Grade crossing panels shall be constructed with due regard to:

1. Removability for track maintenance 2. Electrical isolation 3. Non-interference with electrical track circuits or rail fastenings 4. Tire adhesion 5. Pedestrian slip resistance

b. Grade crossings shall be located on tangent track and away from special

trackwork areas unless otherwise approved by TriMet.

c. Rail joints and thermite welds shall not be located in grade crossings.

d. Geotextiles shall be used at grade crossings and around underdrains.

e. Cross tie spacing at grade crossings shall be in accordance with the grade crossing manufacturer's recommendations.

17. Crosswalks

Crosswalks shall be provided at areas where pedestrians will be crossing mainline tracks. They shall be located on tangent track, if possible, and away from special trackwork areas. Design Criteria, Chapter 15 – Light Rail Crossing Safety, provides comprehensive criteria on crossing designs and standard crossings. a. Crosswalks shall be prefabricated and made of materials sufficiently

durable for pedestrian traffic and vehicular traffic if located directly adjacent to a street crossing.

b. Crosswalk crossing panels shall be constructed with due regard to: 1. Removability for track maintenance 2. Non-interference with electrical track circuits or rail fastenings 3. Pedestrian slip resistance - Special care shall be taken to ensure a

safe, slip resistant walking surface.


18. Maintenance Access Point – Maintenance access points shall be provided for maintenance personnel. a. Access points for maintenance personnel on foot shall be provided every

¼ mile where possible. 1. Areas shall be provided at or near these locations for the parking of

maintenance vehicles to prevent infringing on highway travel lanes or pedestrian areas.

b. High-rail access points shall be provided at least every 2 miles when

possible. They shall be located on tangent track and be constructed of grade crossing materials durable enough to withstand maintenance vehicles. 1. High-rail access points shall be adequately secured to prevent

unauthorized entry

19. Track Bumping Posts Track bumping posts shall be designed to engage the cars' anti-climber. They shall be installed at the ends of all stub-end mainline tracks

20. Approach Slabs Reinforced concrete approach slabs shall be installed at the ends of all bridges and tunnels and at all mainline locations where the track transitions from paved or DF to open track and vice versa to provide a smooth transition from one track modulus area to another. a. The approach slabs shall be located below the crossties.

b. The approach slabs shall be tapered to gradually achieve an adequate

transition between the two different track modulus areas. See Figure 3.3.D.14.d.

c. Care should be taken to ensure proper drainage at the transition from paved

or DF to open track.

21. Rail Expansion Joints During final design, locations where rail expansion/contraction is anticipated to present a problem (on bridges and certain sharp curves on ballasted track) shall be analyzed for methods of control. a. If mechanical rail expansion joints are used, the expansion capacity of the

joints shall be greater than the anticipated rail movement within the full range of rail temperatures.

22. Systems Facilities Below

An area reserved for systems facilities below track shall be as indicated in Figure 3.3.D.22.

23. Insulated Joints Insulated joints shall be installed in track as required for the signal system see Design Criteria, Chapter 12 – Signal System. a. Insulated joints shall be 36” long, 6-hole bars of glued epoxy bonded type


material.

E. Yard Track 1. Drainage – Drainage shall conform to the requirements of Section 3.3.D.1.

2. Subgrade – Subgrade shall conform to the requirements of Section 3.3.D.3.

3. Sub-Ballast – Sub-ballast shall conform to the requirements of Section

3.3.D.4, except only a 6 in layer will be required for yard tracks.

4. Ballast No. 5 ballast conforming to AREMA specifications shall be used on all yard tracks. a. A minimum depth of 8” of ballast shall be used between the bottom of tie

and top of sub-ballast.

b. The top of ballast elevation shall be at least 1 in below the base of rail and the ballast shoulder shall extend level beyond the ends of the ties to form a suitable walking surface.

c. Crushed slag ballast will not be permitted

5. Crossties

Yard tracks shall use timber cross ties 8 ft in length spaced 26 in center to center, except at braced and guarded track, where spacing shall be 24 in. a. All cross ties shall be size No. 3, 6" x 8" conforming to AREMA

specifications.

b. Switch ties shall be of various lengths as required for a No. 5 AREMA turnout with 11'-0" switch points.

6. Rail

115 RE rail shall be installed in continuous welded strings.


FIGURE 3.3.D.22 CLEARANCE ENVELOPE FOR SYSTEMS FACILITIES BELOW TRACK

Design Criteria Clearance Envelope for Systems Facilities Below

Track


7. Guard Rails/Restraining Rails All yard tracks with a centerline radius of 100 ft or less shall have inner guard rails mounted adjacent to the inside rail in accordance with AREMA plans and specifications. a. Emergency guardrails shall be installed on tracks adjacent to all major

structures that may cause damage to a car in the event of a derailment.

8. Rail Fastenings Rail shall be secured to the cross ties by use of 13 in, 8-hole tie plates with a 40:1 cant (Figure 3.3.E.8) and cut spikes. a. Anchor spiking shall be accomplished on tangent and curved track with

cut spikes in accordance with Figure 3.3.E.8.a.

b. TriMet approved Drive-on rail anchors shall be used.

c. Rail fastenings shall conform to the requirements of Section 3.3.D.9.

9. Rail Joints Rail joints shall conform to the requirements of Section 3.3.D.11. For relay rail, 24 in 4-hole bars may be used in the yard.

10. Special Trackwork Special trackwork shall conform to the requirements of Section 3.3.D.13. a. All yard turnouts shall be AREMA No. 5s with 11'-0" straight switch points

conforming to AREMA Point detail 5100 with graduated risers.

b. Bolted rigid frogs shall be used.

c. The operating speed through the turnouts shall be as indicated in Table 3.3.D.13.k.

11. Grade Crossings

Grade crossings shall conform to the requirements of Section 3.3.D.16, except yard grade crossings may consist of asphalt with double flangeway timbers.

12. Crosswalks Crosswalks shall conform to the requirements of Section 3.3.D.17. a. In the yard, they may be located on curves and may consist of asphalt.

13. Track Bumping Posts Track bumping posts shall conform to the requirements of Section 3.3.D.19.


FIGURE 3.3.E.8 AREMA 13" TIE PLATE

Plan No. 7 – AREMA 13” TIE PLATE FOR USE WITH RAILS WITH 51/2

” BASE WIDTH

Design Criteria AREMA 13” Tie Plate


FIGURE 3.3.E.8.a SPIKING PATTERNS

Design Criteria Spiking Patterns


F. Definitions of Track Types and Track Construction, with Examples

1. Track Types, Based on Use a. Mainline Track

Mainline track is used for normal scheduled train operations over the TriMet system. Mainline tracks are designated eastbound, westbound, northbound or southbound. Mainline track can be further defined as single mainline track or double mainline track. The majority of TriMet mainline track is double track. Only two sections of the Airport Red Line use single mainline track, where a single track is used for trains traveling in both directions. One of the single track sections is near Gateway, over the Loop Bridge, and the other is near the end of the line as you approach or leave the Portland International Airport Station.

b. Couplet Track

Couplet is the term used to describe light rail mainline track that runs parallel to the second mainline track but is offset by one or more blocks. It is a single track running in the street but is not considered single mainline track. TriMet has mainline couplet track in downtown Portland for the Blue and Red lines running in Yamhill and Morrison. The Green and Yellow Lines use the mainline couplet track in 5

th and 6

th Avenues.

c. Turnaround Track

Track used to turn trains around and return from the direction they came without reversing the front and rear ends of the train are called turnaround tracks. Turnaround tracks are typically needed at the end of the line with couplet track. TriMet has three turnaround tracks at SW 11

th. Ave between

Yamhill and Morrison and three turnaround tracks at SW Jackson Street between 5

th and 6

th. Avenues. TriMet turnaround tracks are designated

track 1, 2, and 3 and can be used for different purposes. For example one of the tracks may be used for layover while the operator takes a break, one for through trains, and one to store a special event train or disabled train.

d. Yard Track

Track at Ruby Junction and Elmonica Maintenance and Operations Facilities is called yard track. Yard track is used to store trains and to allow movement through the yard to the maintenance buildings, wash bays, and to access mainline tracks. Yard tracks are given names to help operators identify each of many tracks. Examples of yard track names are storage tracks, yard leads, loop track, run around track, and maintenance of way track. Tracks that run over inspection pits are called pit track. Pit track is built with the rail on a steel beam and support posts to allow standing access for inspection and maintenance of the underside of the light rail vehicles.

e. Pocket Track

Pocket tracks are tracks running between the two mainline tracks. Pocket tracks can be configured in several ways but are typically double ended


tracks meaning they can access the mainline from either end onto either or the two mainline tracks. Six turnouts are needed to provide a double ended pocket track. Examples of TriMet pocket tracks are at Fair Complex/Hillsboro Airport, Beaverton Transit Center, west Robertson tunnel portal, Hollywood, under Broadway Bridge, and Main Street on the Green Line. These are all double ended. Pocket tracks can also be constructed as a stub-end pocket track, meaning the pocket track can only be accessed from one end. The proposed Willow Creek pocket track is designed with three turnouts to be a stub-end pocket track.

f. Stub-end Track

Tracks that come to an end without connecting to another track are called stub-end track. It is typical for stub-end track to have a bumping post to prevent light rail vehicles from running beyond the end of track. Stub-end tracks are used at the end of mainlines, sidings, single ended pocket tracks, and some yard tracks. TriMet has stub-end track at the end of the mainline in Gresham, Hillsboro, Portland International Airport, and at the Portland Expo Center. The sidings at the North terminus on the Green Line Mall Segment are also stub-end.

g. Siding Track

The term siding is used to refer to track built beside or off to the side of mainline track. A siding is used to get disabled trains off the mainline or to stage trains for special events in the same manner as a pocket track. Sidings can be single ended (stub-end sidings) or double ended with turnouts on each end. Examples of sidings at TriMet include the two stub-end tracks at the North terminus on the Green (Mall) and Yellow Lines. The vintage trolley track at NE 11

th Ave. is also a siding track.

h. Special Events Track

TriMet has constructed a third track at the end of the Blue Line in Hillsboro and the end of the Yellow Line at the Portland Expo Center. These special event tracks are stub-end tracks used to store a train for use in a special event or to store a disabled train.

2. Types of Track Construction

In addition to the use based track names described above, track is also designated by its type of construction. Open and paved track are the two primary types of track construction. a. Open Track

Open track is the term used to refer to track built outside the limits of city streets. Open track is characterized by fully exposed rail. Examples of TriMet open track are track running along the Banfield Freeway, along Hwy. 217, or along I-205 to the Portland International Airport or Clackamas Town Center. Open track is typically built with cross ties and ballast but can also be direct fixation. Direct fixation is the term used to fasten rail to a concrete slab or bridge deck. The rail fasteners used to anchor the rail to the concrete are called direct fixation fasteners. Direct fixation fasteners are spaced the same as the concrete crossties in tie and


ballast track. Examples of direct fixation track are on the Airport Loop Bridge and the Vanport Bridge along with many other bridges. Open track is almost always constructed with 115 RE rail.

b. Paved Track

Paved track is also referred to as embedded or street track. At TriMet, embedded track is used in downtown Portland, the Hillsboro street running segment, and in Interstate Ave. TriMet has used several methods and materials to construct paved track that has produced different looks. Belgian block pavers are used in Yamhill and Morrison while red brick stamped concrete is used for the infill material between and along the rails in Hillsboro. Standard concrete was the infill material used in 5

th and 6

th

and in Interstate Ave. Girder rail is almost always installed in paved track however paved track can use “tee” rail. The Interstate paved track is 115 RE “tee” rail.

CHAPTER 4 UTILITIES


CHAPTER 4 – UTILITIES

4.1 GENERAL This section establishes design standards for the relocation, adjustment, and abandonment of existing utilities within TriMet right-of-way. No new or existing utilities shall be located within the LRT trackway or within the limits of track pavement without permission from TriMet. Exceptions are permitted for the purpose of crossing the tracks, but only with permission from TriMet as evidenced by an executed license agreement. For new light rail alignments proposed in existing streets with existing underground utilities, TriMet’s Project Manager shall work with the designers, local jurisdictions and utilities to develop cost effective design solutions that do not require full utility relocations. Final design shall be based upon design solutions agreed upon by primary stakeholders.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 7 - Structures 4. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 5. Design Criteria, Chapter 10 - Traction Electrification System 6. Design Criteria, Chapter 11 - Electrical System 7. Design Criteria, Chapter 13 - Communications 8. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 9. Design Criteria, Chapter 16 - Small Buildings 10. Design Criteria, Chapter 17 - Parking Facilities 11. Design Criteria, Chapter 18 - Sustainability 12. Design Criteria, Chapter 27 - Lighting 13. TriMet Directive Drawings

B. Industry 1. APWA – Utility color standards


1. Applicable Jurisdictional Codes 2. Oregon Utility Notification Center - One Call Locate Law

D. Stakeholders

1. Capital Projects a. Real Property

2. Operations a. Maintenance-of-Way


4.3 CRITERIA / APPLICATION A. Utility Work – General

1. General Design Guidelines The following general design guidelines shall be followed for all utility work: a. Depth of cover under the light rail transit structure within the street shall be as

approved by TriMet and the jurisdiction having authority over the utility.

b. Specifications and design standards of the various utilities shall be made available for reference through TriMet.

c. Utilities include facilities belonging to governmental agencies, public utility

corporations, special service districts, private parties (including service lines to adjoining properties), and LRT utilities.

d. Utilities encountered or located close enough to be affected by transit

construction shall be handled in one of the following ways: 1. Protected and maintained in operation during construction 2. Temporarily relocated and maintained in operation during construction 3. Temporarily relocated and maintained and upon completion of transit

facilities, replaced by a new utility 4. Permanently relocated to a new location beyond the immediate limits of

transit construction, preferably prior to LRT construction

e. Utility service to adjacent property shall not be interrupted and, if temporarily relocated, shall be restored upon completion of work.

f. Replacements for any existing utilities, including governmental facilities and

pavements, shall be designed to provide service equal to that offered by the existing installations. No betterments shall be included, unless specifically approved by TriMet.

g. Pipelines crossing underneath the light rail tracks carrying water or pressure

sanitary storm sewers shall be cased.

h. Pipelines and conduits, which contain flammable materials, such as gas lines, do not need to be cased. If casing pipe is installed it shall be vented and approved on a case-by-case basis by TriMet.

i. Casing pipes shall be designed to withstand LRT loadings and shall be

protected against corrosion. The end of casing pipes shall be sealed and the annular space between the carrier pipe and the casing pipe shall be filled with sand. When casings are bored or augured under LRT tracks, provisions shall be made to ensure no voids are created.


j. Minimum cover for utilities trenched under proposed LRT tracks is 6’0” below top-of-rail or as approved by the TriMet Engineer.

k. Minimum cover for utilities augured or pushed under existing LRT tracks is

7’0” below top-of-rail or as approved by the TriMet Engineer

l. Minimum cover for utilities directionally drilled under existing LRT tracks is 10’0” below top-of-rail or as approved by the TriMet Engineer

m. Where possible, all utilities shall cross beneath the LRT right-of-way at 90

angles or perpendicular to the LRT centerline.

n. New or replacement non-TriMet utilities that run longitudinally adjacent to the LRT right-of-way, unless otherwise approved by TriMet, shall be located a minimum of 10 ft from the centerline of track to the near edge of longitudinal pipe.

o. All non-metallic LRT utilities pipes or casings shall have tone wires that terminate in

a handhole to facilitate locating buried pipes.

p. All non-metallic utility pipes or casings that cross the LRT right-of-way shall have tone wires that terminate in a handhole to facilitate locating buried pipes..

q. All abandoned pipes beneath the trackbed shall be plugged and filled with sand

or CDF (controlled density fill) or low-strength concrete slurry, unless otherwise approved by TriMet.

2. Coordination

TriMet and/or its Civil Design Consultant will coordinate the relocation design between TriMet and impacted utility owners. Generally, a design review and utility coordination process will be as follows: a. Preliminary drawings of each utility's preferred relocation alignments and

requirements will be prepared by the utility's engineer and/or its consultant and submitted to TriMet for review. The utility company shall locate and pothole utilities, when appropriate, to aid the relocation coordination effort.

b. TriMet will review utility relocation requirements and preferred relocation

alignment and issue a draft composite utility map showing proposed utility relocation alignments and orientations from various utility agencies.

c. Each utility will respond to TriMet with either acceptance of proposed

alignments and orientations or submittal of a request for further alteration. d. TriMet will issue a final composite utility map showing utility orientations. The

utilities engineer and/or its consultant will then develop the final designs of each utility on this basis.

3. Corrosion Protection The guidelines for corrosion protection are described in Design Criteria, Chapter


14 – Stray Current and Corrosion Control.

B. Sewers 1. Codes and Standards

a. All relocation, restoration, and construction of sewer facilities shall be in conformance with the current standards and specifications of the responsible local and state jurisdiction or agency and shall comply with other applicable area codes.

b. All sewer work shall be coordinated through TriMet with the appropriate local

and state jurisdiction or agency. 2. General Design Guidelines

a. Preliminary and final design of sewer locations shall be either done by the responsible city, county or utility agency, or by TriMet's Civil Design Consultant and approved by the appropriate authority having jurisdiction.

b. Service to adjoining properties shall be maintained by either supporting in

place, providing alternate temporary facilities, or by diverting to other points. Necessary replacements of existing sewers and appurtenances shall provide services equivalent to those existing facilities.

c. No casing pipe is required for gravity sewer pipes crossing the light rail tracks

unless requested by TriMet or the responsible local and state jurisdiction or agency on an as-needed basis. Pressurized sewer pipes crossing the light rail tracks shall be cased in a larger diameter casing pipe per the design standards of the responsible local and state jurisdiction or agency..

d. All sanitary and storm sewers shall be designed to give mean velocities,

when flowing full, of not less than 2.0 fps and 3.0 fps, respectively, based on the following formula:

V =

1.486 R

2/3 S

1/2

n Where: V = Velocity of flow (fps)

R = Hydraulic radius (ft) S = Slope of total head line (ft/ft) n = Manning roughness coefficient

C. Water Lines

1. Codes and Standards a. All maintenance, relocation, restoration, and construction of water mains and

appurtenances shall be in conformance with the current standards and specifications of the responsible local and state agency, and shall comply with other applicable area codes.

b. All water line work shall be coordinated through TriMet with the appropriate

local and state jurisdiction, agency, or service district.


2. General Design Guidelines

a. Preliminary and final design shall be done by the responsible city, county or utility agency, or by TriMet's Civil Design Consultant and approved by the authority having jurisdiction.

b. Service to adjoining properties shall be maintained by supporting in place,

providing alternative temporary facilities, or by diverting to other points. Necessary replacement of existing water mains and appurtenances shall provide services equivalent to those of existing facilities.

D. Gas Lines

1. Codes and Standards a. All work related to gas lines shall be designed and performed in accordance

with the specifications and standards of the utility owner, including but not limited to Northwest Natural Gas Company.

b. All gas work shall be coordinated through TriMet with the appropriate city or

county agency. c. All relocation, restoration, and construction of gas mains and appurtenances

associated with the project shall be the responsibility of the utility owner, such as Northwest Natural Gas Company.


a. Preliminary and final design of gas relocations will be accomplished by the utility owner or by TriMet's Civil Design Consultant and approved by the utility owner and the authority having jurisdiction.

b. Gas service to adjoining properties shall be maintained by either supporting in

place, providing alternate temporary facilities, or by diverting to other points. Necessary replacements of existing gas lines and appurtenances shall provide services equivalent to the existing facilities.

c. Replacement gas pipe and casing shall be non-metallic unless metallic facilities are required for specific engineering purposes.

E. Electrical Facilities

1. Codes and Standards All work related to electric power transmission lines (overhead and sub-surface) shall be in accordance with the specifications and standards of the applicable utility owner including, but not limited to, Portland General Electric (PGE) and Pacific Power (PP&L). All electrical work shall be coordinated through TriMet with the appropriate city or county agency.


a. Preliminary and final design of electrical relocations will be accomplished by the owner of the utility, such as PGE or PP&L, or by TriMet's Civil Design Consultant and approved by the utility owner (PGE or PP&L) and the


authority having jurisdiction.

d. Electrical service to adjoining properties shall be maintained by either supporting in place, providing alternate temporary facilities, or by diverting to other points. Necessary replacements of existing electrical service shall provide services equivalent to those of existing facilities.

F. Communication and Cable

1. Codes and Standards a. All work related to communication and cable lines shall be in accordance with

the specifications and standards of the appropriate company. Companies that may be affected as a result of utility work may include, but are not limited to: 1. Qwest 2. Comcast Cable 3. Verizon (including MCI) 4. American Telephone and Telegraph Company (AT&T) 5. Sprint 6. Electric Lightwave, Inc. 7. Others

b. All communication and cable work shall be coordinated through TriMet with

the appropriate city or county agency.

2. General Design Guidelines Preliminary and final design of communication and cable relocation will be accomplished by the appropriate company, or by TriMet's Consultant, and approved by the appropriate communication or cable company and the authority having jurisdiction. Communication or cable service to adjoining properties shall be maintained by either supporting in place, providing alternate temporary facilities, or diverting to other points. Necessary replacements of existing service shall provide services equivalent to those of existing facilities.

G. Vaults

1. Codes and Standards All remodeling, abandonment, or other work involving private vaults extending from adjoining buildings into public space shall be in accordance with codes, standards, and practices of the responsible local jurisdiction. All work shall be coordinated through TriMet with the private vault owners.


The Civil Design Consultant shall determine which vaults will be affected by the project. Plans shall show, at a minimum, the following details: a. Portions of each vault to be excavated b. New walls required to permit continued use of those vault areas outside of

construction limits c. New walls required to accomplish abandonment of vaults d. Work required to restore vaults, including delivery chutes and freight

elevators e. Area available for permanent occupancy upon completion of TriMet’s work


H. LRT Utilities

1. Codes and Standards All utilities specifically designed for the LRT shall conform to the applicable standards, codes, and requirements of the local jurisdiction within which the LRT utilities are located.


a. Preliminary and final design of the LRT utilities shall be done by TriMet's Consultant. Design approvals from the local jurisdictions and public utility agencies shall be coordinated through TriMet.

b. The design of the LRT utilities shall conform to the appropriate design

guidelines indicated in Sections 4.3.A through 4.3.H of these criteria. See Design Criteria, Chapter 3 – Track Geometry and Trackwork.

CHAPTER 5 LANDSCAPING


CHAPTER 5 – LANDSCAPING

5.1 GENERAL This section establishes design standards for the selection, placement, establishment and maintenance through warranty requirements for landscaping features for the transit system, to include light rail trackway, rail stations, park and rides, transit centers, facility landscapes and bus stops.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 7 - Structures 5. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 6. Design Criteria, Chapter 11 - Electrical System 7. Design Criteria, Chapter 15 - Light Rail Crossing Safety 8. Design Criteria, Chapter 16 - Small Buildings 9. Design Criteria, Chapter 17 - Parking Facilities 10. Design Criteria, Chapter 18 - Sustainability 11. Design Criteria, Chapter 19 - Public Art 12. Design Criteria, Chapter 23 - Bus Facilities 13. Design Criteria, Chapter 24 - Security 14. Design Criteria, Chapter 27 - Lighting 15. Design Criteria, Chapter 28 - Amenities 16. TriMet Directive Drawings 17. TriMet Technical Specifications 18. TriMet General Provisions (for warranty purposes)

B. Industry 1. American Standard for Nursery Stock ANSI 260.1, 1973 or later, as adopted

by the American Association of Nurserymen, Inc. 2. Bailey's Standard Encyclopedia of Horticulture 3. American Joint Committee on Horticultural Nomenclature (AJCHN), Standard

Plant Names 4. Transit Planting Manual, UMTA Report No. VA-06-0006-73-1 5. Sunset Western Garden Book 6. Hortus West Publications 7. Northwest Garden Style: Ideas, Designs and Methods for the Creative

Gardener by Jan Kowalczewski Whitner

C. Federal, State, Local 1. Oregon State University Extension Service 2. Native Plant Society of Oregon 3. Standards for Rehabilitation of the U.S. Department of the Interior 4. City of Portland

a. Pedestrian Design Guidelines Handbook (PBOT)


b. Recommended Plant Materials c. Storm Water Manual d. Storm Water Related Amendments to the Zoning Code e. Erosion Control Manual f. Portland Parks and Recreation Urban Forestry Division g. Portland Parks and Recreation Horticultural Services

5. Metro, „Green Streets‟ 6. Guidelines for a Water-Wise Landscape, prepared for the City of Wilsonville

by Westlake Consultants, Inc., 1998 7. Tualatin Valley Water District, Beaverton, OR

a. Landscaping the Water Efficient Way b. Water Efficient Demonstration Garden c. Soils, Plants, Mulch and Maintenance the Water Efficient Way

8. Columbia-Willamette Water Conservation Coalition 9. Other applicable jurisdictions, as needed.

D. Stakeholders

1. Operations a. Facilities Management b. Maintenance of Way c. Safety d. Security e. Transportation

5.3 CRITERIA / APPLICATION A. Design Goals and General Requirements

1. Design and Construction of TriMet Landscapes There are six general requirements for all TriMet landscape design and construction projects: a. Design Coordination

Landscape design is typically produced by sub-consultants. It is the responsibility of the prime consultant to ensure that all landscaping details are coordinated with related disciplines. Specific attention should be paid to coordination of civil water design with irrigation points of connection, plant installation with grading, utilities and signage, irrigation trenching with excavation, plant procurement with plant installation, and landscape maintenance. If plants are procured under a separate contract, coordination between procurement and installation contracts is also required. See Section 5.3.A.5 for further information on plant procurement contracts separate from civil construction contracts.

b. Sustainable Landscapes

The following principles shall be adhered to in all TriMet landscapes.

Landscape design on all TriMet properties shall incorporate water-wise landscaping principles. These principles are manifest in plant selection and irrigation philosophy and design. Landscaping on TriMet properties shall:


1. Minimize water consumption, chemical use and detrimental effects on the environment.

2. Utilize plant material and/or hardscape, which is appropriate for the

drainage, soil type, slope, sun exposure and local environment of the site. Utilize plant material from TriMet standard plants lists to the extent these are available. Contact TriMet Project Landscape Architect for status and lists.

3. Eliminate turf lawn. 4. Protect and preserve existing plants, natural ecology, vistas and

views. 5. Minimize the growth of weeds and long-term maintenance. 6. Encourage water infiltration (and discourage run-off) through proper

grading appropriate placement of landscaping, appropriate subsoil preparation, appropriate topsoil preparation and depths, and water-wise irrigation design.

7. Ensure quality topsoil of adequate depth in landscape areas. Strive to

“reuse” or create topsoil wherever possible through amendment and/or mechanical loosening of suitable site material.

8. Allow for the mature natural size of plants.

c. Aesthetics

TriMet landscapes should be attractive, provide year round interest, complement the character of other improvements, and increase the positive perception of TriMet.

d. Safety and Security

1. Landscape design shall not adversely affect the safety of the system, or security for customers. Landscape design shall comply with the requirements of Design Criteria, Chapter 15 – Light Rail Crossing Safety, and Design Criteria, Chapter 24 - Security. a) Use landscaping to direct riders to the station in a clear, direct

manner. b) Keep landscaping to a minimum for clear visibility, easy

maintenance and free movement. c) Avoid densely foliated plants in the height zones from 24 inches to

80 inches. d) Keep tree limbs trimmed to a minimum height of 80 inches. e) Avoid putting planters in direct pedestrian access routes. f) Avoid continuous hedge materials that provide potential hiding

places. g) Avoid landscaping that obscures lighting.


h) Use landscaping to discourage graffiti on walls and discourage access to other facilities susceptible to vandalism.

i) Use landscape materials such as thorn bushes to deny access. j) Use landscape materials to provide a visual identification of the

boundaries of the transit facility or park-and-ride.

2. Sight Distances – No landscape design element shall obstruct the line of sight between bus and train operators and the public. No landscape design element shall obstruct the line of sight between bus and train operators and operations signals or signage. Refer to Design Criteria, Chapter 15 – Light Rail Crossing Safety (Pedestrian Sight Triangle Illustration).

e. Design Teams, Stakeholder Involvement, and TriMet Design Review

1. As appropriate for the particular project, a team consisting of a TriMet landscaper, a horticulturist, project manager and landscape architects should coordinate throughout the process of inventory, planning, design, planting and maintenance. The contract manager, public art specialist, and an environmental engineer may also be included on this team. These stakeholders should be identified early in the process to insure their participation in all aspects of design and construction.

2. Organizations of adjacent neighbors often have a voice in the design

of TriMet facilities. It is important to identify these groups early in the design process. TriMet‟s community relations department will lead the project appropriate citizen involvement process.

3. The stakeholders should periodically participate in design reviews. Consultants are expected to adhere to design criteria including the use of standard details and specifications. Whenever adherence to these standards is not possible, it shall be explicitly documented and approved by TriMet.

f. Adherence to jurisdictional and agency codes and standards

1. All local codes shall be followed to ensure acceptance of landscape designs during jurisdictional design reviews and permitting. Jurisdictions and agencies issuing permits should be identified early and their requirements thoroughly understood. The project manager should specifically address the responsibility of any consultant in researching and documenting permit requirements in planning the scope of work for a project.

2. All landscape proposals in the vicinity of historic buildings shall

conform to the requirements of the Standards for Rehabilitation of the U.S. Department of the Interior.

3. Where conflicts arise between jurisdictional requests and TriMet

criteria, the Project Manager shall ensure that safety, security and long term maintenance obligations are consistent with TriMet policy and


TriMet design criteria. Consult with appropriate TriMet personnel as necessary.

2. Specific Design Criteria by Facility Type

a. Trackway 1. Ensure access to all landscape areas for maintenance. An 8‟-0” wide

minimum access point shall be provided for any areas requiring any amount of landscape maintenance. Such access should be provided at least every 800 feet. If an access point is provided on one side of the trackway only, crossings must be designed to allow equipment access to the other side of the trackway.

2. Design for the lowest possible long term maintenance cost. 3. Design to allow for cost effective weed control. 4. Provide sound muffler and privacy for local residents, while minimizing

maintenance required (“visual/sound mitigation area”). 5. Plant the minimal amount of landscape needed to create passive

barrier, privacy for local residents and an attractive view. (Avoid additional landscaping if existing landscape meets these standards.)

6. Accommodate for the mature size and form of plant material 7. Avoid installation of permanent irrigation systems in trackway, except

in visual/sound mitigation areas. 8. Use plant material to provide a passive barrier to tracks. 9. Use plant material that will not require pruning. Shrubs must have a

mature size that does not exceed 3 ft. 10. Avoid use of plants that attract large animals along immediate

trackway.

11. Prevent the accumulation of grass, leaves or other plant materials on the track.

12. Avoid landscaping in or near ballasted trackway. 13. Prevent fouling of track ballast by topsoil. 14. Avoid the use of plant materials in or near the trackway that lose their

foliage. 15. Clinging vines, if used, must adhere to sound wall/retention walls

along trackway.


16. Plants shall not be installed within 10‟ of the centerline of the nearest track, except as specifically approved by TriMet.

b. Rail Stations

1. Provide adequate shade and weather protection to passenger waiting areas that do not have passenger shelters.

2. Reinforce pedestrian movement. 3. Establish a common visual identity for stations. 4. Ensure “fit” with surrounding area if significantly developed. 5. Enhance pedestrian safety and security. 6. Establish visual screening where desirable. 7. Minimize the visibility of litter. 8. Provide continuity or a pleasing transition between the station and

adjacent areas. 9. Provide readily accessible, vandal resistant maintenance equipment

(example: water sources). 10. Provide proper tree form to allow pedestrian circulation and visibility

(no low branches). 11. Consider overhead, at grade, and underground utility structures. 12. Consider width of tree wells: need for walk-off paving must be

coordinated with requirements for tree health. 13. Account for high traffic and high litter. 14. Avoid use of thorny plants, except where used to control access per

CPTED.

15. Incorporate public art and hardscape (ensure that the maintenance of landscape elements, which are part of art work and immediately adjacent to a hardscape, are adequately addressed).

16. Coordinate plantings with CCTV camera locations and view sheds.

Locate cameras and trees to avoid obscuring CCTV views.

c. Park-and-Ride Lots, Transit Centers, and Building Landscapes 1. Provide shade, windbreaks and visual interruptions for paved surfaces

larger than 8000 sf.


2. Enhance pedestrian safety and security. 3. Utilize plant material that can tolerate heat from asphalt parking lot

conditions and help filter storm water. 4. Utilize ground covers and/or mulch for water retention, weed

suppression and aesthetics. 5. Provide attractive entry points and emphasize important features

(example: doors, curb cuts). 6. Establish visual screening of parked cars while allowing for

surveillance. 7. Reinforce the lines of vehicular circulation. Insure planting and

irrigation design at parking stalls are low-maintenance (example: avoid irrigation equipment in bumper overhang spaces).

8. Reinforce pedestrian circulation. Adequate attention must be paid to

sources and destinations of pedestrian traffic so that landscape areas are not trampled.

9. Maximize the size of tree species planted where this is not in conflict

with other criteria. Maximize the number of trees, diversity of tree species, and utilize some coniferous/evergreen trees to the extent that this is not in conflict with other criteria and project budget constraints. Provide separate deep watering irrigation provisions for trees.

10. Avoid use of thorny plants or low branching trees in areas immediately

adjacent to hardscape unless a moderate level of control over unwanted pedestrian circulation is required.

11. Account for drainage, storm water, heat, run-off and evaporation.

d. Bus Stops 1. Design shall incorporate TriMet bus stop standards as discussed in

Design Criteria, Chapter 23 – Bus Facilities 2. Design should also incorporate jurisdictional sidewalk and roadway

standards per Design Criteria, Chapter 2 - Civil. NOTE: The City of Portland„s Pedestrian Design Guidelines Handbook addresses many of the areas where bus stops are installed. This handbook has not been coordinated with TriMet‟s bus stop standards. However, TriMet encourages adaptation of these standards to TriMet designs if possible without impact to operations. Specific discrepancies are present with regard to street tree spacing. This issue should be addressed and resolved early in design.


NOTE: Metro has developed preliminary standards for environmentally sensitive roadway design (“Green Streets”). These standards have not been coordinated with TriMet‟s bus stop standards, however, TriMet would encourage adaptation of these standards to TriMet designs if possible without impact to operations.

3. Specific Additional Criteria by Facility Sub-Type a. Rural Track

This subtype shall use the minimum amount of landscape and require the least maintenance of any facility. This type of track is used when light rail is passing through areas of relatively low intensity use. This type of track often connects rail transportation platforms that are relatively far apart. Ballast and tie track construction is used to control cost. The landscape design should complement this type of track construction and should be as inexpensive as possible. Design should address the ability to efficiently perform weed control, and ideally includes no irrigation system (may require deferral of landscape installation until appropriate season). Very infrequent mowing should be anticipated and the drainage and grading features should accommodate this activity.

b. Visual / Sound Mitigation

1. Often, within primarily rural track areas, adjacent property owners and jurisdictions will desire landscapes for screening and/or sound mitigation. Plants are poor sound mitigation features alone. However, they are often desired to screen or beautify a structural sound wall.

2. When designing a visual mitigation area, a permanent irrigation

system may be required. It is important to define the edges of these areas so they can be maintained. Structural edges (headers of treated wood, metal, concrete, or gravel) are recommended. Attention must be paid to drainage to prevent chemicals used for weed control from flowing into visual mitigation areas.

3. Long term maintenance responsibility for the plantings outside the

TriMet right-of-way shall be established. Generally, their responsibility should be agreed to by the property owner.

c. Pocket Landscapes

Pocket landscapes are a small area of landscape, defined at its edges by hardscape and curbs. Pedestrian crossings, landscapes adjacent to rail platforms, and landscape islands in parking lots are all pocket landscapes. 1. Even when pocket landscapes are isolated, for instance at pedestrian

crossing of track, irrigation must be provided. As these isolated landscapes are particularly difficult to maintain, special attention must be paid to access for landscape maintenance.

2. Attention to the proper use of root barriers is also important. Root

barriers should be used to protect track ballast, and adjacent paving from tree roots, without unnecessarily restricting soil-rooting volume.


d. Systems Buildings

1. The landscape around systems buildings must be coordinated with systems requirements. Ground mats, access driveways, vaults and circulation for maintenance access shall be considered when designing the landscape immediately around a systems building. See Design Criteria, Chapter 16 – Small Buildings for additional guidelines regarding this item.

2. Generally, a 4‟ pedestrian path is desirable immediately adjacent to

systems buildings around the entire perimeter. e. Streetscapes

Streetscapes are trees, shrubs and ground cover components of a sidewalk area adjacent to a roadway. Major pedestrian circulation paths can be treated as streetscapes to help wayfinding, organize site pedestrian circulation, and help resolve pedestrian and vehicle conflicts. 1. Trees completely surrounded by hardscape (tree wells) and narrow linear

landscaping areas adjacent to roads and paths (planting strips) are examples of this subtype.

2. Tree wells should be constructed as large as possible. Tree species

selection should reflect the size of tree well proposed. No tree well should be smaller than 9 square feet (SF).

3. Tree grates and paving the tree well should be avoided. If space

constraints force these solutions, careful detail design and material selection are required to balance the soil needs of plant materials with the structural requirements of paving.

4. Irrigation piping must be sleeved under all hardscape. Separate

irrigation zones should be provided for trees to allow deep watering. f. Wetlands

TriMet often constructs wetlands due to mitigation requirements. Wetland construction is extremely specialized and the maintenance of wetlands, through their full establishment, requires specialized knowledge and equipment. 1. TriMet Project Managers should make all efforts to negotiate and

thoroughly document turnover agreements with other agencies and groups for wetlands at the transfer of a project to the Owner. The agency receiving the completed project should be included in design reviews with regard to construction detailing.

2. Wetland areas must be well defined from adjacent landscapes to facilitate

separate maintenance. Structural edges (headers of treated wood, metal, concrete, or gravel) are recommended. Access to wetland areas for maintenance must be provided. Designs should provide access points that do not require track access.


g. Swales

Swales are a linear drainage feature primarily used to treat and infiltrate storm water. Swales may also have some limited storm water storage value. Many jurisdictions have requirements and incentives for the use of swales. Because swales are a landscape and a storm water feature, coordination between disciplines is essential in their design. Swale design and construction requires specialized design knowledge. The following criteria must be followed for design and construction of swales for TriMet. 1. Swales should be constructed with irrigation.

2. Swale sections and elevations shall facilitate mowing with large

mowers and/or access with self-propelled equipment for sediment removal.

3. Swales shall be located and designed to allow infrequent access by

large equipment.

4. Swales, if they contain plant materials other than rough seed mixes, shall be designed so that the different plant types are defined and maintainable with a minimum of effort.

5. Careful attention shall be paid to not over-steepening side slopes. See Section 5.3.B.2.e and f for slope and grading requirements.

h. Public Art Areas

Public art is incorporated into many TriMet projects. Artists may design projects that are located in landscape areas or contain landscaping. Public art landscaping must conform to the same criteria as other TriMet landscapes. See Design Criteria, Chapter 19 – Public Art and Design Criteria, Chapter 28 - Amenities, for further guidelines. 1. The Project Manager should work with the Public Art Program Manager to

identify art projects and design them as the rest of the project is designed. Landscape art elements must be thoroughly coordinated with all the other elements of a project design.

2. Some specific suggestions are to define art areas within larger

landscapes, encourage early and periodic dialog between artists and maintenance stakeholders, and strive to construct art projects using standard landscaping details and plants.

4. Additional Criteria

a. Utilities Where near overhead utilities, use landscape plants that are compatible with utility company requirements and require minimal maintenance to meet these requirements. For instance, ensure that trees planted under or near overhead wires will not conflict with wires. When near underground utilities, minimize adverse effects from root invasion.


b. Plants for Ecoroofs Plants specified for ecoroofs shall not require irrigation or maintenance. To achieve this requirement, a specific planting time may be required. Typically, TriMet ecoroofs will be of a thin soil profile (under 6”). A specific mix of low growing sedums, creeping perennial groundcovers, very low grasses and/or mosses should be specified. Seed mixes should include 10-15 plant species minimum.

c. TriMet Signage, Lighting, and Passenger Information

Planting plans shall account for the locations of signage elements, lighting, passenger information, and other visual elements that are intended to serve customer/passenger needs. Low ground-cover plants near signs, and good coordination between tree locations and light poles are examples of best practices that should be followed.

5. Advance Procurement of Plant Materials

For large landscaping projects, it is TriMet‟s standard practice to contract for procurement, installation and maintenance (2 years) of plant materials through a single contract separate from civil construction. a. Large projects are defined as those involving more than 400 trees of 2.5”

caliper or larger and/or 2 acres of landscaped area or more.

b. Early in project scoping, consultants should seek verification from TriMet‟s Project Manager that advanced procurement will be used.

c. Advanced procurement contracts shall be issued for bid a minimum of 2

years, and ideally 3 years, prior to the anticipated start of plant material installation.

d. Consultants shall ensure design documents and individual contract

documents are thoroughly coordinated, including, but not limited to,scopes of work for soil amendment, irrigation, topsoil, backfill, and maintenance of planter areas.

B. Site Plan and Preparation

1. Preservation and Incorporation of Existing Plant Material a. Mature, healthy existing plant material of appropriate species shall be

preserved where possible. Existing trees on the site shall be indicated in the contract documents and appropriate protection during construction shall be specified for those to be retained.

b. Project managers should focus on the magnitude of risk associated if a tree intended to be preserved dies, in order to provide meaningful direction to the design team on preservation methods and feasibility.

c. Tree preservation is not an exact science. If tree preservation is considered, particularly if work in the drip line is considered, involvement of a landscape architect or certified arborist may be warranted. If tree preservation becomes a part of the design, the construction documents


must reflect a realistic approach to achieving this based on specific technical expertise, site investigation in advance of excavation, and possibly tree preservation work up to several growing seasons in advance of civil or demolition work near trees to be retained.

d. As TriMet does desire reasonable effort to retain trees where appropriate, consultants should work to build flexibility into tree preservation and tree removal plans to allow for field decisions to be made regarding tree preservation without adverse impact to project schedules or budgets. Consultants should also factor possible preservation of significant trees into cost/benefit and alternatives analysis of other project elements (ie retaining walls, cut and fill slopes, utility trench locations, paving types, and paving edge treatments)”

2. Planning and Design

a. Site Inventory A site inventory should identify existing conditions; pedestrian thoroughfares, slopes, drainage areas, roads, buildings, parking lots, turf areas, concrete, trees, plants etc. Consider regional and microclimate conditions i.e., soil requirements, water needs, sun and shade tolerance, floodplain status, direction of wind, topographic and existing conditions. Determine permeability of the soil and map out any hardpan areas or other areas with poor drainage. This mapping should be made available to TriMet for review and comment as part of early reviews of design.

b. Site Plan

1. The overall plan should be evaluated to identify opportunities to incorporate water-wise principles and to meet desired water conservation goals. In order to reduce water consumption, turf areas should be eliminated. If absolutely required, turf areas shall be reduced by adding shrubs, trees, mulch and/or ground covers, but these additions shall not compromise maintenance of the turf and the other planted areas.

2. All landscape areas in a site plan should be coordinated with jurisdictional

requirements, however, landscaped areas should not be added only to conform to requirements or to meet threshold standards. These required planting should be utilized as described in other sections.

3. It is critical that no line-of-site obstructions are created between

vehicle operators and customers, or between vehicle operators and signals or signage.

c. Planting Plan

1. Shrubs and ground cover plantings should be grouped to allow maintenance access for the specific maintenance required and reasonable plant growth expectations.

2. Plants of differing water requirements should be grouped or zoned

together to simplify water management. Climatic conditions such as


sun, shade and exposure should also be considered. By taking advantage of the climatic conditions, irrigation requirements will be significantly reduced.

3. Plant spacing and installation shall be designed such that full coverage

of the ground surface by plants is achieved 3 years after installation. 4. Most landscapes should consist primarily of trees and groundcover

material to maximize openness for natural surveillance. Use of shrub material with mature heights greater than 3‟ should be avoided. Shrub material with mature heights of 8” to 3‟ should be used to satisfy specific jurisdictional requirements only.

d. Soil Analysis and Improvement

1. Minimum depth of quality topsoil where new planting is being established shall be 6 inches. Soils shall be tested and analyzed for texture, drainage, pH and soil type. The requirements for soils are provided in TriMet‟s Technical Specifications. This should be used and modified as required by project conditions. The need to modify this specification should be explicitly noted during reviews and the modification language should be explicitly noted and approved by TriMet.

2. The material occurring or placed immediately below the topsoil

(“subsoil”) shall be amended and/or mechanically loosened as necessary to allow good, but not excessive, drainage, to allow root penetration, and to eliminate excessive compaction (above 65% proctor density). Average thickness of this layer in planting areas shall be 6 inches, with greater or less depths as necessary to address site conditions.”

3. Initial soil analysis is necessary because soil characteristics are important

in determining the best plant selection, fertilizer and amendment improvements that can be made for drainage, moisture retention, and/or water penetration. Soil improvements shall be executed when appropriate to increase water absorption, increase water-holding capacity, improve drainage and/or increase the ability of the soil to release nutrients to plant materials. Increased effort placed in soil preparation will greatly decrease the effort required to maintain plants and increase moisture retention to support a water-wise landscape design.

4. Soil analysis is also important in determining specification language as it

relates to a “stockpile, store and amend approach” or an import approach to topsoil. Note that reuse of site soil is TriMet‟s standard but its viability must be investigated during design due to the impact of topsoil quality on the quality and maintainability of landscapes.

5. Project erosion control may be achieved through the use of compost

berms or “green manures.” If this is the case, these materials should be utilized for soil amendments. Consultants should specify materials


appropriate for both functions. Consultants should then determine the nutrient properties and quantities of these materials for inclusion in amendment material and installation specifications.

e. Finish Grading

1. Finish grading shall blend with adjacent land elevations. Sharp grade changes, excessive undulations, impounded areas, and other difficult to maintain grade features should be avoided.

2. Finished grades should be sloped to adequately drain, yet avoid

excessive slopes, which would erode. Minimum slope in landscape areas, except purposefully wet areas, shall be 3%. Maximum slopes shall be 3:1, except if turf or mown meadow mixes are used, then maximum slopes for these areas shall be 4:1.

3. Finish grades adjacent to paved areas shall be carefully coordinated with

finished grades of paving to avoid mulch washing onto paved areas or tripping hazards at paving edges.

f. Slope Stabilization

This section applies to permanent slope features of the design, not erosion control during construction. 1. Mounds and depressed areas may be used where appropriate to

control pedestrian movements, minimize run-off, modify wind and precipitation patterns, obscure objectionable views, to reduce the import or export of fill material from the site, and reduce objectionable noise to provide a more comfortable site. a) All slopes should be stabilized to prevent physical failure, erosion,

and maintenance problems. b) Slopes that are to receive mown plant materials or aggregate

mulches shall not exceed one (vertical) to four (horizontal), and shall comply with requirements of the jurisdiction having authority.

c) Slopes that are to receive non-mowed grass or ground covers shall

not exceed one (vertical) to three (horizontal), and shall comply with requirements of the jurisdiction having authority.

d) Maximum slopes of fill areas shall not exceed one (vertical) to three

(horizontal), except in table rock where the slope may be one (vertical) to one (horizontal). The one-to-one slope is also acceptable where hard stone paving is to be used, and shall comply with requirements of the jurisdiction having authority.

e) Open anchored matting or other suitable materials shall be used to

stabilize sodded or seeded slopes and swales (surface flow lines) exceeding six percent (6%) gradient.


f) Stable rock cut faces may be left exposed or may be treated with vines planted at top or bottom as appropriate.

g) Vertical transition curves, 6 ft to 20 ft as appropriate to scale of

slope, shall be provided at top and bottom of slopes or mounds. h) Suitable slope stabilization and erosion control materials and

plants are shown below.

Material Slope (Maximum)

Turf, Mowed 4:1

Rough seed 3:1

Groundcover 3:1

Stone rip-rap 1.5:1

Cut stone 1:1

Brick paving 1:1

Concrete block paving 1:1

Concrete paving 1:1

i) If new grading is properly blended with the existing contours, the need

for retaining walls should be minimal. Landscape structural elements should not be added merely to resolve difficult grading. If structural elements are used they must be fully resolved with other design elements and concepts, i.e. treated as an architectural element with consideration being given to scale, color, texture, and appropriate materials in relationship to both the transit facilities and adjacent neighborhoods.

j) Landscape structural elements shall be standard throughout the system wherever possible.

g. Additional Design Information Required 1. Estimate of Maintenance Resources

Project designers shall prepare a comprehensive list of necessary maintenance activities and frequencies for all project elements once designs are nearing completion. TriMet Project Engineers will use this information to discuss maintenance resources that the project will require.

2. Worst Case Head Calculations for Irrigation Systems This calculation will verify that an irrigation system design allows enough pressure to operate the specified equipment. a) The “worst case head” is the irrigation sprinkler head that is the

most hydraulically isolated from the point of connection. This isolation is a function of distance, layout, topography and the amount and type of fittings and equipment through which water must pass to reach the sprinkler.


b) This calculation shall be prepared and submitted as part of final irrigation design. The submitted information shall show measurement or credible estimation of pressure at the point of connection, friction losses through all specified equipment, piping, and fittings, and documentation that pressure is adequate for proper operation of the “worst case” head.

C. Plant Selection

1. Plants that require minimal supplemental water are most effective in decreasing water consumption. Plants that naturally require an increased amount of water should be strategically placed in areas that normally hold increased amounts of water such as drainage swales, areas of depression and surface runoff channels. Utilize the existing site plan to group plants with similar water requirements together in zones. The incorporation of native plants is desirable because these plants are acclimatized to this region. However, native plants must be planted in areas similar to their natural environment. Native plants planted along a shaded trackway will most likely fair better than those planted along the heat absorbing asphalt of a parking lot. Plant materials shall be suitable for the Portland climate.

a. Zero (no water required) – dry land seed mixes, wild flowers, select

trees and shrubs. Note that many of the plants in this category depend on planting at specified times of year. The “no irrigation” approach is not acceptable when control of landscape installation timing is uncertain. If meadow mixes are used, they may require periodic reseeding. The cost of which must be considered in evaluation of design options.

b. Very Low (very low water requirement) – needs water to get established, but once established will survive on seasonal precipitation. These plants should compromise the majority of all plants specified.

c. Low (low water requirement) – requires occasional supplemental watering

(1 inch per month), which is more water than is available through seasonal precipitation. These plants should be limited in number, readily accessible, and absolutely required by project conditions.

d. Moderate (moderate water requirement) – requires the greatest amount

of supplemental water (1 inch per week) on a weekly basis. Lawns and annual flowers fall into this category. These plants should be limited in number, readily accessible, and only selected if absolutely required by project conditions.

2. Additional plant selection criteria: a. Mature height and spread b. Growth rate c. Seasonal form and color d. Hardiness e. Sun/shade preferences f. Seed/fruit formation g. Soil and drainage conditions


h. Tolerance to wind, pollutants, and abuse i. Transplant tolerance j. Initial cost k. Availability l. Necessary maintenance

D. Directive Drawings and Technical Specifications

The following sections provide definitions and comments on selected landscaping items. Where available, the directive drawings and technical specifications shall be used in design and construction documents. Check with the TriMet Project Manager on availability of TriMet standards.

1. Plants

a. LRT Station Trees Trees planted in hardscape on a light rail platform, shall only be planted when required by the local jurisdiction or other special design requirement. When trees are required, the use of the Deep Roots product “Silva Cell”, or equivalent, utilizing a plastic structural cellular system with posts, beams and deck designed to be filled with planting soil for tree rooting, should be considered for incorporation into the design. 1. The longitudinal spacing of station trees shall be adjusted to

accommodate subsurface conditions such as utilities and vaults, as well as special conditions such as existing or proposed signage, canopies, awnings, and shelters.

2. Currently, Carpinus betulus „fastigiata‟ Columnar European Hornbeam,

is the standard tree species for station trees.

b. Park and Ride and Transit Center Trees Trees occurring in Park and Rides and Transit Centers fall into two conditions described below. See Pocket Landscape Trees and Streetscape Trees.

c. Trackway Trees (occur in Visual Mitigation sub-type) Trees that occur in trackway areas should be kept to an absolute minimum. See Pocket Landscape Trees.

d. Bus Stop Trees Trees planted adjacent to Bus Stops fall into two conditions described below. See Pocket Landscape Trees and Streetscape Trees.

e. Streetscape Trees Trees closely associated with vehicular or pedestrian circulation features will occur in two basic conditions: trees installed in tree wells and trees installed in continuous planters. For trees in continuous planters see Pocket Landscape Trees. 1. Coordinate jurisdictional requirements when trees are selected for

placement in a municipal right-of-way. A preferred street tree list may


be available from the jurisdiction; however approval may not be limited to these trees alone.

2. When installed in the right-of-way, trees shall be part of an existing

street tree pattern, if any, or part of a street tree pattern established by the local governmental authority for adjoining areas. Where no pattern exists, an orderly pattern shall be established, with the consultation of the local jurisdiction.

3. Only deciduous, broad-leaved evergreen or conifers with a natural

high-branching form prior to maturity shall be specified for streetscape trees. Minimum caliper of deciduous trees located within the public right-of-way shall be 3 ½ in. Minimum caliper of deciduous trees on TriMet property shall be 2½ in, although 3 inches is preferred. Trees shall be spaced an appropriate distance apart depending on the species and design intent.

4. The longitudinal spacing should be adjusted to accommodate

subsurface conditions such as utilities and vaults, as well as special conditions such as existing or proposed sidewalk canopies, awnings, and shelters. This spacing and the actual placement of trees must be thoroughly coordinated with subsurface utilities, subsurface structures, light poles, and signage to avoid conflicts in the field.

5. Pavers may be used to increase walking surface by partial paving of

the tree well area. If possible, larger tree wells with no grates or pavers should be designed to improve tree health. Larger wells may be underplanted with ground covers and mulched.

6. These trees shall not be staked or guyed unless site conditions or

permit agencies require it. If guying of streetscape trees is required it shall be accomplished through subsurface guying of the rootball.

7. Deep root watering tubes with irrigation equipment may be included.

The design must allow access to the irrigation equipment for maintenance.

f. Pocket Landscape Trees

Trees in small landscape areas that are not in “tree wells”.

g. Shrubs Plant material installed as part of a TriMet facility. Shrubs can be as high as 15 feet, but are generally considered to be smaller than 15 feet in height and larger than 6 inches in height. The criteria for shrubs are the same across all facility types and sub-types.

h. Groundcovers

Plant material generally smaller than 6” in height, installed as part of a TriMet facility. The criteria for groundcovers are the same across all


facility types and sub-types. i. Lawn

Grass ground cover that is frequently mown for maintenance. Do not use lawns in the design of TriMet facilities unless directed by the TriMet Project Manager.

j. Meadow Mix

Mixtures of perennial and annual flowers and grasses (grass that may be mown or not for maintenance). Meadow mix may be useful as an alternative to lawn. Note that mixes requiring periodic reseeding shall not be used.

2. Related Items

a. Topsoil Soil material used by plants as a growth medium. Topsoil materials, by definition, shall be optimal in terms of particle distribution, density, water holding capacity, cation exchange rate, nutrient content, capacity for the support of microorganism growth associated with natural soils, and the lack of deleterious compound or properties, for the growth of landscape plants. 1. Topsoil may be stockpiled site soil; stockpiling plus amendment of site

soil; imported topsoil; or a combination of these. 2. This detail and specification shall be coordinated with excavation and

backfill specifications. 3. This detail and specification may require modification and expansion if

poor drainage or poor soil fertility in landscape areas is anticipated.

b. Root barriers A manufactured or fabricated structure installed below grade intended to prevent plant roots from entering an area. TriMet may require the use of root barriers in smaller pocket planting areas and in some uses of the streetscape detail. 1. Generally root barriers should be included when tree wells are smaller

than 36 square feet of opening or immediately adjacent to the trackway.

2. TriMet standards call for physical root barriers only; root barriers containing chemicals shall not be specified.

3. Root barriers by their definition limit rooting area and should not be

allowed to do so more than absolutely necessary.

c. Mulch Organic or inorganic topdressing of planted areas generally intended to provide weed control, moisture retention, and “finished” look.


1. Organic mulches should be applied to the soil surface at a depth of 2 to 4 inches and distributed evenly throughout the plant bed.

2. Bark mulch from fresh water mills should be a medium grind, fir or

hemlock bark, uniform in color, free from weeds, seeds, sawdust, and splinters and shall not contain resin, wood fiber, or other compounds detrimental to plant life.

3. Water Facilities

a. Irrigation An automatic water-wise controlled irrigation system shall be provided at all landscaped areas (defined as an area with plants). All permanent irrigation systems are to be installed below the soil surface. Quick coupling valves shall be provided when appropriate for general maintenance and irrigation. The locations shall be coordinated to permit site coverage with hoses. Provision of locations to allow coverage using 100-foot hoses is desired, with up to 200-foot hoses allowed if specifically approved by TriMet. 1. Irrigation Zones

Break the landscape into watering zones based on plant water requirements, shade/sun orientation, soil type and water/pressure availability. Trees and shrubs should be watered separately as their needs are different. Deep watering trees with bubblers are required. Deep root watering of trees may be accomplished with separate zoning or by zoning with shrub heads if irrigation head flow rates and plant water requirements are considered.

2. Efficient Irrigation

Periodic deep watering encourages deep root growth resulting in a healthier, more drought-tolerant landscape. Water has to be applied at a rate proportional to the soil infiltration rate. Depending on the soil type, water application may have to be broken into cycles over short duration in order to avoid wasteful runoff.

3. Drip and Subsurface Irrigation

TriMet seeks to achieve water efficiency over the life cycle of a facility through plant selection that allows traditional spray and rotor head irrigation to be decommissioned after two growing seasons (“irrigate to establish”). Drip and subsurface irrigation have not proven to be low maintenance irrigation types. TriMet does not consider drip or subsurface irrigation as a standard design solution. If these irrigation types are proposed they must be explicitly noted by the designer and approved by TriMet through a stakeholder process including TriMet maintenance personnel and management. a. TriMet will consider the use of in-line, shallow bury, or other “drip”

type irrigation in circumstances where long linear runs of few plant types are required (i.e. planting strips with trees) and/or to satisfy


tree deep root watering requirements, if properly detailed, specified, and installed.

4. Controllers

Adding a rain gauge to the automatic irrigation system is an excellent method to regulate irrigation during times of precipitation. a. Water-wise central control systems for multiple irrigation systems

are available and the technology has improved to allow retrofitting of existing systems. Ready availability of various kinds of communication technology is also making central control systems more attractive.

b. The possibility of using central control should be evaluated, however, on very large TriMet projects. The incremental costs for the irrigation system components may be warranted when project water rates justify it.

c. The use of battery-operated controllers is recommended, where a

smaller system (4 zones or fewer) or power supply is unavailable.

5. Safety and Health All irrigation systems, new or existing, must be equipped with an approved backflow prevention assembly to assure the safe separation of potable water and irrigation water. Only properly installed, state-approved backflow prevention assemblies will ensure the health and protection of the public. These devices should be inspected for certification annually.

6. Point of Connection and Metering

The design of the potable water system has cost, permit, and maintenance impacts. Irrigation systems generally should not cross-connect with building potable water systems. This can be achieved either with a separate dedicated point of connection with the municipal water supply, or by dividing irrigation water from building water immediately after the meter and providing an approved backflow prevention device. Metering irrigation water separately (“deduct meter”) is required by TriMet for larger facilities when sewerage charges will be waived by the municipal water bureau for irrigation water. The design team should assess total irrigation water use, determine projected water rates over the plant establishment period, and estimate the construction cost of irrigation metering. Based on these factors, the team should recommend a design that is the most cost effective over the life of the irrigation system. Irrigation and potable water system design must be completely coordinated by the design team in the construction documents and with jurisdictional requirements.


7. Winterization TriMet typically will winterize its irrigation systems. This winterization prevents possible freeze damage as well as temporarily decommissions the system when irrigation is not required, thereby lessening equipment wear and risks associated with vandalism. TriMet‟s standard winterization procedure is a “blow-out” winterization using high-volume, low-pressure air. TriMet‟s standard details are coordinated with this type of winterization. TriMet has no standard detail for manual or automatic drain valves; a quick coupling valve must be provided immediately downstream of the backflow prevention device, and before the required master valve.

8. Master Valve at Irrigation Mainlines

Irrigation systems designed for TriMet shall include a “master valve” at all irrigation mainlines. This valve shall be configured so that water under pressure is allowed to flow into the irrigation mainline ONLY when an irrigation control valve is also open. This valve shall be electrically connected to the controller/clock when central clocks are specified, or shall be controlled by an independent battery operated controller when control valves are operated by battery operated controllers. The purpose of this valve is to reduce the volume of water lost should a mainline break occur.

4. Maintenance Water Facilities

The two types of items addressed in this category are hose bibs and quick coupling valves (quick couplers). Provision of water is important for maintenance. Consider the risks of vandalism, impact on backflow prevention, and cost when designing these features. a. Hose Bibs - An exterior hose connection generally allowing connection to

the building domestic water supply, not the irrigation mainline.

b. Quick Coupler Valve (Quick Coupler) - An in-ground valve that allows connection of a hose to the irrigation mainline using a special key.

5. Water Facilities Standard Details

a. Backflow Preventers A device that prevents contaminated, or possibly contaminated water, from moving into the potable water supply (municipal or site) and being delivered to water sources intended for human consumption 1. The design team shall ensure that the standard specifications and

details are in accordance with the latest requirements of the provider, and shall modify them if they are not. Note that the selection of backflow devices will often have design implications with regard to siting, vandalism, and aesthetics.

2. TriMet regularly uses two types of backflow preventers, the double-check valve (DCV), and the reduced pressure backflow assembly


(RP). Standard details and specifications for each are available from TriMet.

b. Irrigation Controllers

A device that signals a control valve to open. Generally, controllers can signal more than one valve, and are programmable with time and watering schedule information. 1. Many design solutions are possible for controllers and are based on

project parameters. TriMet‟s preference is for an exterior located controller whenever possible. The most important consideration is that the location for a controller is readily accessible by TriMet personnel at all times.

c. Flow Sensor - A device for sensing the rate of fluid flow, though the

irrigation main line.

d. Rain Sensor - A switching mechanism activated by rain fall that shuts down the irrigation system automatically.

e. Mainline Piping - Subsurface piping containing water under pressure for use in irrigation. Mainline starts at the point of connection and transmits water to each lateral, or “control” valve.

f. Lateral Line Piping - Subsurface piping that conveys water periodically from the control valve to all the irrigation heads in a zone.

g. Irrigation Control Valve - A valve that allows water from the mainline to enter the lateral line. Generally these are remotely activated with an electrical signal.

h. Control Wire - Electrical wire that conveys signals from controllers to control valves.

i. Irrigation Rotor Head - Irrigation head that rotates to supply water over an area. Typically used for larger planting areas.

j. Irrigation Spray Head - Irrigation head that supplies water over an area through a nozzle without mechanical motion. Typically these heads “pop-up” when pressurized.

k. Quick Coupling Valve (Quick Couplers) - An in-ground valve that allows connection of a hose to the irrigation mainline using a special key.

l. Check Valves - A valve that prevents water flowing backwards or when conveyed below a certain preset pressure. These items are often used to address excessive low head drainage on sloped sites.

m. Master Valve - A valve, electrically connected to the clock/controller, which

only allows water into the mainline piping when control valves are opened.


1. This valve is required on all mainlines, and should occur immediately

downstream of the quick coupling valve provided for winterization at the point of connection.

E. Life Cycle Costs

TriMet seeks to reduce the whole-life cost of its facilities. This might mean that initial costs of a facility or a project will be higher, in order to decrease long term maintenance cost. Life cycle cost assessment has been incorporated into TriMet‟s standard details. Life cycle cost assessment must be incorporated into any proposed deviations or additions.

F. Landscape Maintenance and Warranty TriMet‟s standard policy is that the landscape contractor is responsible for establishment, maintenance, and warranty of the landscape for a period of two years, commencing upon Final Acceptance. Specifications for landscaping work shall include this provision unless otherwise directed by TriMet‟s Landscaping Project Manager.

G. Additional Resources All local codes shall be followed to ensure acceptance of landscape designs during jurisdictional design reviews and permitting.

CHAPTER 6 STATIONS

CHAPTER 6 – STATIONS 6.1 GENERAL

This chapter pertains to all surface LRT stations. Further civil and structural engineering guidelines are provided in Design Criteria, Chapter 2 – Civil and Chapter 7 - Structures. Stations are the focus of the rail system in that they are central to modal interchange and thousands of passengers circulate through rail platform areas daily. It is key to the operation of the entire transit system that station and bus platforms are easily understood, friendly and efficient for passengers as well as TriMet staff. These criteria provide the basis for design decisions and shall be used to prepare designs for new and renovated stations. These criteria have been established to enhance the quality of the LRT trip, which has a fundamental impact on the ability of the system to attract and sustain patronage.


1. Design Criteria, Chapter 1 - General 2. Design Criteria, Chapter 2 - Civil 3. Design Criteria, Chapter 3 - Track Geometry and Trackwork 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 8 - Light Rail Vehicles 7. Design Criteria, Chapter 11 - Electrical System 8. Design Criteria, Chapter 13 - Communications 9. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 10. Design Criteria, Chapter 15 - Light Rail Crossing Safety 11. Design Criteria, Chapter 16 - Small Buildings 12. Design Criteria, Chapter 17 - Parking Facilities 13. Design Criteria, Chapter 18 - Sustainability 14. Design Criteria, Chapter 19 - Public Art 15. Design Criteria, Chapter 21 - Fare Collection 16. Design Criteria, Chapter 22 - Clearances 17. Design Criteria, Chapter 23 - Bus Facilities 18. Design Criteria, Chapter 24 - Security 19. Design Criteria, Chapter 25 - Signage and Graphics 20. Design Criteria, Chapter 26 - Elevators 21. Design Criteria, Chapter 27 - Lighting 22. Design Criteria, Chapter 28 - Amenities 23. TriMet Directive Drawings

B. Industry

1. NFPA – Fire protection codes (130) 2. “Pedestrian Planning and Design” by John J. Fruin, PhD 3. ASTM 1028



1. State of Oregon – Structural Specialty Code (OSSC) 2. International Building Code (IBC) 3. U.S. Department of Transportation's Transportation for Individuals with

Disabilities; Final Rule, including 49 CFR Parts 27, 37 with Appendix A "Standards for Accessible Transportation Facilities" and Part 38

D. Stakeholders

1. Capital Projects a. Community Affairs b. Project Planning c. Rail Projects d. Special Projects e. Environmental

2. Operations a. Facilities Management b. Operations Support c. Safety d. Security e. Maintenance of Way f. Rail Transportation g. Bus Transportation

3. Communications and Technology a. Strategic Planning


A. Basic Goals Overall station design goals are listed below for three main categories: Architecture, Interchange Function and Community Relationship. These goals are applicable to all sections of this chapter. 1. Architecture

a. Create a civic architecture that is permanent, has a characteristic thread and contributes to its context – one that is not entirely derivative of the transit system, but of the neighborhoods and community of which it is a part.

b. Utilize the existing family of parts. c. Protect transit passengers from adverse weather conditions (rain, wind

and sun) and vehicular traffic. d. Make transit safe, secure, friendly, fun and accessible to all, including

users with disabilities. e. Develop systems that use low maintenance materials and minimize life

cycle costs.


f. Provide an architectural and urban design framework that defines and encourages joint development opportunities.

2. Interchange Function

a. Provide a safe, efficient and convenient station configuration for inter-modal transfer.

b. Provide clear and easily understood transit information that can be

referenced quickly and that minimizes disorientation. c. Develop operational efficiencies that simplify modal interchange and

passenger processing. d. Provide the best service possible at a reasonable cost.

3. Community Relationship a. Protect, maintain and enhance existing neighborhood and community

qualities that are valued. b. Promote development that is desired. c. Promote transit-related uses that are proximate to stations. d. Initiate and coordinate programs with the community that limit local traffic

impacts and minimize disruption during and after the implementation phase.

e. Utilize local jurisdictional processes and agencies throughout project

design and implementation.

B. Site Planning 1. Purpose

The purpose of this section is to describe the system-wide design philosophy for station layout and related site development. The facilities to be designed shall address the following elements: a. Rail trackway b. Rail platforms c. Bus and auto roadways d. Pedestrian walkways e. Bicycle paths f. Auto and taxi drop off and waiting zones g. Parking areas h. Operations and concession buildings i. Passenger shelters j. Landscaping k. Transit Tracker l. Public Telephone, including TTY phones m. Elevators, ramps and stairs


n. Ticket Vending Machines, CCTV, seating, ticket validators, lighting, trash containers and signage

These elements, as selected, are to be located at each station site in a manner that is functional, safe, easily maintained and attractive to passengers and neighboring residents. Platform furnishings shall not have containment space which provides concealment.

2. Modal Hierarchy The rail transit platforms should be located so that total passenger access time from all modes is minimized. Vehicular access modes shall be located relative to the rail platforms in the following hierarchy: a. Fixed route bus b. Taxi and paratransit (private or flexible route bus) drop off c. Auto drop off d. Bicycle parking e. Auto parking

3. Jurisdictional Codes

See Design Criteria, Chapter 1 – General. When no code provisions are made for particular features of the design, provide aesthetic cost-effective solutions.

4. Zoning and Land Use

Zoning can have a distinct effect on near term and future use of a rail station or facility. While zoning designations can be changed to fit a site that has many appropriate physical attributes it remains important to consider any emerging land uses that may benefit or detract from station site planning and design. Therefore: a. Review local jurisdictional zoning designations and analyze development

patterns to support site selection.

b. Consider the effects of a zone change to accommodate rail transit on the surrounding community.

c. Consider the effects of a zone change to review city, regional and

neighborhood plans that may affect or be affected by rail station site selection.


5. Station Context The "context" is the state of development that surrounds a prospective station site. It can be residential, commercial, industrial, agricultural, suburban, urban or rural. Whatever the case, the character, quality, land use and future of the context will have a direct effect on the site planning and design of LRT stations. While all stations are to be compatible with existing TriMet facilities, each station will also be derivative of the neighborhoods and communities of which it is a part; therefore, stations should: a. Contribute to the character and quality of their context. b. Help establish new transit supportive development patterns where

appropriate. c. Reinforce and guide desired and established development patterns. d. Recognize emerging development patterns that can be complemented

and that will complement station development. e. Take the lead in establishing transit supportive development patterns in

rural areas by providing focus and structure for future development.

6. R.O.W. Alignment a. Utilize existing public rights-of-way providing that the right-of-way

alignment is consistent with system goals and objectives. b. Locate station platforms on tangent sections whenever possible. Curved

platforms may be approved by TriMet, in writing, if required, but must have radii of 1,500 feet or greater.

7. R.O.W. Elevation

Selected station sites must not require elevation changes that exceed platform and access slope requirements (see Section 6.3.C).

8. Site Analysis

Site analysis is the process in which the characteristics of a potential station site are gathered together and evaluated and tested against the development program and criteria. Typical physical characteristics to be evaluated are the following: a. Context b. Views to and from the site c. Weather conditions d. Topography e. Existing infrastructure and building improvements f. Land use g. Existing vegetation h. Drainage i. General circulation and access


9. Landscaping

Landscaping guidelines are included in Design Criteria, Chapter 5 - Landscaping.

10. Impact Mitigation

Site access shall be concentrated or dispersed as required to mitigate adverse impacts, such as, noise, fumes and traffic delays on adjacent land uses.

C. Circulation and Site Requirements

Each mode of transportation has specific circulation and operational requirements. While each mode has its own unique characteristics, it is recognized that all modes must respect and enhance the operation and access of other modes that interface in and around rail transit facilities. Each mode of transportation has specific circulation and operational requirements. While each mode has its own unique characteristics, it is recognized that all modes must respect and enhance the operation and access of other modes that interface in and around rail transit facilities. Underlying site requirements that support transit such as parking, furnishings, operating equipment, shelters and landscaping provide convenience, comfort, accessibility and an enhanced quality of life for transit passengers and employees. Performance standards based on design objectives shall be the basis for all design decisions. They provide the fundamental framework for resolving the inter-relationship between each of the station activities and the means for minimizing conflicts and maximizing efficiency. 1. Design Objectives

Design objectives guide and measure the design response to the basic goals of LRT station design and site planning. Six categories divide the objectives into related subjects. a. Passenger Flow Accommodation

1. Minimize crowding, travel impedances, conflicts, disorientation, level changes, and physical barriers.

2. Maximize safety, reliability, efficiencies of fare collection and entry

control, and the ability to accommodate emergencies.

b. Passenger Environmental Accommodation Provide a comfortable ambient environment, adequate lighting, personal comfort, aesthetic quality, supplementary services, weather protection, and security.


c. Fiscal Constraints Minimize life cycle costs by balancing initial cost against operating, maintenance and energy cost.

d. Design Flexibility

Allow for future operating changes with minimal reconstruction.

e. Access Control When access to the platform is limited to one or two points, design the platform to be a fare paid zone. In such cases place TVMs near the platform access points.

f. Community Enhancement

1. Minimize impacts on local vehicular and pedestrian traffic. 2. Promote desired growth.

2. Modal Interchange

a. Modes are the means that passengers and employees access LRT stations. Typical access modes considered in this criteria are the following: 1. Light Rail Transit (LRT) 2. Streetcar 3. Bus 4. Walk 5. Bike 6. Automobile

b. There are distinct differences between each mode in terms of

maneuverability, safety, speed, visibility, space requirements, compatibility and reliability. The following describes the basic characteristics for each mode.

3. Access Modes

LRT is a more predictable and confined form of transit in that it operates within a semi-exclusive right-of-way. Its predictability is supported by the fact that it is not as seriously affected by outside influences such as emergency vehicles, traffic accidents, congestion, breakdowns, etc. as is bus transit. Passengers tend to arrive at or near the scheduled LRT departure time and do not spend a lot of time waiting. Therefore, modal interchange becomes a key consideration in station design. a. Bus Access

The bus system will be integrated with LRT and provide feeder routes to station facilities. When buses are present, the hierarchy of vehicular modes of access gives priority to fixed route buses. Refer to Design Criteria, Chapter 23 – Bus Facilities, for bus roadway design criteria. The following are general criteria that will help guide the site planning process: 1. Buses should be able to get as close to LRT platforms as possible.


2. Minimize situations where buses are required to cross LRT tracks. 3. Make provisions for emergency bus service (bus bridge) in the event

of an LRT system breakdown at all stations where possible. 4. Separate bus and automobile access wherever possible. 5. Minimize conflicts between buses, trains, automobiles and

pedestrians.

b. Walk Access Good pedestrian circulation to, from, and across train platforms is essential for the smooth and safe operation of stations. Circulation patterns should be as simple, obvious, and comfortable as possible. Some of the points that warrant careful review for applicability and consideration in achieving good pedestrian orientation and circulation follow: 1. Avoid unnecessary turns and dead ends. 2. Pedestrian access from bus, quick drop and park-and-ride areas must

be as clear and as simple as possible. 3. Circulation elements shall use color, texture and sight distances to

increase visual pleasure, guidance, patron safety and security. 4. Provide adequate space to avoid bottlenecks. 5. Avoid cross-circulation at fare collection and decision points. Generally

provide right-hand circulation. 6. Provide well lit pedestrian walkways in accordance with Design

Criteria, Chapter 27 - Lighting. 7. Provide adequate assembly space on platforms. Preferably allow 8 sq.

ft of space per person for peak crowds. 8. Provide a minimum of 6 ft of clear space between the back edge of the

platform tactile paver and obstructions such as stairs, railings, or columns. Exceptions to this requirement shall be approved by TriMet.

9. Provide adequate space for passenger queues at fare collection areas

that do not block through passenger traffic or interfere with equipment maintenance functions.

10. Provide separate facilities, where feasible, for entering and leaving the

station.


11. Locate passageways, shelters, stairways, etc., to encourage balanced train loading and unloading. Passengers tend to board at such connection points on the platform.

12. Provide ramps and elevators as required by ADA. 13. Grade changes are to be minimized, and where necessary they shall

conform to slope criteria for disabled access. 14. Cross flows, dead ends, and turns greater than 90° are undesirable for

both patron security and circulation. 15. Circulation shall be designed to provide ample space adjacent to, but

out of the mainstream of pedestrian flow for waiting patrons. 16. Surge and queuing spaces shall be provided ahead of every barrier

and change in circulation, direction, or mode. 17. Obstructions such as telephones, pylons, advertising displays, coin

changers, concessions, seating, or maps are not allowed within the pedestrian through zone (see Section 6.3.C.4.a, Mode Transfer Zones).

18. Shelter enclosures and railings shall have sufficient transparency to

provide adequate visual surveillance of the station area to discourage vandalism and enhance patron safety.

19. Provide adequate sight distance and visibility along pedestrian routes.

20. Security shall be enhanced by providing CCTV mounting locations that

allow good viewing angles and sight lines. 21. Discourage pedestrian crossing of LRT tracks. 22. All circulation elements used by the public shall meet the U.S.

Department of Transportation's Transportation for Individuals with Disabilities: Final Rule.

23. All circulation elements for public and agency use shall comply with

NFPA 130.

c. Bike Access Those passengers arriving by bicycle shall be accommodated in a safe, comfortable and convenient manner. See TriMet Bicycle Parking Guidelines for the amount of bicycle parking and design considerations. Design Criteria, Chapter 17 – Parking Facilities provides criteria on bicycle parking design.


d. Auto Access Auto access shall be provided in a manner that meets all state and local codes and does not interfere with access modes of higher priority.

4. Horizontal Circulation

This section provides fundamental criteria for passenger and automobile circulation as it relates to the horizontal configuration of the site, access ways and station platforms. Geometric criteria for LRT, automobile, and bus horizontal layout are provided in Design Criteria, Chapter 2 – Civil. a. Mode Transfer Zones

1. Zones are defined to help create an easily understood, friendly and protected environment for passengers while providing an efficient system for the various transit and transportation modes. Modal interchange is the key consideration as it relates to providing the means for passengers to make connections between LRT, bus, bike and automobile. Good pedestrian circulation to, from and across train and bus platforms is essential for smooth, safe operation of stations. In general, circulation patterns should be as simple, obvious and as comfortable as possible.

2. Horizontal circulation consists of a number of fundamental station activities such as walking, sitting, standing, queuing, loading, etc. Each activity has its own set of space requirements that are best described as circulation zones.

3. The following list defines the circulation zones to be used in station design. a) Through Zone is an unobstructed area void of above grade utility

boxes, vertical elements, furnishings etc. that provides free flow of pedestrian movement.

b) Curb Zone is an unobstructed area void of utility boxes, vertical elements, furnishings etc. that provides space for loading and unloading of vehicles.

c) Furniture Zone is an area where furnishings, utility boxes, light and sign poles, trash receptacles, shelters, platform equipment, etc., are located. Newsstands or boxes are not allowed on LRT or bus loading platforms.

d) Guideway Zone is the horizontal LRT area that corresponds with the LRV dynamic envelope.

e) Bus Zone is an area where buses transition in and out of the station and stop for passenger loading and unloading.

f) Building Frontage Zone is an area between a building line and the through zone where passenger might lean, window shop or


avoid because of building obstructions such as window ledges, columns etc.

g) Drop-off Zone is an area generally associated with quick-drop, where automobiles drop-off and pick-up passengers.

h) Ticket Vending and Validation Zone is an area for queuing, purchasing and the validation of tickets.

i) Clear Zone is an area at the corner of an intersection that is void of utility boxes, vertical elements, signs, newsstands, trash receptacles, etc., to allow adequate sight distances.

j) Pedestrian Crosswalk Zone is an area designated for pedestrians who cross a street or guideway that is clearly marked by paving or paint.

5. Vertical Circulation

This section provides fundamental criteria for vertical circulation situations as they relate to passenger access to and from stations and light rail vehicles. All design and construction of facilities shall comply with the Americans with Disabilities Act (ADA) requirements. In the event of a discrepancy between these criteria and ADA, the ADA requirements shall govern. While constructed maximum grade requirements are established within the ADA guidelines, design grades shall be reduced to allow for construction tolerances. Comply with reduced grades per Design Criteria, Chapter 2 – Civil. a. Stairs

1. All stairs are required to be accessible by Section 4.1 of Appendix A, Part 37 "Standards for Accessible Transportation Facilities" shall comply with Section 4.9 of Appendix A to Part 37.

2. Tread depth shall be 11 inches to 12 inches. The sum of tread depth and

riser height shall be 17 inches to 18 inches. Treads shall have rounded nosings and must be slip resistant utilizing finishes that provide the same degree of friction as a medium broom finish. Where elevation change is less than 13 inches, a ramp should be used.

3. Treads shall have a slip resistant strip of contrasting color 2 inches wide,

parallel to and not more than 1 inch from the nose of each step. Proposed products used to meet this requirement shall be approved by TriMet.

4. Minimum width between handrails shall be 54 in. Service stairs may

be slightly less and public stairs are preferably wider. Maximum width without an intermediate handrail is 88 inches. A 72 inch minimum width should be used where a future escalator installation is planned.


5. Maximum height between landings should be 12 ft. Minimum landing depth shall be at least equal to effective stair width.

6. Handrails shall be provided on each side and will be continuous, 34

inches to 38 inches high, measured vertically from tread nose and extending at that height 18 inches beyond the riser at each end. Handrails may extend up to 3 ½ inches into required stair width and should be 1½ and 1¾ inches in diameter.

7. Minimum headroom is measured perpendicular to tread at nosing and

is 7½ feet. Continuous soffits, without obstructions, should be held at 10 feet.

8. The minimum design capacity of a stairway shall be for Fruin level of

service C, 7 to 10 pedestrians per foot of effective width per minute, see “Pedestrian Planning and Design” by John J. Fruin, PhD.

9. Bicycle wheel gutters shall be provided on the edges of all exterior

stairs.

b. Ramps 1. Any part of an accessible route with a slope greater than 1:20 shall be

considered a ramp and shall comply with Section 4.8, Appendix A, Part 37 "Standards for Accessible Transportation Facilities.”

2. The least possible slope shall be used for any ramp. The maximum

slope shall be 1:14. The maximum rise for any run shall be 24 inches. 3. To allow for construction tolerances, the maximum gradient design is

7%. 4. To allow for construction tolerances, the maximum cross slope shall

not exceed 1.5%. 5. Minimum clear width of a ramp between handrails is 60 inches. 6. Ramps shall have level landings, 5 ft long (or 60 inches), for rest and

safety at no more than 30 ft intervals and whenever turns are unavoidable. A 5'x 5' landing is desirable at the top of a ramp with 6 ft of straight clearance at the bottom.

7. Handrails shall be provided on both sides and shall be continuous

above nonskid surface of ramp. 8. The minimum design capacity of a ramp shall be for Fruin level of

service ’C’, 10 to 15 pedestrians per ft of effective width per minute.

c. Passageways 1. Minimum passageway width between handrails is 46 inches.


2. Sidewalk enclosures shall be noncombustible and permit full view of

the interior. 3. The minimum design capacity of passageways shall be for Fruin level

of service 'C', 10 to 15 pedestrians per ft of effective width per minute.

d. Elevators See Design Criteria, Chapter 26 – Elevators.

6. Parking

For general parking requirements, see Design Criteria, Chapter 17 – Parking Facilities. a. Service Vehicle Parking

Two reserved service vehicle parking spaces shall be provided near all stations except when the station is within the street right-of-way.

b. Bus Layover Zones Bus layover zones shall be provided at stations where they are found to be required by TriMet. Refer to Design Criteria, Chapter 23 – Bus Facilities, for specific design criteria.

7. Emergency Exiting

a. Design Objectives 1. If not classified as an “open station”, any fully loaded station platform

shall be able to be evacuated to a safe haven in 6 minutes. 2. Provide not less than two exits from any station area or platform. A

design exception is required for a station with a single egress.

8. Street and Station Furniture For station amenities, see Design Criteria, Chapter 28 - Amenities.

9. Bollards

Bollards are required to be designed and constructed in accordance with applicable code(s). The following guidelines shall also be considered: a. Shall be able to withstand pedestrian impacts without showing damage. b. Should be secured with anchor devices that can facilitate bollard re-

installation if struck by a vehicle. c. The typical type is galvanized steel with industrial strength coating

system. In some cases plastic bollards may be used in the ROW as directed by TriMet.

d. Embedded bollards shall only be used when required by the Authority

Having Jurisdiction or if specifically called out by TriMet.

e. Refer to the TriMet Directive Drawings for bollard types and placement.


10. Handrails and Station Leaning Rails

Handrails and station leaning rails are required to be designed and constructed in accordance with applicable code(s). The following guidelines shall also be considered: a. Handrails and Leaning Rails shall conform with all requirements for load

engineering. Loading Calculations shall be provided. See Design Chapter 7 – Structures for loading requirements.

b. Refer to Design Criteria, Chapter 28 – Amenities for materials and finishes also see the TriMet Directive Drawings.

D. Platforms and Shelters

1. Design Objectives Design objectives are identified as a means to achieving the basic goals of LRT station design and site planning as follows: a. Arrange platform zones such that they provide safety and convenience for

patrons and employees. b. Use materials and construction practices that minimize maintenance

requirements. c. Use materials and construction practices that minimize life cycle costs. d. Standardize materials and construction practices. e. Use materials and construction practices that are compatible with existing

TriMet facilities.

See Section G for station security considerations.

2. Platforms The following presents fundamental criteria that are intended to produce efficient and passenger sensitive platforms. a. All platforms shall be designed to conform with the U.S. Department of

Transportation’s “Standards for Accessible Transportation Facilities”, Appendix A, Section 10, Part 37, including detectable warning strips on platform edges.

b. Station platforms are preferably positioned on tangent track (horizontal

and vertical). Avoid locating platforms on or immediately adjacent to curves. 1. Tangent track – see Design Criteria, Chapter 3 – Track Geometry and

Trackwork, for tangent lengths beyond platform ends. See below for horizontal door gap.

2. Constant radius curve – 1,500 feet minimum, 45 feet beyond ends of

platform. See below for track centerline to platform edge adjustments.


3. Partial curve, vertical curve, or spiral – any track alignment through a station other than tangent or a constant radius horizontal curve as defined above shall require written approval by TriMet and must provide a minimum clearance of 2 inches between the LRV and the platform and a maximum door gap of 5 inches.

c. Where a station platform is located adjacent to a gated crossing or an

interlocking with power switches, the platform must be located so as to provide safe braking distance.

d. The minimum length for both center and side platforms shall be 190 feet, with 200 feet being preferred, unless approved in writing by TriMet. The measured length shall be at full platform height clear of approach ramps.

e. Platforms less than 190 feet in length shall require written approval by

TriMet and must consider the following: 1. A minimum vehicle-spotting window of 6 feet 2. Crosswalk location 3. Door landing locations 4. Bridgeplate landing zone

f. The nominal horizontal gap between the platform edge and the edge of vehicle floor shall be 2.0 in (50 mm). On tangent track, the platform edge is located 54.5 in from track centerline, with a tolerance of + 0.50 in and - 0.0 in. Curb edges for station platforms on curves are located at 54.5 in + 0.25 in per degree of curvature for inside curves and at 54.5 in + 0.50 in per degree of curvature for outside curves from track center line, rounded to the next highest 0.25 in, with a tolerance of + 0.50 in and - 0.0 in. Degree of curvature is defined as:

5,730 D = ----------------------------- radius of curve in ft

g. The maximum horizontal gap between the platform edge and the edge of the vehicle floor shall be 5 inches.

h. The platform height at the edge of platform face shall be between 9.6” and

10” above the top-of-rail profile.

i. Minimum platform width for side platforms should be 12 ft with 15 ft being preferred.

j. Minimum width for center platforms should be 15 ft with 20 ft being preferred.

k. Provide a six-foot zone clear of obstructions from the platform edge toward the center of the platform in the area adjacent to the LRV stopping location.


l. The platform edge shall provide a 24" detectable warning paver assembly, using FTA approved truncated dome pavers, running the length of the platform edge. See Figure 6.3.D.2.k.

m. Avoid steep platforms. Cross slopes shall not exceed 1.5% with a minimum of 1% and the maximum longitudinal slope shall be no more than 3% unless approved in writing by TriMet.

n. Locate concessions off of the platform and in an area adjacent to the flow of patrons. Concessionnaires can provide visual surveillance.

o. Utilize the concession building to help establish or reinforce the framework

of the surrounding area.

p. Provide clear emergency exiting from platforms.

q. Refer to the horizontal and vertical circulation sections for platform circulation zones.

r. Concentrate fixed objects such as furniture, signage, shelters etc. within a

furniture zone while maintaining adequate distance between elements for circulation. Keep as much of the platform clear of fixed elements as possible.

s. When appropriate use furnishings to protect patrons by placing elements

between patron areas and transit or non-transit roadways.

t. Platforms and station exits shall be sized to accommodate the estimated or expected volume of passengers at Fruin level of service ‘C’ in the design year.

u. Exits shall be located at both ends of the platform to provide uncontested

passenger movement wherever possible.

v. Exits shall provide safe exiting from trains and platforms under normal operational and emergency conditions. Platforms and exits shall be sized to allow passengers to completely clear the platform prior to the arrival of the next train.

w. If secondary access or exit points are provided, make them visible, inviting

and safe. x. Barriers are to discourage, not stop patrons from crossing the tracks and

should not trap anyone between the barrier, LRV or vehicular traffic. y. Provide clear and unobstructed pedestrian access across platforms

wherever modal interchange occurs.


FIGURE 6.3.D.2.k DETECTABLE WARNING EDGE


3. Passenger Shelters

Passenger shelters should be designed to achieve the following objectives: a. Provide passengers with comfort and protection from adverse weather

conditions; rain, wind and sun. b. Provide identity for the station as well as the surrounding area. c. Provide a feeling of security and means of surveillance. d. Help provide adequate lighting. e. Provide protection for the fare equipment. f. Utilize materials that are interchangeable with existing materials and

construction practices that are compatible with existing TriMet facilities. g. Utilize materials and construction practices that minimize maintenance

requirements. h. Utilize materials and construction practices that minimize life cycle costs. i. Standardize materials and construction practices.

See Section 6.3.G.2 for shelter security considerations.

4. Windscreens

Where passenger shelters include windscreens, they shall be designed to achieve the following objectives: a. Provide patrons with comfort as protection from adverse weather

conditions, rain and wind. b. Provide a feeling of security and means of surveillance. c. Use materials compatible with existing TriMet facilities, minimize

maintenance and life cycle costs. d. Standardize materials and construction practices.

See Section 6.3.G.2 for windscreen security considerations

E. Materials and Finishes

Criteria governing the design and selection of platform amenities materials and finishes are provided in Design Criteria, Chapter 28 - Amenities. 1. Passenger Shelters Materials and Finishes

Passenger shelters materials and finishes should be selected to maximize durability and minimize maintenance, and at the same time, respond to TriMet’s standards and goals, and coordinate with station urban design goals.


a. Shelter columns, where exposed to patrons, shall resist corrosion by being either hot-dipped galvanized steel or stainless steel. If the column is to receive a public art treatment (i.e. SS sleeving or mosaic tiles) it shall be painted/primed.

b. Shelter structure elements that will be in contact with the public shall be coated with an abrasion-resistant coating system.

c. Powder coating will only be used with TriMet approval. Use coating manufacture’s preparation recommendations.

d. Shelter metal roof should be highly durable metal such as 20-gauge stainless steel metal deck (2B finish).

e. Shelter glass roof may only be used with TriMet approval. Glazing-laminated safety glazing with PPG Solex tinted glass for shade protection. Provide panel sizes that are standard and minimize special maintenance equipment.

f. Shelter leaning rails shall be stainless steel with ”bead-blast” finish. Bronze may only be used with TriMet approval.

g. Shelter elements, assembly and finished must allow reasonable access for electrical wiring of light fixtures and ease of future equipment. 1. This may include “Transit Tracker” reader board panels, public

address speakers, or information monitors.

2. Properly sized conduits for all electrical and communications needs. Accommodated within the designated structural members.

3. Locate hand holes (with vandal-resistant screwed cover plates) to

provide easy access for shelter wiring. Coordinate handhold locations with platform slope, structural connections, electrical equipment (lighting, etc.) and public artwork.

2. Platform Surface Materials

Platform surface materials should be selected for durability, slip resistance, ease of maintenance and retrofit accessibility. Colors, patterns, sizes, textures and materials need to be coordinated with maintenance, public art, urban design and ADA programs. a. Concrete should be judiciously used to minimize future maintenance or

systems access concerns. Proper slip resistance needs to be provided by light broom or other appropriate finish. Provide scoring to minimize shrinkage and settlement cracking.

b. Sand-set pavers are nominal 4 x 8 or 8 x 8 inches. Color is based on

Mutual Materials standard colors of charcoal, gray, red or harvest blend and style texture of Holland-Smooth. Carefully coordinate actual size pavers with other platform elements to maximize use of whole or half


paver units. Provide solid-edge protection to minimize settlement. Provide joint sand stabilizer.

c. Brick masonry pavers may also be used with TriMet approval. d. Electrical and mechanical box lids shall be flush fit, checkered sidewalk

lids. e. Platform inserts for public art, communications or other equipment shall

pass ASTM 1028-89 standard for slip-resistance. f. Platform Tactile Pavers

1. Type 1a - Shall be nominal 24” x 24” x 2” thick, white with TriMet pattern and dome size, with no ‘bridge plate’ zone.

2. Type 1b – Shall be nominal 24” x 24” x 2” thick, white with TriMet pattern and dome size, with an integral ‘bridge plate’ zone.

3. Type 2a – Shall be nominal 24” x 24” x 2” thick, white with TriMet pattern and dome size, with no ‘bridge plate’ zone.

4. Type 2b – Shall be nominal 24” x 24” x 2” thick, white with TriMet pattern and dome size, with an integral ‘bridge plate’ zone.

5. Type 2c – Shall be nominal 24” x 6” x 2”, white with no domes (smooth, vertical facing tile).

6. Type 3 – Shall be special sized, white, smooth surfaced. 7. Manufacturers of the above tactile pavers include: Engineered Plastics

(Armor Tile) for Type 1a and 1b; Hanover and Wausau for Types 2a, 2b and 2c.

g. Trackway crossing tactile pavers shall be nominal 2’ x 3’ Armor Tile

(manufactured by Engineered Plastics), yellow with TriMet pattern and dome size.

h. Tree Wells - See Design Criteria, Chapter 5 – Landscaping for information related to plantings and irrigation systems on the platform. Trees planted in a hardscape on a light rail platform, shall only be planted when required by the local jurisdiction or other special design requirement. When trees are required, the use of the Deep Roots product “Silva Cell”, or equivalent, utilizing a plastic structural cellular system with posts, beams and deck designed to be filled with planting soil for tree rooting, should be considered for incorporation into the design. Tree wells shall have tight fit paver stones that provide 4’x4’ tree opening, and have crushed decorative rock or bark mulch (preferred) around the tree base.

3. Windscreens

a. Minimum of 6’-8” in height. b. Structure shall be galvanized or stainless steel. c. Glazing support system shall be aluminum. d. Finish shall be either stainless steel, galvanized or abrasion resistant

coating system. Powder coating is not acceptable. e. Glass should be 23”x35”x3/8” laminated safety glass.


f. Glass surface should be treated with either a public art or other design pattern that maintains effective transparency with no more than 40% of the surface area obscured, to minimize vandalism.

F. Mechanical and Electrical Systems

1. Water Service At least 1-inch diameter water service connections shall be provided to each passenger station for platform cleaning. Water service for irrigation may also be required. Water service(s) shall be coordinated and meet all applicable local code requirements.

2. Electrical Service

Guidelines for electrical services are provided in Design Criteria, Chapter 11 – Electrical System.

G. Security Considerations

1. Stations a. Locate stations where surrounding land uses, either existing or

anticipated, will maximize the potential for activity around the stations, with the most intense use within a quarter-mile walking distance from the station.

b. Stations should be located to provide clear, direct access from as many directions as possible. Access to stations shall be constructed according to provisions in the related design criteria chapters.

c. Stations should be located at destination points, i.e. activity center and

land uses, with high potential ridership and bus transfer opportunities.

d. Locate stations to encourage maximum visibility and promote clear lines of sight.

e. Ticket Vending Machines (TVMs) should be located off of the station

platforms.

f. Provide well-lit entrance and exit points for pedestrian access and egress to the station. (Also see Design Criteria, Chapter 27 – Lighting.)

2. Shelters and Windscreens

a. Create shelters that provide weather protection, but allow easy surveillance.

b. Avoid square columns or columns wider than 16 inches to minimize potential hiding places.

c. Create shelters with glass roofs, which make shelters appear as “lanterns”

at night and do not cast long shadows. Strive for a minimum eave height of nine feet to allow easy viewing into the shelter.



d. Avoid deep U-shaped windscreens, which can create a feeling of entrapment.

e. Use graffiti resistant materials and coatings or use easily replaceable and

cost-effective materials.

3. Miscellaneous a. Provide maximum visibility into and out of all transit facilities from as many

sides as possible. b. Provide clear, direct access to station areas, bus stops, park-and-ride lots,

and parking structures.

c. Locate facilities in active areas and design the surrounding area to maximize use and views.

d. Illuminate light rail stations and major facilities at night with as much

indirect lighting as possible.

e. Design major facilities as distinctive “landmarks”.

f. Large stations should be designed with the option of adding facilities for station attendants, should they become necessary.

g. Construct transit shelters and waiting areas to have clear lines of sight

over parking areas and drop-off areas.

h. Use glass instead of plexiglass for most enclosures as plexiglass yellows and scratches and gives an impression of lack of maintenance.

CHAPTER 7 STRUCTURES

Design Criteria 7-1 Revised May 2010

CHAPTER 7 – STRUCTURES

7.1 GENERAL The Design Criteria establish minimum standards to be used in the design of the light rail system. The criteria presented herein were developed considering passenger comfort, safety, and accepted engineering practices used in currently operating light rail transit, rapid transit, and railroad systems. For Safety Certification purposes a separate checklist shall be developed for each structure. See Design Criteria, Chapter 2 - Civil, for horizontal and vertical survey information.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 6 - Stations 6. Design Criteria, Chapter 8 - Light Rail Vehicles 7. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 8. Design Criteria, Chapter 10 - Traction Electrification 9. Design Criteria, Chapter 11 - Electrical System 10. Design Criteria, Chapter 12 - Signal System 11. Design Criteria, Chapter 13 - Communications 12. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 13. Design Criteria, Chapter 16 - Small Buildings 14. Design Criteria, Chapter 17 - Parking Facilities 15. Design Criteria, Chapter 18 - Sustainability 16. Design Criteria, Chapter 19 - Public Art 17. Design Criteria, Chapter 20 - Noise and Vibration 18. Design Criteria, Chapter 22 - Clearances 19. Design Criteria, Chapter 25 - Signage and Graphics 20. Design Criteria, Chapter 26 - Elevators 21. Design Criteria, Chapter 27 - Lighting 22. Design Criteria, Chapter 28 - Amenities 23. TriMet Directive Drawings

B. Industry

1. American Concrete Institute (ACI) – 318, Building Code Requirements for Reinforced Concrete

2. American Concrete Institute (ACI) – 322, Building Code Requirements for Structural Plain Concrete

3. AASHTO Policy on Geometric Design


4. AASHTO Manual for Maintenance Inspection of Bridges (Most Recent edition with current supplements)

5. AASHTO Guide Specifications for Structural Design of Sound Barriers 6. AASHTO LRFD Bridge Design Specifications (Most Recent edition with

current supplements) 7. AASHTO LRFD Guide Specifications for LRFD Seismic Bridge Design (Most

Recent edition with current supplements) 8. AASHTO Standard Specification for Structural Supports for Highway Signs,

Luminaires and Traffic Signals 9. AREMA Manual for Maintenance Inspection of Bridges 10. AISC Manual of Steel Construction 11. AISC Specifications for the Design, Fabrication and Erection of Structural

Steel for Buildings (AISC Code) 12. National Fire Protection Association (NFPA) Code for Safety to life in

Buildings and Structures 13. National Fire Protection Association (NFPA) Standards for Fixed Guideway

Transit Systems 14. National Forest Products Association – National Design Specification for

Wood Construction 15. National Ocean Survey


1. U.S. Department of Transportation – Transportation for Individuals with Disabilities: Final Rule

2. U.S. Department of Justice ADA Guidelines 3. U.S. Dept. of Commerce, National Oceanic and Atmospheric Administration,

National Ocean Survey 4. Oregon State Plain Coordinates 5. City of Portland Datum 6. ODOT Bridge Design and Drafting Manual 7. ODOT Hydraulic Design Manual 8. Oregon Standard Specifications for Highway Construction 9. ODOT Highway Design Manual 10. International Building Code (IBC) 11. Oregon Structural Specialty Code (OSSC) 12. State of Oregon Manual on Uniform Traffic Control Devices (MUTCD)

D. Stakeholders

1. Capital Projects a. Community Affairs b. Environmental c. Project Planning d. Program Construction e. Program Design f. Program Management g. Rail Projects h. Real Property i. Special Projects j. Systems


2. Communications and Technology a. Marketing

3. General Counsel and Human Resources a. Legal Services

4. Operations a. Facilities Management b. Maintenance of Way c. Operations Support d. Rail Maintenance e. Rail Transportation f. Safety g. Security

7.3 CRITERIA / APPLICATION A. Items Requiring Coordination with Structural Design

1. Buildings a. Civil site design including streets, sidewalks, bike paths, utilities, storm

and sanitary sewers b. Site grading c. Architectural design details

2. Bridges

a. Number of tracks, number and width of lanes, number and width of pathways, number and width of safety zones, number and width of medians, number and width of Overhead Catenary Poles, position of Overhead Catenary Poles, number and width of signal and communication cabinets

b. Vertical clearances overhead and vertical clearances underneath c. Horizontal clearances d. Civil site design including streets, sidewalks, bike paths, utilities, storm

and sanitary sewers e. Site grading

3. Retaining Walls

a. Civil site design including streets, sidewalks, bike paths, utilities, storm and sanitary sewers

b. Site grading

B. Structural Design Requirements Unless otherwise specified herein, the following codes, manuals, or specifications shall guide the structural design as appropriate: 1. Buildings

The most recent edition of the Oregon Structural Specialty Code (OSSC) with local jurisdiction amendments.

2. Railroad Structures

Design and loadings shall follow the design requirements of the applicable railroad authority. In the absence of such requirements, design and loadings


shall follow the requirements of the most recent addition of the Manual for Railway Engineering by the American Railway Engineering and Maintenance-of-Way Association, hereinafter referred to as the AREMA Manual.

3. Highway Bridge Design and Light Rail Vehicle (LRV) Bridge Design

The highway or LRV bridge design and loadings shall follow the design requirements of the applicable jurisdiction. In the absence of such requirements, the following codes and specifications shall be adhered to, except as otherwise noted herein: a. ODOT Bridge Design and Drafting Manual, most recent edition with

current interims.

b. AASHTO LRFD Bridge Design Specifications, most recent edition with current interims.

c. AASHTO Guide Specifications for LRFD Seismic Bridge Design, most

recent edition with current interims.

d. AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaries and Traffic Signals, most recent edition with current interims.

e. AASHTO Manual for Maintenance Inspection of Bridges, most recent

edition with current interims.

f. When the AASHTO publications referenced are not applicable, then the most recent edition of the AREMA manual shall be adhered to.

g. For structural steel bridges, use the most recent edition of AISC Manual of

Steel Construction, hereinafter referred to as the AISC Steel Manual, for specifications not covered by the above references.

4. Earth Retaining Structures

For earth retaining structures, the AASHTO LRFD Bridge Design Specifications shall be followed.

5. Concrete

For reinforced concrete, precast concrete, and prestressed concrete structures other than bridges subjected to railroad, LRV or highway loading, the most recent edition of the Building Code Requirements for Structural Concrete (ACI 318) by the American Concrete Institute, hereinafter referred to as the ACI Code, shall be followed.

6. Structural Steel

For steel structures other than bridges subjected to railroad LRV or highway loading, the most recent edition of the AISC Manual shall be followed.


7. Timber

For timber structures other than bridges subjected to railroad, LRV or highway loading, the most recent edition of the National Design Specification for Wood Construction, by the National Forest Products Association shall be followed.

8. Fire Hazard Rating

For the fire hazard ratings, the Code for Safety to Life in Buildings and Structures, by the National Fire Protection Association (NFPA) shall be followed.

9. Combustible Liquid Intrusion Protection

The NFPA Standards for Fixed Guideway Transit Systems shall be followed.

10. Temporary Structures All materials for temporary structures both above and below ground shall be removed unless given an exception by TriMet.

11. Sound Walls

For sound walls, the most recent edition of the AASHTO Guide Specifications for Structural Design of Sound Barriers shall be followed.

12. Miscellaneous Structures

For structures and structural supports not included above such as art pieces, poles, signs, luminaires, traffic signs, etc., the most recent edition of the AASHTO Standard Specification for Structural Supports for Highway Signs, Luminaires and Traffic Signals shall be followed.

C. Loads, Forces and Load Factors

1. Dead Load Dead load design weights shall be as prescribed in Table 7.3.C.1:

TABLE 7.3.C.1 DEAD LOAD DESIGN WEIGHTS Aluminum alloys 175 pcf Asphalt mastic, bituminous macadam 150 pcf Ballast, crushed stone 120 pcf Ceilings, plasterboard, unplastered 3 psf

gypsum ceiling tile, 2" unplastered 9 psf pressed steel 2 psf

Ceramic glazed structural facing, 4" 33 psf Concrete cross tie 620 lbs Concrete median barrier 500 plf Concrete, reinforced or prestressed 150 pcf Electrical overhead pickup equipment at 20' cc in subsurface 60 lbs Floors, gypsum floor slab, per inch 5 psf

asphalt mastic 5 psf ceramic tile, on 1" mortar bed 23 psf

linoleum, 1/4" 2 psf maple, 7/8" on sheathing, 2" cylinder fill, no ceiling 18 psf oak, 7/8" on sheathing, wood joists,16” o.c., no ceiling 11 psf


Future surfacing allowance 25 psf (additional)

Glass 160 pcf Gravel, sand 120 pcf

Iron, Cast 450 pcf Partitions, plaster, 2" channel stud metal lath 20 psf

plaster; 4" channel stud, metal lath 32 psf hollow plaster; 4" metal lath 22 psf gypsum block, solid; 3", both side plastered 19 psf gypsum block, hollow; 5', both side plastered 22 psf steel partitions 4 psf ceramic glazed structure tile, 4" 33 psf

Permanent wearing course, 2" thick 25 psf Rail and fastenings, per track (2 rails) 200 plf

Roofs, roofing felt, 3 ply, and gravel 5½ psf 5 ply 6½ psf sheathing, 3/4" thick 3 ½ psf

Sign structures as required Steel 490 pcf

Timber, untreated 48 pcf treated 60 pcf

Utilities (on bridges), including scuppers 50 plf of girder drain pipes & light poles

Walls, brick solid, per in 10 psf glass, structural, per in 15 psf windows, frame, glass, sash 8 psf stone, 4" 55 psf steel sheet, 14 gauge 3 psf

2. Live Load

a. LRV live load design weights and dimensions shall be as prescribed in Figure 7.3.C.2. A “Standard LRV Load” is defined as one two-car train made up of two cars as shown in Figure 7.3.C.2.

b. Structures shall be designed for any combination of LRV cars in trains

made up of from 1 to 4 LRV cars passing each other on adjacent tracks as prescribed in Section 7.3.C.12. The maximum number of cars shall be two four car trains passing each other on adjacent tracks.

c. Highway live loads shall be as specified in AASHTO Standard

Specifications for Highway Bridges except where ODOT standards have exception.

3. Impact Due to LRV Loading

The standard structural loading shall be increased for dynamic, vibratory, and impact effects for those structures, or parts thereof, listed in Section 7.3.C.4. The increase in loading shall not apply for those structures, or parts thereof, listed in Section 7.3.C.5.

4. Items to Which Impact Applies


a. Superstructure, including legs of rigid frames. b. Piers, (with or without bearings regardless of type) excluding footings and

those portions below the ground line. c. The portions above the ground line of concrete or steel piles that support

the superstructure.

5. Items to Which Impact Does Not Apply a. Abutments, retaining walls, wall-type piers, and piles, except those

described in paragraph 7.3.C.4.b b. Foundations and footings c. Timber Structures d. Sidewalk Loads e. Culverts and other buried structures having a cover of 3 feet or more

6. Vertical Impact Force

The vertical impact force, Iv, shall be determined by the greater impact factor determined by AASHTO and AREMA. This vertical impact factor should not exceed 30% unless in the engineer's judgment it should be so. The impact factor shall be applied to the standard LRV loading.

7. Transverse Horizontal Impact Force

Provision shall be made for a transverse horizontal impact force, Ih, equal to 10 percent of the standard LRV loading. This force shall be applied horizontally in the vertical plane containing each axle and shall be assumed to act, normal to the track, through a point 4 feet above the top of the low rail. The horizontal force component transmitted to the rails and supporting structure by an axle shall be concentrated at the rail having direct wheelflange-to-railhead contact.

8. Centrifugal Force

On curves, a percentage of the rapid transit loading per track equal to .0012 x speed

2 (MPH) x degree of curvature (degrees) shall be applied horizontally 4

feet above the top of low rail on all tracks. a. Where the radius of curvature is 2450 feet or less, the centrifugal force

shall be taken as 10 percent of the axle load.

b. Where the radius of curvature is greater than 2450 feet, the centrifugal force shall be obtained by the following formula:

CF = axle load x 0.0875V2

R Where: V = design speed (miles per hour)

R = radius of curvature of track center line (feet)

c. Where the design speed is unknown, it shall be assumed to be 60 mph for LRV and 10 mph for maintenance loading.


FIGURE 7.3.C.2 STRUCTURE LOADING DIAGRAM


9. Longitudinal Force a. Due to Acceleration and Deceleration – Acceleration and Deceleration

provision shall be made for the longitudinal forces, due to train acceleration and deceleration. The magnitude of the longitudinal force shall be computed as follows: 1. For decelerating trains, BR shall be equal to 21 percent of the

standard LRV loading. 2. For accelerating trains, BR shall be equal to 16 percent of the

standard LRV loading. 3. For emergency braking, EB shall be equal to 46 percent of the

standard LRV loading. Emergency braking shall only be applied only on one track. Longitudinal forces (acceleration and deceleration, BR) shall be applied to adjacent tracks in combinations that will create the most critical condition.

The values shown above shall be applied to the rails and supporting structure as uniformly distributed load over the length of the train in a horizontal plane at the top of low rail. Consideration shall be given to various combinations of acceleration and deceleration forces where more than one track is carried by the structure.

b. Due to Rail Restraint – Whenever a continuous welded rail is terminated,

provisions must be made to control the longitudinal forces. The rail restraint system shall be designed such that these forces cannot cause damage to aerial structures or any other LRT facilities.

c. Termination, as used in the above paragraph, means absolute termination.

The placement of a turnout or crossover between ends of continuous welded rail does not necessarily result in absolute termination of the rail; the continuous welded rail is not considered to be terminated if some means is provided, under the turnout or crossover, to transmit the above force from the end of one rail to the end of the other.

10. Derailment Loads

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

a. Application of Derailment Loads

Derailment loads shall be applied to all superstructure and substructure elements subjected to LRV loadings. Vertical and Horizontal Derailment Loads shall be applied simultaneously.

b. Vertical Derailment Loads

1. Lateral vehicle excursion shall be assumed as follows: a) For track constructed with an emergency guardrail placed 10” from

each running rail, the lateral vehicle excursion shall vary from 4" minimum to 10" maximum. Restraining rails that are placed


adjacent to the running rails for the purpose of reducing wheel wear shall not be considered as emergency guardrails.

b) For tangent track and curved track with radii greater than 5,000

feet and lacking emergency guardrails, the lateral vehicle excursion shall vary from 4" minimum to 3'-0" maximum.

c) For track with smaller radii, and where the distance from the rail to

the edge of the deck slab is less than 3'-8", the maximum excursion shall be adjusted so that the derailed wheel flange is located 8" from the rail traffic face of the nearest barrier, if any, or the edge of the deck.

2. When checking any component of superstructure or substructure that

supports two or more tracks, only one train (1 to 4 cars) on one track shall be considered to have derailed, the other track being either unloaded or loaded with a stationary train (1 to 4 cars) as necessary to produce the critical load condition.

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

4. The vertical derailment load shall be determined by applying a 100 percent impact factor to any two adjacent axles at a time while maintaining the normal impact factor for all other axles, which produces the critical loading condition for the structures. The Load Factor for the derailed axles is shown under DR in Table 7.3.C.10.b and the load factor for the non-derailed axles is shown under the LL column of the same table.

c. Horizontal Derailment Loads

1. At all sections lacking emergency guardrails, with maximum vehicle speeds between 45 mph and 55 mph, horizontal force due to derailment loads shall be taken as 30% of the weight of a single vehicle acting 2 feet above top of rail and normal to the structure centerline for a distance of 10 feet.

2. At all sections lacking emergency guardrails, with maximum vehicle

speeds less than 45 mph, horizontal force due to derailment loads shall be taken as 10% of the weight of a single vehicle acting 2 feet above top of rail and normal to the structure centerline for a distance of 10 feet.

3. At all sections which include emergency guardrails, with maximum

vehicle speeds of 55 mph or less, horizontal force due to derailment loads shall be taken as 10% of the weight of a single vehicle acting 2 feet above top of rail and normal to the structure centerline for a distance of 10 feet.


4. When checking any component of superstructure or substructure that

supports two or more tracks, only one train on one track shall be considered to have derailed, the other track being either unloaded or loaded with a stationary train as necessary to produce the critical loading condition.

11. Other Loads and Load Combinations

All other loads and loading combinations shall be as specified in the AASHTO LRFD Bridge Design Specifications or appropriate building code and standards.

. 12. AASHTO LRFD Bridge Design Specifications – LRV Load Factors

When designing elements using the AASHTO LRFD Bridge Design Specifications for LRV loading, replace Table 3.4.1-1 of the AASHTO LRFD Bridge Design Specifications with Table 7.3.C.10.b below.

TABLE 7.3.C.10.b LOAD COMBINATIONS AND LOAD FACTORS

Footnotes: 1DR – Derailment Loading as defined in Chapter 7.3.B.10 Derailment Loads

2EB – Emergency Braking as defined in Chapter 7.3.B.9.a.3 Emergency Braking

13. Special Structures Project specific criteria for loads and load factors may be required for cases where LRV traffic is carried on a structure in addition to other loads such as street car, buses, truck and automobile traffic or heavy rail.

14. Continuous Welded Rail

For LRV structures that have continuous welded rail, the effects of rail structure interaction shall be taken into account in the design of the structure.

Load Combination

Limit State

DC

DD

DW

EH

EV

ES

PS

CR

SH

LL

IM

CE

BR

PL

LS WA WS WL FR TU TG SE

Use One of These

at a Time Use One of These at a Time

Number /Type of

LRV Loading

DR1 EB2 EQ IC CT CV LRV

STRENGTH I (unless

noted) γp

1.75

1.00 – – 1.00 0.50/1.20 γTG γSE – – – – – – One to Four Car

Combinations

STRENGTH II γp 1.35 1.00 – – 1.00 0.50/1.20 γTG γSE 1.00 1.00 – – – – One to Four Car

Combinations

STRENGTH III γp – 1.00 1.40 – 1.00 0.50/1.20 γTG γSE – – – – – – –

STRENGTH IV γp – 1.00 – 1.00 0.50/1.20 – – – – – – – – –

STRENGTH V γp 1.35 1.00 0.40 1.00 1.00 0.50/1.20 γTG γSE – – – – – – One to Four Car

Combinations

EXTREME EVENT I γp γEQ 1.00 – – 1.00 – – – – – 1.00 – – – One to Four Car

Combinations

EXTREME EVENT II γp 0.50 1.00 – – 1.00 – – – – – – 1.00 1.00 1.00 One to Four Car

Combinations

SERVICE I 1.00 1.00 1.00 0.30 1.00 1.00 1.00/1.20 γTG γSE – – – – – – One & Two Car

Combinations

SERVICE II 1.00 1.30 1.00 – – 1.00 1.00/1.20 – – – – – – – – One & Two Car

Combinations

SERVICE III 1.00 0.80 1.00 – – 1.00 1.00/1.20 γTG γSE – – – – – – One & Two Car

Combinations

SERVICE IV 1.00 – 1.00 0.70 – 1.00 1.00/1.20 – 1.00 – – – – – – –

FATIGUE I – LL, IM

& CE ONLY – 1.50 – – – – – – – – – – – – – One & Two Car

Combinations

FATIGUE II – LL, IM

& CE ONLY – 0.75 – – – – – – – – – – – – – One & Two Car

Combinations


D. Seismic Design of Aerial Structures

1. Aerial Guideway Structures – Aerial guideway structures such as bridges and viaducts shall be designed in accordance with AASHTO LRFD Bridge Design Specifications and the AASHTO Guide Specifications for LRFD Seismic Bridge Design.

2. Seismic Performance Criteria All new bridges shall be designed for a two-level performance criteria as follows: a. 1000-year “No Collapse” Criteria: Design bridge for a 1000-year return period

earthquake (7% probability of exceedance in 75 years) under “No Collapse” criteria.

b. 500-year “Serviceable” Criteria: In addition to the 1000-year “No Collapse” criteria, design all bridges to remain “Serviceable” after a 500-year return period event (14% probability of exceedance in 75 years).

E. Use of Existing Structures

1. LRT or Busway Under certain circumstances, the use of an existing structure for LRT or busway may be considered. These circumstances usually will arise during the EIS and alignment options study. In either assessing the feasibility of the option, or in progressing design that utilizes an existing LRT or bus loading, the following factors as a minimum should be considered: a. Proposed term of use (more or less than 10 years) b. Environmental impact of modifications c. Historical impact of modifications d. Cost (capital, lifecycle, jurisdictional) e. Required seismic standard (design vs. maximum credible earthquake

standard; life safety and operability during and after an earthquake; phase 1 and phase 2 retrofit needs)

f. Clearances g. Service importance (continuous; short or long term outage acceptability) h. Strengthening required for dead, live and seismic loads i. Existing structure condition including age, maintenance requirements,

required repairs, and long-term fatigue effects

F. Structure Modeling 1. Computer Modeling

TriMet may require independent computer modeling of a proposed LRT aerial structure design in order to determine the acceptability of force demands on structural elements, particularly when the proposed design involves complex rail–structure interaction. Service and factored load case modeling shall be worked out with TriMet’s Project Manager and comply with these criteria. Modeling would require combined load cases that simulate possible, worst case demands on structure elements. As a minimum, load cases would include the following: a. Full structural and superimposed dead load b. Live load from 4-car train, vertical and horizontal impacts, derailment c. Deceleration, acceleration, centrifugal forces d. Thermal fall, rise and rail break

e. Seismic, if controlling.

CHAPTER 8 LIGHT RAIL VEHICLES

CHAPTER 8 – LIGHT RAIL VEHICLES 8.1 GENERAL

This chapter describes the different light rail vehicles on TriMet’s light rail system. All types of vehicles will be operated on all parts of the system. For Safety Certification purposes a checklist shall be developed for each type of vehicle and will be completed for each individual vehicle in that type.


1. Design Criteria, Chapter 3 -Track Geometry and Trackwork 2. Design Criteria, Chapter 6 - Stations 3. Design Criteria, Chapter 7 - Structures 4. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 5. Design Criteria, Chapter 10 - Traction Electrification System 6. Design Criteria, Chapter 12 - Signal System 7. Design Criteria, Chapter 13 - Communications 8. Design Criteria, Chapter 15 - Light Rail Crossing Safety 9. Design Criteria, Chapter 18 - Sustainability 10. Design Criteria, Chapter 20 - Noise and Vibration 11. Design Criteria, Chapter 22 - Clearances 12. Design Criteria, Chapter 25 - Signage and Graphics 13. Design Criteria, Chapter 27 - Lighting

B. Industry 1. ISO 2631 2. ASTM E 119


1. ADA 2. MIL-STD-461A 3. U.S. Department of Transportation - Recommended Fire Safety Practices for

Rail Passenger Car Materials Selection – January 1989

D. Stakeholders 1. Capital Projects

a. Systems Engineering 2. Communications and Technology

a. Strategic Planning 3. Operations

a. Rail Transportation b. Safety c. Service Performance and Analysis



A. General 1. Vehicle Types

All vehicles are low-alloy, high-tensile (LAHT) steel six-axle cars with two power trucks and one trailer truck. There are eight passenger doorways, four per side, directly across from one another. The anticipated service life of the vehicle is 30 years. a. Type 1 - Type 1 vehicles are single-articulated high-floor cars. Twenty-six

(26) cars were procured in the mid 1980s. Each end of the car has a fully equipped operator's cab, for full bi-directional operation.

b. Type 2 and Type 3 - Type 2 and Type 3 (Type 2/3) vehicles are double-

articulated partial-low-floor cars. Seventy-nine (79) cars were procured between 1995 and 2005. Each end of the car has a fully equipped operator's cab, for full bi-directional operation.

c. Type 4 - Type 4 vehicles are double-articulated partial-low-floor cars.

Twenty-two (22) cars were procured in 2009. Only one end of each car has a fully equipped operator’s cab, and the cars operate in a married-pair configuration.

d. Type 1, Type 2 and Type 3 cars are mechanically and electrically

compatible and capable of multiple unit operation in consists of up to four cars. Type 4 cars can only mechanically couple with Type 1, 2 and 3 cars.

2. Seating Capacity

a. Type 1: 76 seats b. Type2/3: 64 seats c. Type 4: 68 seats

3. Elderly and Handicapped Accessibility Space is provided in each Type 2/3/4 vehicle to accommodate four wheelchairs. Type 1 vehicles must be coupled to Type 2 or 3 vehicles to comply with the Americans with Disabilities Act (ADA).

4. Compatibility

The Type 2/3 vehicle is fully compatible, electrically, mechanically, and operationally, with TriMet's Type 1 cars. Type 4 cars are only mechanically compatible with Type 1-3 vehicles.

B. Critical Vehicle Dimensions

The following tables provide critical vehicle dimensions. 1. Car Body Dimensions – Table 8.3.B.1 below lists critical car body

dimensions for the vehicles.


TABLE 8.3.B.1 CRITICAL CAR BODY DIMENSIONS

Item Type 1 Type 2/3 Type 4

Length of car over coupler faces 89.14 ft (27,170 mm)

92 ft (28,040 mm)

96.4 ft (29,374 mm)

Length of car over anticlimbers 87 ft (26,510 mm)

89.7 ft (27,340 mm)

94.5 ft (28799 mm)

Width of car at widest point (Excluding mirrors) 8.7 ft (2,650 mm)

8.97 ft (2,736 mm)

Floor height above top-of-rail (AW0) – high floor section

38.75 in (984 mm)

38.6 in (980 mm)

34.06 in (865 mm)

Floor height above top-of-rail (AW0) – low floor section N/A 14 in (356 mm)

15.35 in (391 mm)

Minimum interior ceiling height, finished floor to finished ceiling, on vehicle centerline, except at articulation – high floor section

6.7 ft (2,050 mm)

6.9 ft (2,100 mm)

6.8 ft (2,087 mm)

Minimum interior ceiling height, finished floor to finished ceiling, on vehicle centerline, except at articulation – low floor section

N/A 7.55 ft (2,300 mm)

7.8 ft (2,734 mm)

Side door minimum clear opening width with doors fully opened

52 in (1,320 mm)

48 in (1,220 mm)

51.12 in (1,298 mm)

Minimum clear side door height from finished floor 6.2 ft (1,896 mm)

6.92 ft (2,108 mm)

6.88 ft (2,099 mm)

Minimum aisle width 25 in (635 mm)

Maximum roof-mounted equipment height, exclusive of pantograph, above Top of Rail (TOR) with new wheels and car at AW0

12.75 ft (3,886 mm)

12.4 ft (3,780 mm)

12.1 ft (3,690 mm)

Maximum roof height, (at shroud for Type 2/3), above TOR with new wheels and car at AW0

11.2 ft (3,400 mm)

11.7 ft (3,566 mm)

11.88 ft (3,620 mm)

Coupler vertical centerline height above TOR, car at AW0, with new wheels

A-end 26.6 in (675 mm)

27.17 in (690 mm)

B-end 26.6 in (675 mm)

18.11 in (460 mm)

Top of anti climber height over TOR car at AW0, with new wheels

Upper 48.6 in (1,235 mm)

Lower NA NA 36.42 in (925 mm)

Maximum door panel excursion during opening sequence

10 in (254 mm)

3 in (76 mm)

2.52 in (64 mm)



Depth of entry step treads 10.4 in (265 mm)

N/A N/A

Height of entry step riser 9.8 in (250 mm)

N/A N/A

Depth of interior step treads N/A 11 in (280 mm)

N/A

Height of interior step riser N/A 8.2 in (208 mm)

8.27 in (210 mm)

Maximum suspension deflection at AW4 (Sum of resilient wheel, primary and secondary suspension)

2 in (50 mm)

2. Pantograph Dimensions – Pantograph dimensions are provided below in

Table 8.3.B.2. TABLE 8.3.B.2 PANTOGRAPH DIMENSIONS


Maximum height above TOR in the lockdown position with, new wheels and car at AW0

12.6 ft (3,827 mm)

Operating height dynamic conditions with new or fully worn wheels and any car weight from AW0 to AW4

Max 22.3 ft (6,790 mm)

Min 13.0 ft (3,960 mm)

Maximum collector head width over horns 72.8 in (1,850 mm)

Minimum collector head carbon shoe length 41.3 in (1,050 mm)

Maximum longitudinal distance from center truck pivot to center of pantograph shoe, locked down

46 in (1,164 mm)

6.1 in (156 mm)

Longitudinal distance between carbon shoe centers (outside full-length carbons)

14.17 in (360 mm)Note 1

11.80 in (300 mm)Note 2

12.01 in (305 mm)Note 2

Longitudinal distance between carbon shoe centers (inside short carbons)

NA 6.36 in (162 mm)Note 2

6.69 in (170 mm)Note 2

Carbon shoe widths 1.67 in (42.5 mm)

2.36 in (60.0 mm)

Note 1 - Type 1 - Standard 2 carbon configuration Note 2 - Type 2, 3 and 4 – Custom configuration - 2 standard long outer carbons and 2 short

inner carbons


3. Wheel Dimensions – Wheel dimensions are provided below in Table

8.3.B.3. Profile: The TriMet light rail wheel profile is shown below in Figure 8.3.B.3.

TABLE 8.3.B.3 WHEEL DIMENSIONS


Diameter – Motor Truck

New (nominal)

28 in (711 mm)

26 in (660 mm)

Fully worn (condemning limit)

26 in (660 mm)

24 in (610 mm)

Diameter – Trailer Truck

New (nominal)

28 in (711 mm)

26 in (660 mm)

Fully worn (condemning limit)

26 in (660 mm)

24 in (610 mm)

Back-to-Back Dimension .819 in, ± 0.061 in (1367 mm, ± 1.54 mm)


FIGURE 8.3.B.3 WHEEL PROFILE


4. Truck Dimensions – Truck dimensions are provided below in Table 8.3.B.4.

TABLE 8.3.B.4 TRUCK DIMENSIONS


Truck spacing, centerline-to-centerline 29.7 ft (9,040 mm)

34.5 ft (10,500 mm)

33.53 ft (10,220 mm)

Truck wheelbase, motor truck

Motor Truck 74.8 in (1,900 mm)

70.8 in (1,800 mm)

74.76 in (1,900 mm)

Trailer Truck 74.8 in (1,900 mm)

70.8 in (1,800 mm)

70.87 in (1,800 mm)

C. Weight and Passenger Loading – Weight and passenger loading information is provided below in Table 8.3.C.

TABLE 8.3.C WEIGHT AND PASSENGER LOADING Type 1 Type 2/3 Type 4

AW0 (Empty)

Weight 95,000 lb (43,180 kg)

109,000 lb (49,440 kg)

98,987 lb (44,900 kg)

Passenger Seats 68 64 68

Standing Area 24.5 m2 25.5 m2 26 m2

AW1 (Full seated load + operator)

Weight 106,860 lb (48,570 kg)

119,000 lb (53,890 kg)

110,252 lb (50,010 kg)

Passenger capacity 68 65 73

AW2 (AW1 + 4 people per m² of suitable standing space)

Weight 120,720 lb (54,870 kg)

134,710 lb (61,100 kg)

126,302 lb (57,290 kg)


AW3 (AW1 + 6 people per m² of suitable standing space)

Weight 127,650 lb (58,020 kg)

142,560 lb (64,670 kg)

134,172 lb (60,860 kg)


AW4 (AW1 + 8 people per m² of suitable standing space – structural load requirement)

Weight 134, 580 lb (61,170 kg)

150,420 lb (68,230 kg)

142,197 lb (64,500 kg)


Loads are calculated using a passenger weight of 154 lb (70 kg) each person. The car weight supported at the center truck shall be within the range of 25% to 35% of the total car weight.


The difference in vehicle weight between the A-End and B-End trucks shall not exceed 2,000 lb (900 kg). The lateral imbalance shall not exceed 25,000 in-lb (290 kg-m).

D. Curves and Grades All TriMet LRVs shall be capable of operating over: 1. Minimum horizontal curve radius 82 ft (25 m) 2. Minimum vertical curve radius, crest 820 ft (250 m) 3. Minimum vertical curve radius, sag 1,150 ft (350 m) 4. Maximum gradient 7%

E. Dynamic Envelope

This section provides criteria related to the allowable dynamic envelope of the vehicles. 1. Roll Angle

The maximum dynamic roll angle, with failed suspension shall be 4 degrees.

2. Tangent Track The LRV design envelope (dynamic) of the vehicle on tangent track at any speed up to 55 mph shall be limited to that shown on Figure 8.3.E.2

3. Curves

The maximum dynamic offset in curves shall be as shown in Figure 8.3.E.3. Also refer to Design Criteria, Chapter 22 – Clearances.

4. Undercar Clearances

a. Vertical undercar clearance is defined from TOR with the maximum suspension deflection and car body roll, minimum vertical curve radius, and fully worn wheels. Minimum vertical clearance shall be 2 in (50 mm)

b. With the above conditions and with any radius curve down to the

minimum, clearances between truck components and the car body shall be no less than 1.5 in (38 mm). For the Type 2/3 center trucks that do not swivel under the center car body section, this clearance may be reduced to 1/2 in (12 mm)

5. Station Platform Interface

The station platform interface shall be as described Design Criteria, Chapter 6 – Stations.


FIGURE 8.3.E.2 LRT VEHICLE DYNAMIC ENVELOPE TANGENT TRACK


FIGURE 8.3.E.3 MAXIMUM CURVE OFFSETS


F. Propulsion/Braking Performance 1. Acceleration

a. The following acceleration requirements shall be met at vehicle loads from AW0 to AW2. At loads above AW2, the maximum rate may be reduced proportionally by the ratio of AW2 to the actual car weight.

1. Maximum acceleration rate 3.0 mphps (1.34 m/s²) +5% 2. Time to reach 25 mph (40 km/h) ≤ 10 s 3. Time to reach 50 mph (80 km/h), AW0 to AW2 ≤ 35 s

Acceleration Rate in mphps (m/s2) (Average)

Request Nominal Min Max P5 3.00 (1.34) 2.85 (1.27) 3.15 (1.41) P4 2.30 (1.03) 2.20 (0.98) 2.40 (1.07) P3 1.60 (0.72) 1.50 (0.67) 1.70 (0.76) P2 0.90 (0.40) 0.80 (0.36) 1.00 (0.45) P1 0.30 (0.13) 0.20 (0.09) 0.40 (0.18)

b. Full acceleration rate shall be met at vehicle weights from AW0 to AW2.

The speed range shall be from 0 to 20 mph (32 km/h).

2. Service Brake Requirements a. The following deceleration requirements shall be met at vehicle loads from

AW0 to AW3. At loads above AW3, the maximum rate may be reduced proportionally by the ratio of AW3 to the actual car weight.

b. Full service brake rates for the following speeds;

1. From 45 mph (72 km/h) to 3 mph (5 km/h) - 3.0 mphps (1.34 m/s²) + 5%

2. From 55 mph (88 km/h) to 45 mph (72 km/h) - 2.3 mphps (1.03 m/s2) minimum.

c. Braking shall be provided by a combination of dynamic and disc braking.

The Type 2/3/4 dynamic brake shall be regenerative and rheostatic.

d. Dynamic brake fade shall not occur above 3 mph. e. In the event of dynamic brake failure, maximum train speed shall be

automatically limited to not less than 30 mph (48 km/h). In addition, by operating rule, an operator applied speed restriction of 20 mph (32 km/h) may be imposed when operating with a dynamic brake failure on sustained downgrades between Beaverton Transit Center and the East Portal of the tunnel if necessary to prevent disc brake overheating. The disc brake shall be capable of providing the specified rate, with a +20% tolerance instead of +10%, without damage to any equipment or brake pads, for a complete round trip on the combined Eastside – Westside line.


Maximum brake (called Master Controller Emergency Brake on the Type 4) and maximum service brake rate shall be supervised and an emergency brake application shall be initiated if a rate of 2.0 mphps (0.9 m/s2) for maximum brake and 1.12 mphps (0.50 m/s2) for maximum service brake is not achieved within 3 s of the command.

3. Emergency Braking Requirements a. For brake entry speeds equal to or greater than 30 mph (48 km/h), the

minimum emergency brake rate, at all weights up to AW3, shall meet or exceed the values calculated by the following equation:

RAV [mphps] = -0.02v [mph] + 5.6 (USA) RAV [m/s²] = -0.006v [km/h] + 2.5 (SI) b. RAV is the average emergency braking rate in mphps (m/s²) and v is the

brake entry speed in mph (km/h). The maximum emergency braking rate shall not exceed the minimum rates by more than 30%.

c. For brake entry speeds greater than 15 mph (24 km/h) and less than 30 mph (48 km/h), the average emergency brake rate shall be a minimum of 5.0 mphps (2.23 m/s²) and shall not exceed this rate by more than 30%.

d. For brake entry speeds of less than 15 mph (24 km/h), the instantaneous emergency brake rate after the rate has built up shall be a minimum of 5.0 mphps (2.23 m/s²) and the maximum rate shall follow the characteristics of the magnetic track brake.

4. Parking Brake

The parking brake system shall be capable of holding a vehicle to AW4 on a 7% grade indefinitely.

5. Continuous and Balancing Speed

a. Minimum balancing speed 55 mph (88 km/h) (AW0 to AW2, level tangent track)

b. Balancing speed on a 5% uphill grade 40 mph (64 km/h)

(AW0 to AW2, tangent track)

c. Minimum safe operating speed 65 mph (105 km/h)

d. The vehicle shall be capable of continuous operation at low speeds of 5 mph (8 km/h) or less.


6. Speed Maintenance1 Three different speed regulation positions shall be provided to limit speeds when traveling downgrade. The speed set points shall be as follows:

Request Speed

a. SM1 55 mph (88 km/h) b. SM2 35 mph (56 km/h) c. SM3 15 mph (24 km/h)

Note 1 - Type 4 has a proportional master controller with a speed maintain feature for propulsion and brake

7. Mode Change Dead Times

Mode change dead time shall not exceed the following: a. Power to Brake 400 ms b. Power to Coast 400 ms c. Coast to Brake 400 ms d. Coast to Power 400 ms e. Brake to Power – below 3 mph 400 ms f. Brake to Power – above 3 mph 600 ms

8. Jerk Limits

a. In response to a step input command signal, the average rate of change of acceleration or deceleration in any brake or propulsion mode except emergency braking shall be the following: 1. Minimum 1.0 mphps² (0.45 m/s3) 2. Maximum 4.0 mphps² (1.8 m/s3)

b. Except for P5, MSB, and MB where the minimum jerk rate shall be 3.0

mphps2 (1.3 m/s2). Emergency brake applications shall not be jerk limited.

9. Spin/Slide Correction a. A system shall be provided to detect and correct wheel spin and slide on

each car whether random or synchronous on an individual truck basis both in acceleration and braking.

b. Efficiency shall be at least 90% in acceleration and in braking.

10. No-Motion Detection Apparatus shall be provided to detect all vehicle motions down to and including 2 mph (3 km/h).

11. Duty Cycle Rating

a. The car shall be capable of continuous operation on any combination of TriMet lines without exceeding the continuous rating of any equipment, under the following conditions: 1. A constant AW2 load 2. A dwell time of 8.0 s at each stop 3. Acceleration and braking at maximum rates


4. Operation to maximum track speeds 5. A 30-s layover at each end of the line

b. In addition, one train with an AW3 load shall be capable of pushing or

towing another train of equal length with an AW3 load from the point of failure to the next station, where passengers would be unloaded, and then continue with both trains at AW0 load to the end of the line, at reduced performance, without damage or reduction in equipment life. The point of failure shall be considered to be at the farthest location on the line from either end of the line such that the worst load is imposed on the equipment. The train will be dispatched to the nearest end of the line. The train operating in this condition would be operated as a special equipment movement with no passenger station stops after the first and would slow down only as normally required by other traffic, signals, and civil requirements. Maximum speed may be reduced, by rulebook, to not less than 30 mph (48 km/h).

G. System Operations

1. Overhead Voltage The car shall be designed for the following overhead catenary system voltage conditions: a. Nominal 750 Vdc b. Maximum sustained 925 Vdc c. Minimum sustained 525 Vdc d. DC derived from 12-pulse rectification

2. Vehicle Voltages

a. Low Voltage Power System, Type 1 and Type 2/3: 37.5 Vdc b. Low Voltage Power System, Type 4: 29.4 Vdc c. AC power supply, Type 1 and 2/3: 208/120 Vac rms,

3 phase, 4 wire, 60 Hz d. AC power supply, Type 4: 460/120 Vac rms

3 phase, 4 wire, 60 Hz 3. Electromagnetic Interference

a. Radiated Emission 1. From 0.01 MHz to 30 MHz, the maximum permissible interference limit

shall not exceed 20 dB above the limit of Figure 22 (RE05) of MIL-STD-461A.

2. From 30 MHz to 88 MHz, the maximum permissible interference limit

shall be 58 dB above one μV/m/MHz bandwidth.

3. From 88 MHz to 1000 MHz, the maximum permissible interference limit shall be 68 dB above one μV/m/MHz bandwidth.

b. Conductive Emission 1. From 0 Hz to 40 Hz, 10 A maximum


2. From 40 Hz to 120 Hz, 1 A maximum 3. From 120 Hz to 320 Hz, 10 A maximum 4. Above 320 Hz, the emissions limit then follows a smooth curve

through 10 A at 320 Hz, 0.08 A at 2 kHz, 0.016 A at 4 kHz and 0.0046 A at 7 kHz.

c. Inductive Emission

The inductive emissions shall be limited to a maximum of 20 millivolts, rms, rail-to-rail, at all frequencies between 20 Hz and 20 kHz.

4. Noise

a. Interior noise shall not exceed the following: 1. Vehicle stationary: 72 dBA 2. Vehicle operating: 78 dBA

b. Exterior noise, measured 50ft from the centerline of the track, 5 ft above the ground, shall not exceed the following: 1. Vehicle stationary: 65 dBA 2. Vehicle operating on tangent track: 75 dBA

5. Shock and Vibration a. Vibrations anywhere on the vehicle floor, walls, ceiling panels and seat

frames shall not exceed the following: 1. Below 1.4 Hz: Maximum deflection (peak to peak): 0.10 in 2. 1.4 Hz to 20 Hz: Peak acceleration: 0.01 g 3. Above 20 Hz: Peak velocity: 0.03 in/s Additionally, all vehicle equipment shall withstand the following:

b. Car-body-mounted components 1. Vibrations up to 0.4g peak to peak, at frequencies up to 100 Hz 2. Impact loads of 2g lateral, 3g vertical, and 5g longitudinal

c. Truck-frame-mounted components 1. Vibrations up to 4g peak to peak at frequencies up to 100 Hz 2. Impact loads up to 20g each applied individually on any major axis

d. Truck-axle-mounted components 1. Vibrations up to 10g peak to peak at frequencies up to 100 Hz 2. Impact loads up to 50g each applied individually on any major axis

6. Ride Quality

All vehicles have an rms value not exceeding the "4-hour, reduced comfort level (vertical)" and "2.5 hr, reduced comfort level (horizontal)" boundaries derived from Figure 2a (vertical) and Figure 3a (horizontal) of ISO 2631 over the range of 1 Hz to 80 Hz, for all load conditions AW0 to AW3.

7. Flammability and Smoke Emission

a. All materials used in the construction of the car shall meet the



requirements of the U.S. Department of Transportation's "Recommended Fire Safety Practices for Rail Passenger Car Materials Selection – January 1989".

b. The floor structural assembly shall meet a 30-minute minimum endurance rating if tested in accordance with ASTM E 119. The ceiling structural assembly shall meet a 15-minute minimum endurance rating if tested in accordance with ASTM E 119.

c. Total BTU content shall be no more than 90,000,000 BTU per car. Heat release rate shall be no more than 45,000,000 BTU/hr per car.

CHAPTER 9 LIGHT RAIL TRANSIT OPERATIONS FACILITIES


CHAPTER 9 – LIGHT RAIL TRANSIT OPERATIONS FACILITIES

9.1 GENERAL This chapter provides guidelines for modifications performed to existing facilities and the construction of new operations facilities for the light rail transit system.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 8 - Light Rail Vehicles 7. Design Criteria, Chapter 10 - Traction Electrification System 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 13 - Communications 11. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 12. Design Criteria, Chapter 15 - Light Rail Crossing Safety 13. Design Criteria, Chapter 16 - Small Buildings 14. Design Criteria, Chapter 17 - Parking Facilities 15. Design Criteria, Chapter 18 - Sustainability 16. Design Criteria, Chapter 21 - Fare Collection 17. Design Criteria, Chapter 22 - Clearances 18. Design Criteria, Chapter 24 - Security 19. Design Criteria, Chapter 25 - Signage and Graphics 20. Design Criteria, Chapter 26 - Elevators 21. Design Criteria, Chapter 27 - Lighting 22. Design Criteria, Chapter 28 - Amenities 23. TriMet Directive Drawings

B. Industry

1. Uniform Mechanical Code 2. Uniform Plumbing Code 3. National Electrical Code 4. National Electrical Safety Code 5. National Fire Protection Association (NFPA) 6. American National Standard Code for Elevators 7. American National Standards Institute, Inc.


1. Americans with Disabilities Act (ADA), including the U.S. Department of Transportation’s Transportation for Individuals with Disabilities: Final Rule

2. Oregon Structural Specialty Code (OSSC) 3. International Building Code (IBC)



a. Systems Engineering 2. Operations

a. Maintenance of Way b. Rail Transportation c. Safety d. Security

9.3 CRITERIA / APPLICATION A. Features / Functions

New LRT Operations Facilities and expansions shall house the following functions as required by TriMet: 1. Light Rail Vehicle (LRV) storage 2. Train make-up and yard dispatch 3. LRV adds and drops 4. Train operator and Field Operations report area 5. Operator, Field Ops and maintenance training 6. LRV service and inspection 7. LRV interior and exterior cleaning 8. LRV air-conditioning, current collector and resistor unit repair 9. Signal system service and inspection 10. Fare Collection (FC) equipment storage and inspection 11. Traction Electrification System (TES) service and inspection 12. TES overhead service and inspection 13. Light Rail Transit (LRT) track maintenance 14. Station cleaning 15. Facilities maintenance 16. LRV re-railing 17. Rail-bound equipment storage 18. LRT parts stores 19. Administrative area for Transportation, Maintenance, Training, Planning and

Field Operations personnel 20. Central Control 21. LRV Body Shop 22. LRV Paint Shop 23. Machine and Sheet Metal Shops 24. Wheel Truing 25. Wheel and Axle Presses 26. LRV Truck Maintenance, Repair and Overhaul 27. Electronic Component Repair 28. Signal Relay Inspection and Calibration 29. Fare Collection Equipment Component Repair 30. Communications Equipment Component Repair 31. Covered storage of LRT Maintenance-of-Way (MOW) Materials 32. Sand box filling via silo


B. Site Planning 1. Layout

The operations facility layout shall include any of the following as required by TriMet: a. Tracks for Light Rail Vehicle Storage and Circulation b. LRT Transportation Report Area c. LRV Maintenance Shop d. LRT Spare Parts Depot e. LRT MOW Shop or Area f. Parking, Service and Access Roads g. Provisions for a future Hi-Rail Vehicle Facility and Compressed Natural

Gas Facilities h. LRV Cleaning and Wash Facilities i. Outside Storage Areas j. Yard Security Fencing k. Car Interior Cleaning and Cleaning Cart Storage Area

2. LRV Storage Tracks a. Storage tracks shall be provided for the required number of LRVs, with

space provided for increasing the storage capacity in the future.

b. The storage yard shall be arranged to provide space for all LRVs to be stored on level tangent track in two car trains.

c. Additional storage capability shall be provided for single cars. Area around

train storage should be level to facilitate safety of workers moving around trains.

d. Provide a non-powered MOW equipment storage track adjacent to an

accessible roadway. This track is to be accessible to the yard and mainline tracks. The length of the track shall be long enough to hold three LRVs. Clearance for crane operation loading/unloading equipment is required.

e. Track construction within the yard shall comply with Design Criteria,

Chapter 3 – Track Geometry and Trackwork.

3. LRV Movement a. The layout of the storage yard shall enable movement to and from the

shop, other yard facilities, and the mainline with the smallest possible number of reverse movements and crossovers, consistent with site space limitations. This shall be accomplished by avoiding the use of stub-end tracks and by proper relationship of yard track orientation to the mainline. If stub-end tracks are approved by TriMet, they shall be short compared to the length of the other storage tracks. Where practical TWC controlled power switches shall be provided for the entrance and exit to the mainline storage tracks.


b. A run-around track shall be provided. This track shall provide unimpeded circulation around the yard, enable LRVs to enter the storage tracks from either end, enable LRVs to enter either end of the shop, allow an alternate exit/entrance from and to the main line, and allow LRVs to reach or bypass cleaning, inspection, and blowdown areas.

4. Parking and Service Roads

a. Parking and provisions for future parking shall be provided for visitors and employees to a level that meets local code and is adequate to accommodate the parking needs of the largest shift change. Access for truck delivery, including tractors with semi-trailers, shall be provided. See Design Criteria, Chapter 17 – Parking Facilities.

b. Service roads shall be provided around the shop, between selected LRV tracks, and to outdoor storage areas within the yard.

5. Blowdown Facility

a. Provisions shall be made for the blowdown of the underside and top of the LRVs. This function shall be environmentally separated from the main shop building. The blowdown shop shall be located on a track not normally used for daily inspection.

b. Provisions shall be made in the blowdown shop for steam cleaning and hot water washing of components and assemblies up to truck size. Special equipment shall be required to separate particulate and oil from drainage water prior to discharge to the sewage system. Special ventilation shall be required in order to collect and filter blowdown dust prior to discharge and to provide fresh air to the space. An eyewash plumbed from the domestic water source should be located in an easily accessible area.

6. Exterior LRV Wash Facility

a. An automatic exterior LRV wash facility shall be provided. The washer shall operate automatically on the advance of the car or cars to be washed. The wash facility shall accommodate all types of LRVs. Provisions shall be made for the delivery and storage of cleaning agents at or near the washer. Facilities shall be provided to recycle wash water and special drainage and freeze protection provisions shall be included. An auxiliary equipment room shall be provided for pumps, tanks and hydraulic equipment.

b. The LRV wash shall provide only for exterior wash of the sides and ends of the LRV. If roof washing is necessary, a platform that allows roof access in an area where there is no overhead wire shall be provided.

c. Provide a concrete pad long enough to support a two-car LRT consist and room for cleaners to get all around vehicles to clean. Provide drainage off of pad and into catch basins. Concrete pad to be placed prior to Wash Facility.


7. Yard Lighting

a. The yard shall be illuminated to provide a safe working environment for 24-hour operation of the facility. Lighting shall be placed to minimize shadows on walkways cast by parked LRVs.

b. Lighting shall be shielded so as not to spill on to neighboring properties. Some illuminated signage shall be required for yard entrance, building entrance and track numbers at building doorways, etc. Lighting shall meet Local Code requirements and Conditions of Approval issued. Also see Design Criteria, Chapter 27 - Lighting.

8. Electrification a. A separate substation shall be provided for the shop with shop trackage

electrically isolated from the yard trackage. Overhead wire in the yard and in the shop shall be sectionalized to allow the shutdown of power to specific car positions in the shop and tracks in the yard without affecting the remainder of the yard or shop. Individual lockable disconnects shall be provided for each shop car position to remove traction power when required for maintenance. The shop substation will be solidly grounded to the building ground network for safety purposes.

b. A separate yard substation may be provided, with yard track electrically

isolated from mainline track. If a separate yard substation is provided, configure the mainline substation to feed the yard when the yard substation is taken off-line.

c. Electrical services other than traction power shall be provided by a separate panel board. 120V single-phase, and 208V three-phase service shall be provided to operate HVAC, machinery, office equipment and communication equipment all up to ½ h.p. Incandescent and fluorescent lighting shall be 120 Vac for normal lighting and 125 Vdc for emergency egress lights. Fluorescent lighting may be 277 Vac. Shop area (HID) lighting shall be supplied at 277 Vac. All motors and machinery ¾ h.p. and over shall be supplied at 480V, 3 phase. Also see Design Criteria, Chapter 11 – Electrical System.

9. Security

Operations facility security shall be achieved by fencing the periphery of the yard and by lighting. a. Fencing

Fencing shall be in accordance with zoning and permitting limits between 6 and 10 ft in height and of the chain link type. Gates shall be provided at all yard track and road accesses and shall provide for minimum interference to LRV movement. Sliding gates shall be used. See Design Criteria, Chapter 2 – Civil and Chapter 11 – Electrical System, for grounding requirements.


b. Lighting Security lighting shall be placed as necessary to supplement the normal area outside work lighting.

c. Access Control A security system compatible with the TriMet Central Control and TRACS Systems shall be installed. See Design Criteria, Chapter 13 – Communications and Chapter 24 – Security.

10. Fire Protection

Fire protection utilities such as hydrants, sprinklers in the building, and extinguishers shall be provided in accordance with Fire & Rescue requirements in effect at the time of construction of the facility. The hydrants shall be located so as not to block the movement of LRVs when fire hoses are being used. See Design Criteria, Chapter 13 – Communications for SCADA information.

11. Yard Storage Areas

Outside storage space shall be provided for the storage of the following types of equipment and structures: electrification poles, signal equipment, lighting poles, rail, ties, special trackwork (such as switches, switch stands, frogs, etc.), other track materials (such as tie plates, spikes, joint bars, insulated joints, etc.), ballast, and reels of wire. Locations of these types of storage areas are not generally critical and can be fit in as the track layout is refined. Storage areas shall meet applicable criteria for land use.

12. Landscaping

Landscaping shall be minimal, but shall meet local code requirements. The amount and type shall be consistent with the local development requirements for the site. Low maintenance ground cover material (gravel, barkdust, etc.) shall be provided on areas of the site not used for structures, track, or access roads and walkways. Refer to Design Criteria, Chapter 5 – Landscaping, for additional details.

13. Refuse Collection

a. Refuse collection bins, dumpsters, etc. shall be provided at several locations convenient to work areas as well as to collection vehicles. Space allocation limitations associated with the shop and yard site may require the transfer of waste materials from local collection points to a central dumpster.

b. Certain containers shall be designated for recycling purposes, such as those used for metal waste, and for office waste paper, cardboard, glass, etc.

14. Fueling Facilities

Provision shall be made, where instructed by TriMet, for the addition of facilities to refuel building support equipment (i.e. forklifts, etc). Emergency switches and other safety and environmental provisions shall be provided in


accordance with the International Building Code, Plumbing Code, National Electric Code, and the NFPA. Some of these vehicles will use compressed natural gas and the station shall meet all safety and NFPA provisions.

C. Operations Facility Layout

1. Design Codes and Standards Design requirements for the building and yard shall comply with all federal, state, and local laws, regulations, rules, requirements, and the preservation of natural resources as well as all laws, ordinances, rules, regulations and lawful orders of any public entity bearing on the performance of the work.

2. LRV Maintenance Shop Functional Requirements

Shop functional requirements will be determined by TriMet for each maintenance facility project.

3. Shop Layout

The shop layout shall follow certain design guidelines as closely as funds, site configuration and staged construction permit. These guidelines relate to the relative location of spaces to each other within the shop, areas of the spaces for the type of activity or function, utility requirements, etc. a. Proximity to mainline and storage yard to minimize switching movements

and accelerate emergency repairs. b. Run-through tracks in the shop area to provide for efficient flow of LRVs

and to allow entry and exit from either end of the building. c. A maximum of 2 linear car positions in the shop to preclude entrapment of

an LRV between others when maintenance and repairs are being performed.

d. Grouping related maintenance and servicing activities to simplify

supervision and work flow, and to help minimize the floor space needed for circulation to and from the various interrelated spaces.

e. Proximity of support activities and proper industrial engineering shall be

incorporated to maximize circulation efficiency. f. Fixed and portable jacks shall be provided for lifting entire LRVs and lift all

types of LRVs. A bridge crane shall be provided with adequate capacity to lift the heaviest LRV component, an assembled motor truck. The bridge crane shall be so located as to allow a highway flatbed tractor/trailer to position itself under the crane and allow motor trucks and trailer trucks to be loaded for shipment. Turntables and transfer tracks shall be provided for exchange and movement of trucks.

g. The daily/routine maintenance pits will be a single-level design. Side

equipment boxes will be accessed for the Type 1 cars via stools or platforms.


h. Maintenance Pit Fall Protection 1. A self-tensioning wire rope and adjustable stanchion fall protection

system shall be provided at each maintenance pit. 2. System flexibility shall accommodate the relocation of portable stair

units within the maintenance pit to minimize open gaps.

i. Services in the pit areas shall include the following: compressed air outlets at each support column, a 120 Vac duplex receptacle at each column, welder receptacles consistent with the Ruby Junction design, floor drains for pit wash down, oil drain for disposing of used gearbox oil, conduits to connect all pits for future addition of other services, radiant heating, exhaust ventilation, provisions for addition of grating, approved railings or chains, stairway access, and provisions for vertical movement of tools and components between the shop floor level and the pit level, as well as platform level. In addition to providing service at this level, the material lift shall also service the pit and maintenance floor.

j. Interlocks shall be provided to assure exclusive operation of the bridge

crane or the OCS, but not both for one car position. Operation of the crane shall be allowed in a zone over the unit repair area.

k. Maintenance Platforms

1. Maintenance platforms shall be provided with an interlocking gate system so that rooftop equipment can be serviced by maintenance personnel without requiring tie off and harness. a) The interlock on the gate system shall prevent cars from pulling out

of the maintenance bay unless the gates are closed.

b) The ‘end’ gates of the interlocking gate system shall swing out from the platform, towards the vehicle, to provide fall protection while accessing the top of the vehicle.

c) The ‘intermediate’ gates of the interlocking gate system shall swing

towards the platform and not towards the vehicle, requiring maintenance personnel to step back in order open the gate.

d) Interlocking swing gates shall be self closing.

2. The ‘gap’ between work platforms and the working surface of the

vehicle shall be four (4) inches or less.

l. The suggested work areas are listed below and will be chosen based on the scope of each maintenance facility project: 1. Yard Operations 2. Communications Equipment 3. Training 4. Janitor 5. Women's Locker Room 6. Men's Locker Room


7. Men's Room 8. Women's Room 9. Electrical 10. Boiler and Mechanical 11. Lunch Room/Ready Room 12. Conference Room 13. Administration 14. Storage 15. Air Conditioning, Current Collector, and Brake Resistor Repair 16. Shop Substation 17. Telephone Equipment 18. Signal Equipment Room 19. Compressor Room 20. Maintenance-of-Way 21. Foreman's Office 22. Wash Bay 23. Blow Down 24. Inspection Pit 25. Rooftop Level Maintenance Platforms 26. Maintenance Areas and Offices 27. Shipping/Receiving 28. Fare Collection 29. Employee Exercise Room 30. Stairs/Halls/Lobby/Elevator

4. Shop Functional Areas

Shop functional areas will be defined based on the functions chosen. These are individual for each maintenance facility project.

5. Support Areas for Shops

The following support functions shall be provided if the maintenance facility in question does not already provide them: a. Locker rooms, showers and rest rooms facilities for men and women.

b. Employee lunchroom, conference room, and training areas. (May be

combined or separated to best fit TriMet's policies and other facilities.)

c. Foreman's office, storeroom facilities, general work areas and receiving and shipping areas. Receiving and shipping areas shall be designed with docks for loading and unloading materials for the maintenance shops.

d. Spare parts storage, in conjunction with the store's office and loading

dock.

e. An interior inventory storage area for wheels, trucks and other large parts.

6. Central Maintenance, Operations and Administrative Areas a. Space shall be provided for the management of the maintenance shops

and operations facilities. Space must be provided for the Maintenance and


Transportation Managers, unit supervisors, general clerical, and storeroom supervisors. For functional reasons, the LRV Maintenance Manager, Supervisors, and Foremen shall be located in offices adjacent to the LRV work areas.

b. A covered area will be dedicated for car cleaning operations. In addition to housing cleaning carts, this area will be provided with a mop sink, it will have a safety certified eyewash, charging plugs for the cleaning carts, and be heated to prevent freeze-up.

D. Operations Facility Design Guidelines 1. Goals

New or expansion of existing Operations Facilities shall complement the Light Rail Operations Facilities at Ruby Junction and Elmonica currently in use. These facilities have worked well for TriMet over the years, both in terms of function and quality of spaces. It is TriMet's goal to make new facilities similar in function and design so personnel can work in all facilities and be familiar with procedures, equipment, locations and functional aspects.

2. Exterior Materials

a. The exterior materials to be used on the facility are to be selected based on intended use, durability, appearance and cost efficiency. TriMet desires a facility that will require low maintenance over the years, but also provide a pleasing appearance to fit in to the existing area. Materials such as brick, concrete block, pre-cast concrete, and metal siding shall be used.

b. Glazing should be thermopane-insulating glass. Where exposed to direct sun, energy efficient glass is to be used. Exterior wall and roof areas are to be insulated to meet current energy codes. Roof materials shall be selected based on long-term durability and appearance. Flashings are to be either stainless steel or galvanized. Door frames are to be painted metal and window frames are to be painted metal or aluminum.

3. Interior Materials

a. The emphasis on material selection for the interior of the facility is on durability and low maintenance. The shop areas will have heavy use and maintenance requirements.

b. Finishes should be as follows:

1. Sealed concrete floors in shop areas.

2. Wall areas in shops to have a minimum 8' high concrete or concrete block wainscoting.

3. Office areas to be metal stud and 5/8" gypsum-board construction. Floor and ceiling materials appropriate with use. Sound insulation shall be provided between adjacent office spaces.


4. Toilet/shower areas to have ceramic tile floor and wall finishes and shall be sealed.

4. Structural

a. The following structural criteria shall be followed: 1. Seismic capacity shall be based upon the Oregon Structural Specialty

Code. 2. Roof load 25 PSF (additional at snow loading conditions). 3. Floor Loads: 100 PSF at office areas, 125 – 250 PSF at structured

shop storage. Designers shall review the ‘intended use’ of each floor to determine appropriate floor load ratings.

4. Slab on grade: H-20 Highway loading. 5. Wind loads: 80-MPH Exposure 'C'. 6. Soil bearing pressure to be verified with soils report.

b. The building structure shall be of Type I or Type II non-combustible

materials. Use of wood should be avoided. Also see Design Criteria, Chapter 7 – Structures.

5. Lighting

Lighting for specific task areas shall be located and designed to meet intended use requirements. Illumination levels shall be as specified in Design Criteria, Chapter 27 – Lighting. a. Energy-saving lighting systems and fixtures shall be used where possible.

b. Natural light from skylights, windows and clerestory windows shall be

maximized to reduce dependence on light fixtures during daylight hours.

c. Shop areas shall have T-8 or T-5 fixtures.

d. Office areas shall have T-8 fluorescent light fixtures with electronic energy-saving ballasts.

e. Maintenance pits shall have fluorescent lights along both sides aimed

upward for undercar lighting with a lens on the bottom for floor lighting. (The design used at the Ruby Junction maintenance facility is highly desirable.)

6. Corrosion Control and Safety Grounding

a. The maintenance facility shall have an equipotential grounding system for all conductive surfaces exposed to human contact. This shall be accomplished through use of a building perimeter ground. The perimeter ground shall be bonded to intermittent ground rods and bonded to the metal structure of the building and reinforcement bars of the concrete. The reinforcing steel of the main shop floor shall be bonded into a grid pattern and all shop conductive surfaces shall be bonded to the grid. The shop trackwork shall be continuous and bonded to the grid. The shop grid and perimeter ground shall be bonded to the shop substation ground mat. Insulated rail joints shall be located in the ends of the concrete aprons,


which will define the extent of the shop grounding system.

b. DC stray currents are prevalent in the yard and shop area. Accordingly, ferrous pipe shall be coated with an electrical insulating material and tested prior to burial. Some underground services (such as natural gas) may be better served by use of plastic pipe where the code allows. Joints in piping will require bonding in some locations and insulated joints in others. Refer to Design Criteria, Chapter 14 – Stray Current and Corrosion Control.

7. Acoustics

In planning the new facility, noise-generating equipment such as air compressors and pumps shall be located away from office areas and/or acoustically isolated. HVAC mechanical units shall be located and specified so that noise and vibration transmission is minimized. In addition, walls, ceilings and floors in these spaces shall be insulated to further reduce noise transmission to other parts of the facility.

8. Maintenance

In planning a new facility, TriMet's existing maintenance procedures shall be reviewed and Operations personnel shall be consulted to ensure that the new facility provides an efficient work environment. Janitorial closets and other maintenance rooms shall be located on each floor and in locations convenient for users. Floor drains, hose bibs, etc. shall be located for convenience of use.

9. Mechanical Systems

a. Shop areas shall be heated with a gas-supplied, radiant heat system. The heating system shall be designed in zones. Maintenance pits shall have a section of wall-mounted radiant heat. Pit areas shall have exhaust air ducts at sidewalls. Shop compressed air shall be available in all pits at convenient intervals to operate tools.

b. Office and administration areas shall have forced air heating, ventilating, and air conditioning systems. The HVAC system shall be designed in zones appropriate for use and exposure to heating and cooling demands. The signals equipment room and shop substation electrical room shall be air-conditioned.

10. Access for the Mobility Impaired

The facility shall be designed to meet applicable federal, state and local codes for ADA accessibility guidelines.

CHAPTER 10 TRACTION ELECTRIFICATION SYSTEM


CHAPTER 10 – TRACTION ELECTRIFICATION SYSTEM

10.1 GENERAL This chapter provides the criteria for the design of the Traction Electrification System, which provides electrical power to Light Rail Vehicles. These criteria are presented in three sections; 10.3.A covers the traction electrification system as a whole, 10.3.B the traction power supply system and 10.3.C the traction power distribution system.


All design work and material selection shall conform to or exceed the requirements

of the latest editions of standards and codes issued by the following organizations:

A. TriMet 1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 7 - Structures 4. Design Criteria, Chapter 8 - Light Rail Vehicles 5. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 6. Design Criteria, Chapter 11 - Electrical System 7. Design Criteria, Chapter 12 - Signal System 8. Design Criteria, Chapter 13 - Communications 9. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 10. Design Criteria, Chapter 16 - Small Buildings 11. Design Criteria, Chapter 22 - Clearances 12. Design Criteria, Chapter 27 - Lighting 13. TriMet Directive Drawings

B. Industry

1. Association of American Railways (AAR) 2. American Railway Engineering and Maintenance-of-Way Association

(AREMA) 3. American Institute of Steel Construction (AISC) 4. American National Standards Institute (ANSI) 5. American Society for Testing and Materials (ASTM) 6. Institute of Electrical and Electronics Engineers (IEEE) 7. National Electrical Manufacturers Association (NEMA) 8. Insulated Cable Engineers Association (ICEA) 9. American Society of Mechanical Engineers (ASME) 10. Electric Utility Service Equipment Requirements Committee (EUSERC) 11. Underwriters Laboratories (UL) 12. National Electrical Testing Association (NETA) 13. National Electrical Safety Code (NESC), where applicable 14. National Fire Protection Association (NFPA) 15. National Electrical Code (NEC), where applicable


C. Federal, State or Local

1. Oregon Electrical Specialty Code 2. Applicable State, Local, and County Codes

D. Stakeholders

1. Capital Projects a. Environmental b. Program Construction c. Program Design d. Systems

2. Operations a. Facilities Management b. Rail Transportation c. Maintenance of Way

1. Substations 2. Overhead Power 3. Engineering Support 4. Apprenticeship/Training


A. Traction Electrification System 1. General

All traction electrification system equipment shall be designed taking into account the effects of the harmonic content of the traction load, the highly fluctuating pattern of traction current, and system faults. The TES shall be designed for a minimum functional life expectancy of thirty (30) years. The traction electrification system design shall optimize the benefits of light rail vehicle regenerative braking capabilities.

2. System Load Flow Study a. The design of the Traction Electrification System shall be based on a

computer-aided load flow simulation. The computer simulation shall demonstrate that the Traction Electrification System design meets the design criteria.

b. Two-car trains at AW 2 load shall be simulated to operate on the system under normal and substation outage conditions for a one-hour peak period.

c. The following headways shall be assumed for load flow simulation

purposes: Route Route Description Time 1 Hatfield Government Center to Gresham -

Cleveland Station (Blue Line) 7.5 minutes

2 Beaverton Transit Center to Portland International Airport (Red Line)

7.5 minutes


3 Portland State University to Portland Expo Center (Yellow Line)

7.5 minutes

4 Portland State University to Clackamas Town Center (Green Line)

7.5 minutes

5 Mall Loop 15 minutes 6 Portland State University to Milwaukie

(Terminus) 7.5 minutes

Future Initial assumption is 7.5 minutes

d. The input data shall include track gradients, track speed limits, passenger station locations, station dwell times, and the electrical and mechanical characteristics of the trains. Further, the input data shall represent the utility electrical system, the traction power substations, the distribution system and the negative return system.

e. The output data shall include train operational data including speed,

distance traveled, power demand and energy consumption for each station-to-station run. For each substation, the results shall include power demand, energy consumption, rectifier current, and feeder breaker current.

f. Calculations for maximum substation bus current, feeder cable size and temperature rating shall be performed. For each substation-to-substation section of the distribution system, the results shall include voltage profile and current flow in each section of the OCS.

g. Calculations for maximum OCS conductor temperature ratings shall be performed.

3. Sectioning

a. The system sectioning shall be designed to enable the electrical protective relays to initiate disconnection of faulted sections of the distribution system, allow maintenance to be performed, and achieve flexible operation during system emergencies.

b. The traction power supply system configuration shall be of the double-end type with electrical continuity between substations. All sections of the distribution system shall receive power from two adjacent substations.

c. The traction power supply shall be electrically separate between the

mainline, the storage yard and maintenance facilities.

d. The primary connection and isolation of the traction power overhead distribution system sections shall be performed by the substation DC feeder circuit breakers. At feeder poles, isolation of the traction power overhead distribution system sections may be accomplished by pole-mounted, lockable disconnect switches once train operation has ceased.


4. Substation Spacing and Location Traction power substation spacing shall be based on the system load flow study. The substations shall be located so that the distribution system voltage does not drop below the minimum level required, the temperature of the distribution system conductors does not exceed the maximum allowable value, and the rail voltages do not exceed the maximum permissible values, as specified in section 10.3.D of this chapter.

B. Traction Power Supply System 1. General

The traction power supply system consists of traction power substations located along the system route and connected to the distribution circuits of the local power utility company, the traction power supply system also includes the dc feeder cables in underground duct banks connecting to the overhead distribution system, and the running rails (negative return). The substations include all the equipment necessary to transform and rectify the utility ac three-phase voltage to dc electrification voltage.

2. Substation Buildings The electrical equipment shall be housed in buildings constructed to the International Building Code. Substations shall be provided with heating, ventilation, lighting and ac auxiliary power distribution. Refer to Design Criteria, Chapter 16 – Small Buildings, for detailed requirements on the substation buildings.

3. Equipment Rating a. The rating of the substation equipment such as the traction transformer,

rectifier, circuit breakers and cables shall be based on the system load flow study.

b. Each mainline substation shall be capable of supplying the following load cycle in accordance with NEMA and ANSI standards: 1. Constant temperature of all equipment shall be reached following

operation at 100 percent rated power for a minimum of 2 hours.

2. Equipment shall then be able to sustain a 150 percent overload for 2 hours with five evenly spaced periods of one minute each at 300 percent of rated load and one 5 second period at 450 percent of rated load, followed by a maximum short circuit current with duration equal to substation protective device clearing time.

3. Equipment shall be capable of sustaining such an overload twice a day – once in AM peak and once in the PM peak periods.

4. All equipment insulation shall be rated at the system maximum rated voltage.


4. Substation Incoming Service a. Incoming primary ac power to the Traction Power Substations shall be

supplied by the local power utility company at their standard primary voltage (typically a nominal 12.5 kV), 3 phase, 3 wire, 60 hertz. The substations shall be connected by underground cables to the utility distribution network.

b. Cable ductbanks, conduits, raceways and manholes inside the substation property line shall be designed from the point of utility interface to the traction substation. The design shall be fully coordinated with the utility requirements and interfaced with the utility overhead or underground facilities.

c. The feeder rating shall permit the substations to supply the specified load cycle and short circuits without exceeding the allowable equipment temperatures. Design and installation shall comply with the Oregon Electrical Specialty Code.

5. Temporary Electrical Service to Traction Power Substations

A temporary metered utility service shall be provided to supply power for building lights and electric heat during installation of the TPSS equipment and, subsequently, a source of power for testing of the switchgear. Rating of the temporary service shall be 100A minimum, at 120/240 VAC.

6. Primary Metering A meter socket shall be semi-flush mounted in accordance with the serving utility's requirements. The meter, CT's, PT's and metering conductors will be provided by the serving utility at the time of service .

7. Grounding For criteria on traction power substation grounding, refer to the systemwide grounding section in Design Criteria, Chapter 11 – Electrical System.

8. AC Switchgear a. The ac switchgear assembly shall provide the means to deliver, control

and measure the substation power requirements.

b. The assembly shall be housed in metal clad enclosures manufactured to ANSI standards containing incoming utility cabling and bus-work, ac circuit breaker with relaying metering equipment and auxiliary power supply equipment.

9. AC Auxiliary Power

Auxiliary power for the substation building shall be supplied by a single-phase, 25 kVA transformer, fed from the incoming utility feed. Other system loads, including signals, communications, station platforms, and parking lot lighting shall be fed by separate utility drops unless approved otherwise by TriMet.


10. Traction Power Transformer

a. The rectifier transformer shall be dry-type, self-cooled, with primary voltage to be consistent with utility supply, and equipped with appropriate taps to ensure secondary voltage meets the Design Parameters provided in Section 10.3.D of this chapter.

b. The transformer/rectifier shall be designed so that the maximum overall regulation is not greater than six (6) percent ± 0.5 percent between one (1) percent rated load and four hundred-fifty (450) percent rated load.

11. Rectifier

The rectifier shall be silicon diode type, natural convection-cooled. The rectifier shall be a complete operative assembly consisting of the diodes, heat sinks, internal buses, connections, diode fuses, and all other necessary components and accessories. It shall consist of full-wave bridges providing 12-pulse rectification. The rectifier shall be connected to the positive dc busbar by a main circuit breaker or a motorized switch, and to the negative dc busbar by a manually operated, single-pole blade switch.

12. DC Switchgear a. The dc switchgear assembly consists of a lineup of dead-front, ventilated,

metal-enclosed, freestanding, sheet-steel enclosures, and shall have bottom feeder cable entry.

b. The dc circuit breakers shall be high-speed, stored energy, draw-out, single-pole units.

c. The positive cubicle includes a motorized switch, bus bars, terminations, positive cabling and other associated equipment.

d. The negative cubicle includes a negative disconnect switch, bus bar, terminations for negative return cables and other associated equipment. The negative switch shall be key-interlocked with the positive switch.

13. DC Control Power

DC control power shall be supplied by a system that consists of a battery charger, batteries, battery racks, DC distribution panel board, and accessories.

14. Protective Devices a. Based on the magnitude of load, overload and short circuit currents, a

comprehensive protective scheme shall be designed to protect the substation equipment and the overhead distribution system as well as provide back up for the transit vehicle protective devices.

b. All protective relays shall be high quality utility-type draw-out devices enclosed in rustproof, dust-proof, high-impact cases with integral test


switches. The protective relays shall be self-resetting and have seal-in, hand-reset targets indicating relay operation. The relays shall be arranged to be visible, accessible for maintenance and logically grouped, with devices of related functions located in proximity to each other.

c. Microprocessor-controlled devices or programmable logic controllers (PLCs) may be used as an alternative to hardwired relay logic for certain applications.

d. Transfer tripping of substations adjacent to the section where a fault is detected shall be provided by a pilot wire trip scheme, or a dedicated fiber optic line.

15. Rail-to-Earth Monitoring

Each substation shall be equipped with a rail-to-earth voltage monitoring device, which will provide information via a separate network to a central location.

16. TES Emergency Shutdown a. Each substation shall be equipped with two traction electrification

emergency shutdown buttons.

b. One button shall be flush mounted in a NEMA 4X stainless steel enclosure mounted in an exterior wall, and accessible by key-switch only. The other enclosure shall be located inside near a door.

c. Actuation of the button shall trip the substation, cause an AC-Lockout, DC Lockout, and transfer trip and lock out the DC breakers at the adjacent substations for the line sections, thus completely isolating the sections.

17. Annunciation

a. The substations shall be equipped with an internal annunciation system and provision for a remote annunciation system through SCADA. The annunciation shall be microprocessor or PLC controlled, and use a human-machine interface (HMI) panel to display all alarm points. Test, acknowledge and reset switches shall be provided.

b. An indicator and alarm points list is shown in Table 10.3.B.17.b. These alarms shall be shown on the substation single line drawings, shall be annunciated locally, and an annunciator output shall be provided to interface with the SCADA system.

18. SCADA Provisions a. Each substation shall be equipped with a SCADA interface. See Design

Criteria, Chapter 13 – Communications for further SCADA information. The SCADA interface shall be used to interconnect the SCADA system with selected status, alarm and control points.


b. A SCADA point is shown in Table 10.3.B.18.b. Supervisory Control Lockout (local) shall be provided.

c. Equipment shall accommodate SCADA functions described in Table 10.3.B.18.b. Supervisory control of the dc feeder breakers shall be provided. The supervisory control shall permit only remote opening from TriMet Central Control; reclosing is not provided for. All electrically operated circuit breakers shall accommodate SCADA.

19. Equipment Arrangement

a. Substations shall have adequate area to accommodate all the electrical equipment and ancillary components. Relative spacing and positioning of each item of equipment shall permit maintenance, removal and replacement of any unit without the necessity of moving other units. The arrangements of the equipment shall permit doors to be opened, panels to be removed, and switchgear to be withdrawn without interference to other units. Ceiling heights and structural openings shall permit entry and removal of the largest components installed in the housing.

b. The DC switchgear shall be isolated and insulated from the substation building floor, the AC switchgear and the traction power transformer.

c. The traction power transformer shall be enclosed at the front and rear sides with rigid, self-supporting steel mesh partitions. The partition between the transformer and the negative cubicle shall be insulated. For maintenance access, front and rear access doors shall be provided.

d. Rear access to ac switchgear, transformer, rectifier and dc switchgear shall be provided. The TriMet Directive Drawings include a typical substation equipment layout. The final building dimensions and door locations are to be determined in accordance with the requirements of Design Criteria, Chapter 16 – Small Buildings, and approved by TriMet.

e. Provisions for future growth shall be provided. Minimum working clearances shall comply with the NEC. A minimum of 6 feet of space in front of high voltage switchgear shall be provided. Two exit doors with panic hardware, one from each end of the switchgear, shall be provided.

f. Interior lighting plans shall be coordinated with the comprehensive equipment and furnishings layouts to minimize shadows from suspended equipment, raceways and equipment tasks. Receptacle location plans shall be coordinated with equipment layout requirements.

C. Traction Power Distribution System

1. General a. The traction power distribution system consists of all equipment between

the interface with the dc traction power supply equipment at trackside disconnect switches, and the vehicle pantograph. The traction power


distribution system consists of an overhead contact system, trackside disconnect switches, plus at certain locations, underground parallel feeders.

b. The overhead distribution system shall be designed to be low maintenance and environmentally acceptable. Within the mechanical and structural design constraints, the system structures and associated equipment shall be as lightweight as possible and shall use visually unobtrusive fittings. The suspended bare conductor distribution system shall be double insulated with each level of insulation compatible with the system insulation class.

c. TriMet will designate the style of overhead contact system wiring and requirements of underground parallel feeder that is to be installed on tracks of each portion of the route.

d. The overhead system shall be designed to allow the trains to operate with all pantographs in contact with the conductors at up to the maximum allowable speed without excessive oscillations of the system and permit current collection without pantograph bouncing or arcing.

2. Distribution System Design Study

a. The design of the distribution system shall be based on an engineering analysis. The analysis shall include calculations of the distribution system design parameters and include pantograph security analysis, pantograph operations analysis, conductor tensions and maximum tension length analysis for 16’-0”, 18’-6” and 20’-0” contact wire heights. It shall take into account all factors that contribute to displacement of the contact wire with respect to the pantograph, including: 1. Climatic data. 2. Conductor data. 3. Pantograph dimensions. 4. Maximum contact wire wear. 5. Pole deflection due to loads imposed. 6. Erection tolerances. 7. Vehicle roll and lateral displacement. 8. Sway of pantograph. 9. Track maintenance tolerances. 10. Static pantograph centerline variation from vehicle centerline. 11. Dynamic pantograph centerline variation from track centerline due to

vehicle displacement on curves.

b. The result of this study shall define and provide values for the following parameters, where they have not been specified by TriMet: 1. Maximum structure spacing as a function of track curvature and track

vertical profile 2. Conductor blow-off, stagger effect and allowable static offset 3. Conductor rise and fall under various climatic combinations


4. Conductor along-track movement, stagger variation and wire elongation

5. Conductor tensions, sags and factors of safety under various climatic conditions

6. Contact wire deviation due to movement of hinged cantilevers 7. Conductor profile, hanger lengths and spacing 8. Equipment vertical and radial loads 9. Loss of conductor tension along the system due to wire movement and

track gradient 10. Contact wire wear chart 11. Conductor temperature range for auto tensioning 12. Pantograph sweep rate criteria 13. Catenary system height criteria 14. Minimum hanger length criteria 15. Pantograph clearance envelope

3. Operating Condition and Non-Operating Condition

The design of the overhead contact system shall include consideration of the effects of the following combinations of climatic conditions: a. Operating Condition is defined as either:

1. The presence of no ice with a 55 mile per hour wind, or

2. The presence of a maximum of a 40 mile per hour wind with ¼ inch of radial ice on contact wire and ½ inch of radial ice on messenger wire.

Whichever item above is the more onerous Operating Condition shall be included in engineering analyses relating to the normal operation of trains.

b. Non-Operating Condition is defined the presence of a 70 miles per hour wind without the presence of ice or operating trains. Non-Operating Condition is to be included in engineering analyses of the structural adequacy of the designed Overhead Distribution System.

4. Overhead Contact System Styles

Wiring styles shall be one of the following four distinct types: a. Simple Catenary Auto Tensioned Style

1. At-grade and elevated open route mainline tracks, and associated crossovers, shall utilize simple catenary style wiring, automatically tensioned by balance weight assemblies. A simple catenary style shall consist of a messenger wire supporting a contact wire by the means of hangers. Messenger wire is to be located vertically above the contact wire; “warped” or curvilinear wiring arrangements shall not be used.

2. Auto-tensioning shall be accomplished by means of balance weight

assemblies, which shall be mounted on anchor poles located at the ends of each tension length. Midpoint anchor arrangements shall be used in the center of each tension length to prevent along-track movement of the overhead catenary system at that point.


3. The catenary system shall be supported and registered by means of

hinged cantilevers attached to steel poles located between the tracks wherever possible. At special locations, such as track crossovers and turnouts, cantilevers mounted on poles located on the outer sides of the track or attached to cross-span wire arrangements may support the catenary system.

b. Single Contact Wire Auto Tensioned Style

1. In designated city streets, where the environmental impact of simple catenary construction is not acceptable, a single contact wire style with parallel underground feeders will be required. This single contact wire equipment shall be automatically tensioned, excepting where certain track junction wires have been designated to have fixed terminations.

2. The system in the streets shall be supported and registered by means

of single cross-span head span wires designed to accommodate along track movement or hinged cantilevers. At sharp curves and corners, wire pull-off assemblies may be used. The contact wire shall be staggered.

3. Where required, along-track paralleling feeders shall supplement the

single contact wire system in the city streets. The feeders shall be insulated cables installed in raceways and shall be connected to the contact wire at approximately equal intervals.

c. Single Contact Wire Fixed Termination Style

1. At operations facilities and designated tracks junctions, single contact wire fixed termination style wiring shall be used.

2. The wiring shall be supported and registered by means of cantilevers or single cross-span head span wires. At sharp curves and corners, wire pulloff assemblies may be used. The contact wire shall be staggered.

d. Simple Catenary Fixed Termination Style

1. In underbridge and tunnel sections, fixed termination simple catenary wiring may be designated for installation. The wiring shall be supported by underbridge and tunnel support type assemblies, which may need to be custom designed for each location. The contact wire shall be staggered with stagger values designed to satisfy pantograph sweep rate criteria.

2. Tension lengths shall each be designed to be wholly of a single style. Where two tension lengths of different styles abut at an overlap or cross at a turnout, the equipments and fittings shall be designed for smooth operation of pantograph under the possible climatic variations.


5. Tension Length Design

a. The overhead system shall consist of a number of tension length sections. Each tension length shall be designed as long as possible considering the mechanical constraints of the system design, such as displacement of contact wire due to swinging cantilevers, tension loss along the system, balance weight travel and manufacturing limits of conductor length. Further, the tension length design shall take into account the sectioning requirements.

b. Tension lengths shall be terminated at each end by auto-tensioning

devices or fixed terminations. Half tension lengths, where one end of the length utilizes a fixed termination and the other end a balance weight assembly, shall be permissible where sections are not divisible into complete tension lengths, or on steeply graded sections of track. Where half tension lengths are employed on steep grades, the fixed termination shall be installed at the higher level.

6. Overlaps, Crossovers and Turnouts

a. One span overlaps are preferred. Non-insulated one span overlaps shall be designed to permit future installation of insulation. Single point overlaps shall not be designed for use with simple catenary wiring or where train speeds exceed 35 miles per hour. Two span non-insulated overlaps may be located on circular curves. Overlaps shall not be built over spiral transition curves in track work.

b. The overlap, crossover and turnout arrangements shall be designed

considering the electrical and mechanical properties of the overhead contact system. The designs shall enable a uniform uplift of the contact wires of each system with no hard spots. A smooth pantograph passage and good current collection without arcing shall be achieved under all operating conditions.

c. Electrical and mechanical clearances shall be maintained between adjacent cantilevers and between the cantilever frames and adjacent conductors. Where any wires are auto-tensioned, the clearances shall allow for the cantilevers attached to adjacent tension lengths to move in opposite directions as the temperature changes without causing misalignment of the system.

d. The overlap, crossover and turnout arrangements shall be designed using single poles with twin cantilevers. Only where this arrangement is not possible, two poles with one cantilever each may be used. In areas where center poles are used, the overlaps shall be staggered along the track to reduce pole loading.


7. Crossing Assemblies Where tracks cross each other, and the angle of the crossing does not allow the use of a contact wire bridge, crossing assemblies shall be used. Where any wires are auto-tensioned, the crossing assembly shall allow for along-track movement. A smooth pantograph passage and good current collection without arcing shall be achieved under all operating conditions.

8. Structure Spacing Structure spacing for the overhead system shall be as long as possible and shall be based on the distribution system design study results. The structure spacing shall be optimized so that the contact wire remains within the pantograph head and maximum wire offset available for the designed contact wire height.

9. Foundations The design of foundations for supporting structures and guy anchors shall be based on the structure loading calculations and soil data. Analysis and design of the foundations for structures shall be based on the following: a. National Electric Safety Code (NESC), especially Section 25 “Loadings for

Grade B and C” and Section 26 “Strength Requirements”.

b. OCS system classification: Grade B construction

c. Load cases as follows: 1. Operating Load: Dead plus live plus wind (55mph). 2. Non-operating Load per NESC Rule 250 B: Dead plus ice plus wind

(40mph). 3. Non-operating Load per NESC Rule 250 C: Extreme wind (90 mph) on

pole only.

d. Lateral deflection criteria: Limited to 1inch maximum contact wire height due to Operating Load wind (55 mph). This is for wind only and assumes that the pole has been raked to vertical for dead loads and does not include deflection of the foundation itself.

e. Select Foundation Type from TriMet Directive Drawings.

f. Where no pole foundation of sufficient strength is available within the Foundation Types shown on the TriMet Directive Drawings, develop a special foundation design.

g. The supporting structure foundations shall be designed to accept bolted base poles and shall have provision for feeder conduits and structure grounding


10. Poles and Supporting Hardware a. All poles shall be designed as free standing except for guyed termination

poles. All poles shall have a base plate drilled to fit the foundation bolt pattern and shall have provision for grounding or bonding conductors.

b. For open track the poles shall be 8 in to 14 in wide flange beams mounted between the tracks except where special conditions require side poles. For operations in paved track or where aesthetics are important, tapered tubular steel poles, ranging from 9 in to 17 in diameter depending on the application shall be used.

c. Analysis and design of pole structures shall be based on the following:

1. National Electric Safety Code (NESC), especially Section 25 “Loadings for Grade B and C” and Section 26 “Strength Requirements”.

2. OCS system classification: Grade B construction.

3. Load cases as follows: a) Operating Load: Dead plus live plus wind (55mph). b) Non-operating Load per NESC Rule 250 B: Dead plus ice plus

wind (40mph). c) Non-operating Load per NESC Rule 250 C: Extreme wind (90

mph) on pole only. d) Torsional moment due to radial forces and stagger. e) Torsional moment due to wind (55mph).

4. Lateral deflection criteria: Limited to 1inch maximum contact wire

height due to Operating Load wind (55 mph). This is for wind only and assumes that the pole has been raked to vertical for dead loads. Refer to Design Criteria, Chapter 22 – Clearances, for impacts on track center calculations.

5. Select poles in accordance with the Pole Types shown on the Directive Drawings.

6. Where no pole of sufficient strength is available within the Pole Types shown on the TriMet Directive Drawings, develop a special pole design. New pole designs shall increment in a minimum of 50% steps in strength above that of lighter poles of the same style. Base plate dimensions shall be set to preclude installation of poles onto foundations designed for poles of a lesser capacity.

7. In designated city streets, poles may be required to be of an

ornamental style, to provide for joint use with street lighting or traffic services, or be suitable for internal installation of balance weight assemblies.


11. Cantilevers a. The cantilevers shall be designed for a range of loads, pole-to-track

centerline distances, and for a range of system heights, whilst considering the system installation tolerances.

b. The cantilever members shall be designed for easy installation and adjustment. Cantilevers shall be designed to be capable of field adjustment of both contact wire and messenger wire stagger values over the range of the affects of track maintenance tolerances, without disturbance of wire height adjustments.

c. Direct push contact wire registration arrangements shall not be used where the radial load value exceeds 80 pounds, or the maximum train speed exceeds 35 miles per hour.

12. Underbridge and Tunnel Supports

a. Underbridge and tunnel supports shall be used where sufficient clearance to accommodate a cantilever-type assembly is not available. The supports shall be designed to restrict the uplift of the contact wire when subjected to pantograph pressure and shall be capable of providing vertical and across-track adjustment. The supports shall permit the longitudinal movement of contact wire.

b. Components of underbridge support assemblies shall be available as standard spare parts from manufacturers existing catalogs where possible. Custom components and steelwork fittings should be confined as much as possible to those sub-assemblies needed to attach standard parts to the bridge or tunnel.

13. Building Attachments

Building and structure attachments shall be designed to allow for the dynamic loading of the overhead system. Vibration dampeners shall be included at all building attachments.

14. Insulators Insulators shall provide electrical insulation in accordance with the system insulation class. Insulators shall be rated for the dynamic loading of the overhead system and shall have the mechanical safety factors specified. The insulators shall have resistance against deterioration from exposure to sunlight and airborne chemical pollution.

15. Conductors and Associated Items a. Contact wire shall be solid, grooved, hard-drawn copper conductor. The

messenger wire shall be stranded, hard-drawn copper conductor. All feeder and connecting cables shall be insulated, stranded copper conductors with sufficient flexibility to prevent fatigue failure of the cable due to vibration of the overhead conductors.


b. All conductor connections, attachments, hangers and clamps shall be copper or bronze fittings and shall be designed for ease of replacement and maintenance.

c. Current continuity and potential equalizing jumpers shall be flexible copper conductors. The spacing of the jumpers shall be determined based on the required current conductivity. However, a minimum of one jumper per span shall be used.

16. Terminations and Midpoint Anchors

a. Strain-type termination assemblies shall be lightweight and of aesthetically pleasing appearance. Wire wrap, straight line, cone, or wedge type designs are acceptable. Turnbuckles shall be included as appropriate and be adjustable and lockable.

b. A mid-point anchor arrangement shall be used at or near the mid-point of each tension length of auto-tensioned equipment to restrict movement of the conductors at that point. These shall be designed to restrain both messenger wire and contact wire when applied to simple catenary style wiring.

17. Tensioning Devices

a. The auto-tensioned system conductors shall be tensioned using cast iron, steel or lead counterweights.

b. Balance weights shall be positioned to be as unobtrusive as possible. In areas frequented by passengers or pedestrians, the balance weights shall be provided with a protective shield. The shield shall be capable of removal for maintenance inspections.

c. Balance weights shall be equipped with a guide rod to prevent lateral movement. In designated city streets, balance weights are to be installed inside tubular poles.

d. The tensioning devices shall accommodate conductor expansion and contraction and shall be provided with broken wire restraint arrangements. All operating wires shall be of flexible, non-rotating stainless steel wire.

e. Spring tensioning devices may be used for very short tension lengths where every span in the tension length is less than 80 feet long such as at single crossovers. Separate spring tensioners are required for each contact wire and each messenger wire.

18. Sectioning Equipment

a. The mainline electrical sectioning shall be achieved by means of insulated overlaps whenever possible. At crossovers and turnouts, bridging section insulators may be used. Non-bridging section insulators are to be installed where voltage changes occur between adjacent substations, or where


staff requires access to the top of rail vehicles, such as at maintenance yards and shops.

b. No load disconnect switches shall be used to electrically connect and disconnect line sections. The disconnect switches shall be rated to withstand the system worst-case overload and short circuit conditions without overheating. The switches shall be capable of breaking the maximum load current under emergency conditions without hazard to the person operating the switch.

19. Surge Arresters a. Over-voltage protection for the overhead system shall be provided by

surge arresters. The arresters shall be rated to withstand the maximum system voltage and anticipated voltages induced from any paralleling high-voltage transmission lines onto the system conductors. The arresters shall be capable of discharging the energy resulting from lightning strikes. Surge arrester ratings and locations shall be coordinated with traction power substation requirements.

b. At a minimum, arresters shall be located at each substation feed point and in all areas of reduced clearances, such as at overhead bridges and at tunnel portals.

20. Protective Screening

a. When the LRT is constructed below bridges, buildings, and structures, screening and fencing shall be erected on the structures and stairs to isolate the overhead contact system wires and fittings from human contact where appropriate.

b. Conductive screening shall be electrically grounded.

D. Design Parameters Design parameters are system-wide unless otherwise noted. 1. System Voltages

a. Substation DC 1% Full Load Voltage 795 Vdc (Westside) 875 Vdc (Eastside)

b. Maximum Re-generation Voltage 925 Vdc c. Substation Voltage at Rated Power 750 Vdc (Westside)

826 Vdc (Eastside) d. Regulation 6% e. Minimum System (Vehicle) Voltage 525 Vdc

2. Distribution System DC Voltages

a. Normal Minimum 600 Vdc b. Substation Outage Condition Minimum 525 Vdc

3. Distribution and Return System

a. Contact Wire Wear for Electrical Load Flow Study 20%


b. Running Rail Weight 115 lb./yard

4. Maximum Rail-to Ground Voltages a. Normal Operation 50 V b. Substation Outage Condition Operation 70 V

5. Climatic Conditions

a. Maximum Ambient Temperature 105 F

b. Minimum Ambient Temperature -5 F c. Radial Ice Loading for Structural Design ½ inch d. Maximum Wind Speed for Structure Design 90 MPH (NESC Rule

250 C)

6. Conductor Sizes and Material a. Messenger Wire 500 kcmil 19 Strand HD Copper for new work

(250 kcmil HD Copper for some existing routes) b. Contact Wire 300 kcmil HD Copper

7. Factors of Safety -- Conductors

a. Operating Conditions 2.0 b. Non-operating Conditions 1.6 c. Contact Wire Wear 30% for Mechanical Design

8. Factors of Safety – Insulators, Hardware and Non-electrical Wires

a. Operating 2.5 b. Non-operating 2.0

9. Minimum Electrical Clearances between Live Equipment and Grounded

Structure. a. Static Clearance 4 in minimum b. Passing Clearance 3 in minimum

10. Minimum Contact Wire Height above Top-of-Rail

a. Exclusive Right-of Way, At-Grade: 16 ft b. In-Street System: 18 ft c. Road and Street Grade Crossings: 18 ft d. Railroad Crossings: 22 ft

11. Maximum Contact Wire Gradients

a. Constant Gradient: 1 in (5 x Speed Limit) b. Gradient Change from one span to the next: 1 in (10 x Speed Limit)

12. Pantograph Security

a. Minimum Pantograph Security: 3 in b. Operating Wind Speed 55 MPH


TABLE 10.3.B.17.b SUBSTATION ANNUNCIATOR POINTS

Substation Annunciator Points

Label Type Description AC Breaker Open Indicator Illuminated when the main AC breaker is open.

AC U/V Alarm Indicator Illuminated when the incoming AC voltage falls below 80% of nominal.

AC Loss of Phase Alarm Initiated by the loss of phase relay, device 47.

AC 50/51 Alarm Initiated by the phase over current relay, device 50/51.

AC 50/51N Alarm Initiated by the phase to neutral over current relay, device 50/51N.

AC 86H Alarm Initiated by the AC lockout relay, device 86.

XFMR U/V Alarm Indicator Illuminated when the TPT temperature sensor registers the first set-point, device 49T1

XFMR O/T Trip Alarm Initiated when the TPT temperature sensor registers the second set-point, device 49T2

Rectifier O/T Alarm Indicator Illuminated when the rectifier temperature sensor registers the first set-point, device 26R1

Rectifier O/T Trip Alarm Initiated when the rectifier temperature sensor registers the second set-point, device 26R2

Rectifier Diode Fail Alarm Indicator Illuminated when a single diode fuse has blown, device 98-1.

Rectifier Diode Fail Trip Alarm Initiated when at least two fuses have blown, device 98-2.

DC Positive Switch Open Indictor Illuminated when the positive DC disconnect is open.

DC Reverse Current Trip Alarm Initiated by the reverse current relay, device 32.

DC Frame Fault Alarm Initiated by the frame fault relay, device 64.

Rail to Earth Trip Alarm Initiated by the rail-to-earth potential relay, device 164N.

Feeder 1 Open Indicator Illuminated when DC feeder breaker 1 is open.

Feeder 1 Lockout Alarm Initiated by the DC lockout relay, device 186H.

Feeder 1 Transfer Trip Alarm Initiated by the transfer trip relay, device 85L.

Feeder 1 Inc Sequence Alarm Initiated by the incomplete sequence relay, device 48.

Feeder 1 Transfer Trip Fail Alarm Initiated by loss of communication with the adjacent substation.
















Loss of Control Voltage Alarm Initiated by the loss of DC control voltage, or by the opening of any circuit breaker in the DC control voltage distribution system.

Equipment Door Open Alarm Initiated with opening of a transformer enclosure door, access panel, rectifier door, or switchgear door.

Battery Charger Fail Alarm Initiated when the battery charger detects a failure condition.

Battery U/V Alarm Alarm Initiated when the DC control voltage falls below 10% of nominal

Emergency Trip Alarm Initiated when any ETS switch, fire or smoke alarm is activated.


TABLE 10.3.B.18.b SUBSTATION SCADA POINTS

Substation SCADA Points

INDICATIONS: AC Breaker Closed DC Feeder Breaker #3 Closed

AC Breaker Open DC Feeder Breaker #3 Open

AC Breaker Tripped DC Feeder Breaker #3 Locked Out

AC Breaker Locked Out (86H) DC Feeder Breaker #3 Transfer Trip

AC Under Voltage Alarm (27) DC Feeder Breaker #3 Transfer Trip Failure

AC Loss of Phase (47) DC Feeder Breaker #4 Closed

AC Phase Overcurrent (50/51) DC Feeder Breaker #4 Open

AC Ground Overcurrent (50/51N) DC Feeder Breaker #4 Locked Out

Transformer Over Temperature Alarm DC Feeder Breaker #4 Transfer Trip

Transformer Over Temperature Trip DC Feeder Breaker #4 Transfer Trip Failure

Rectifier Diode Over Temperature Alarm DC reverse current Trip

Rectifier Diode Over Temperature Trip DC Frame Fault Trip

Positive Disconnect Closed Rail to Earth Volt Trip

Positive Disconnect Open Loss of Control Voltage

DC Feeder Breaker #1 Closed Equipment Access Door Open

DC Feeder Breaker #1 Open Battery Charger Failure Alarm

DC Feeder Breaker #1 Locked Out Battery Undervoltage Alarm

DC Feeder Breaker #1 Transfer Trip Substation Door Open

DC Feeder Breaker #1 Transfer Trip

Failure

Smoke Detector Alarm

DC Feeder Breaker #2 Closed SCADA Locked Out

DC Feeder Breaker #2 Open

DC Feeder breaker #2 Locked Out 20% Spare Indications

DC Feeder Breaker #2 Transfer Trip DC Feeder Breaker #2 Transfer Trip

Failure

CONTROLS: DC Feeder Breaker #1 Open DC Feeder Breaker #3 Open

DC Feeder Breaker #1 Close (Future) DC Feeder Breaker #3 Close (Future)

DC Feeder Breaker #2 Open DC Feeder Breaker #4 Open

DC Feeder Breaker #2 Close (Future) DC Feeder Breaker #4 Close (Future)

4 (Four) Spare Control Points

DATA: Negative bus-to-earth voltage. (Analog)

CHAPTER 11 ELECTRICAL SYSTEM


CHAPTER 11 – ELECTRICAL SYSTEM

11. 1 GENERAL This chapter establishes the requirements for the design and function of ac power electrical systems within TriMet’s transit and operational facilities. These facilities include: stations, small buildings, parking facilities, traction power substations and systems buildings, LRT operations facilities, other ancillary facilities and other features within the transit system. It also establishes the requirements for ac and dc power ductbanks. Refer to Design Criteria, Chapter 10 – Traction Electrification System, for electrical requirements specific to the dc traction power supply and distribution system.

11.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES AC electrical system design shall conform to the latest edition of the following standards and codes where applicable: A. TriMet

1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 6 - Stations 6. Design Criteria, Chapter 7 - Structures 7. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 8. Design Criteria, Chapter 10 - Traction Electrification System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 13 - Communications 11. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 12. Design Criteria, Chapter 15 - Light Rail Crossing Safety 13. Design Criteria, Chapter 16 - Small Buildings 14. Design Criteria, Chapter 17 - Parking Facilities 15. Design Criteria, Chapter 18 - Sustainability 16. Design Criteria, Chapter 19 - Public Art 17. Design Criteria, Chapter 21 - Fare Collection 18. Design Criteria, Chapter 22 - Clearances 19. Design Criteria, Chapter 23 - Bus Facilities 20. Design Criteria, Chapter 24 - Security 21. Design Criteria, Chapter 25 - Signage and Graphics 22. Design Criteria, Chapter 26 - Elevators 23. Design Criteria, Chapter 27 - Lighting 24. Design Criteria, Chapter 28 - Amenities 25. TriMet Directive Drawings 26. TriMet Standard Technical Specifications

B. Industry

1. National Electrical Code (NEC) (NFPA 70) 2. National Electrical Safety Code (ANSI/IEEE C.2)


3. Institute of Electrical and Electronics Engineers (IEEE) 4. American National Standards Institute (ANSI) 5. National Electrical Manufacturers Association (NEMA) 6. Fixed Guideway Transit Systems (NFPA 130) 7. Life Safety Code (NFPA 101) 8. Insulated Cable Engineers Association (ICEA) 9. Underwriters' Laboratories, Inc.


1. Oregon Electrical Specialty Code 2. Electrical codes or amendments of the local authority having jurisdiction 3. Oregon Public Utility Commission (PUC) 4. Oregon Department of Energy – Oregon Building Energy Codes

D. Stakeholders

1. Capital Projects a. Program Design and Construction b. Rail Projects c. Special Projects d. Systems Engineering

2. Operations a. Facilities Management b. Maintenance of Way c. Safety


1. Electrical Equipment a. Equipment used shall in all cases be listed and labeled by a nationally

recognized electrical safety testing organization.

b. The electrical and mechanical equipment requiring power includes the following: 1. Lighting 2. Heating, Ventilation and Air Conditioning (HVAC) Equipment 3. Fare Collection Equipment 4. Communications Systems 5. Emergency Lighting and Power Systems 6. Transit Signal Equipment

2. System Voltage

a. Service Voltage All facilities shall have either 120/240V single-phase or 208Y/120V three-phase ac power service. If required, due to the nature and amount of load, a 480Y/277V three-phase service may also be required.

b. Utilization Voltages – See Table 11.3.A.2.b.


TABLE 11.3.A.2.b ELECTRICAL UTILIZATION VOLTAGES

Description Requirement

Lighting

Fluorescent 120V 1 Phase

277V 1 Phase if available

Incandescent 120V 1 Phase

High Intensity Discharge 120V 1 Phase

240V 1 Phase for area lights


Mechanical Equipment and Motors

Motors 1HP and above 240V 1 Phase



Motors, less than 1HP 120V 1 Phase

Controls 120V 1 Phase

Fare Collection Equipment 120V 1 Phase

Communications System Equipment 120V/240V 1 Phase

Signals 120V/208V 3 Phase

Traction Power Substations See Design Criteria, Chapter 10 – Traction Electrification

Parking Garages

Convenience Outlets 120V 1 Phase

Equip. less than 1 HP 120V 1 Phase

Service lighting and equipment over 1 HP

480V 3 Phase

Other Loads Use applicable voltage

Where single-phase power is taken from a 3-phase source, the loads shall be balanced among the three distribution phases.


3. System Capacity Power shall normally be supplied from a single power distribution panel mounted in the building or on the Station platform. The power distribution panel shall be of sufficient capacity to power all loads. a. In calculating system capacity, the following Element Demand Factors

shall apply:

Element Demand Factor 1. Lighting (normal) 1.0 2. Lighting (emergency) 1.0 3. Heating (optional) 1.0 4. Ventilation (optional) 1.0 5. Air Conditioning (optional) 1.0 6. Fare Collection Equipment 0.5 7. Communications System Equipment 1.0 8. Others Varies with duty

cycle and code requirements

b. Maximum load for convenience receptacles on a circuit shall be 80% of

circuit capacity based on a demand load of 180 VA per receptacle.

c. Auxiliary transformer size election shall be based upon the connected load and demand factors listed above. The transformer shall provide rated VA plus a 30% allowance for load growth with no more than 115°C rise above 40°C ambient.

4. Power Distribution Method

The distribution system shall be designed so that failure of any one feeder or branch overcurrent device, conductor, or raceway will not result in total disruption of electrical services required for normal and safe operation of the facility.

5. Electrical Equipment a. Equipment requirements shall be based upon electrical load studies.

Sizing of equipment shall take in to consideration: 1. Circuit breaker size requirements; 2. Surge protection (if required) for transformers; 3. Transformer capacities 4. Low Voltage Distribution Panelboard

b. The low voltage distribution panelboard shall be composed of a main

circuit breaker and one distribution circuit breaker for each feeder. The panel shall be sized to include spare circuit breakers and spaces for future use.


c. Electrical supply metering shall conform to the requirements of the serving electrical utility. Separate metering shall be as required in Design Criteria, Chapter 16 - Small Buildings.

d. Phase overcurrent and ground fault devices shall be coordinated such that ground faults, short circuits, or overloads will trip only the immediate upstream protective device from the point where the fault or overload occurs.

6. Wiring a. Raceways, ducts, boxes, cabinets, and equipment enclosures that are

located within emergency ventilation areas shall be capable of

withstanding temperatures to 500 C (932 F) and shall not support combustion. All insulation shall conform to Article 310 of NFPA 70. Wire and cable construction for power circuits to emergency fans shall conform to IEEE Standard 383-74.

b. All conductors shall be enclosed in raceways.

c. Conductors used for power and lighting circuits shall have an insulation rating of 600 VAC minimum, with a type XHHW-2 insulation system suitable for both wet and dry locations.

d. Conductors for emergency lighting, communications, and other systems required during emergency operations shall be protected from physical damage from transit vehicles or other normal transit system operations and from fires.

7. LRT Traction Power

For requirements of the traction power system for LRT, refer to Design Criteria, Chapter 10 – Traction Electrification System.

8. Emergency Power Systems Emergency power systems shall be designed to provide power to selected systems in the event of outage of normal utility power sources. For requirements of Traction Electrification Substations, refer to Design Criteria, Chapter 10. For requirements of Signal Systems, refer to Design Criteria, Chapter 12. For requirements of Communications, refer to Design Criteria, Chapter 13. a. Emergency Power Sources

1. Emergency power sources shall be selected on the basis of reliability and lowest life-cycle cost. Possible sources include fixtures with integral batteries, a central battery system, uninterruptible power supply (UPS), and redundant utility company power services.

2. Fire detection and other critical systems that require low voltage DC for normal operation shall utilize internal battery DC power supplies.


3. Battery-powered emergency light units shall meet the performance

requirements below.

4. Batteries shall be sealed lead-acid type with calcium-alloy grid or other suitable maintenance-free type. Units shall be connected to the branch supply circuit, using direct-wired connections. Attachment plugs and receptacles shall not be used. The branch circuit overcurrent device shall be employed as the disconnecting means.

5. Battery-powered emergency light units shall employ halogen-type lamps, and shall be capable of maintaining rated illumination for not less than 1½ hours. Units shall employ solid state pulse-type charging circuits, which shall recharge battery to fully charged state not more than 12 hours after full-discharge duty cycle.

6. A solid state switching circuit shall energize the lamps upon sensing ac power loss, and shall de-energize lamps upon either power restoration or when battery voltage reaches a minimum value recommended for extended service life.

7. An uninterruptible power supply (UPS) shall consist of a static voltage inverter, sealed valve-regulated rechargeable batteries, battery charger, and a static load transfer switch. The batteries shall be sized to continuously carry the load for a minimum of 90 minutes.

9. Systemwide Grounding

Project elements will be grounded as described in this Section. Grounding connections shall be located so as to minimize exposure in an effort to reduce vandalism and theft. a. Stations

1. Grounding for passenger stations shall consist of a ground system under each facility composed of a buried exothermically welded grid-and-rod system.

2. All metal components of transit facilities and within 15 feet of

centerline of track including shelters, fences, poles, guardrails, handrails, swing gates, pedestrian barriers, and bollards that are susceptible to contact by patrons and/or operating and maintenance personnel shall be electrically grounded to the ground grid.

3. All electrical raceways, fittings and equipment and 60 Hz, 120-volt AC systems providing power and lighting for the station platform shall be grounded to the ground grid.

b. Fences

1. Conductive fencing within 15 feet of the centerline of the track shall be grounded.


a) Where gates interrupt the fence, the fence shall be grounded at each side of the gate and a flexible ground strap used to bond the gate to the fence.

2. Fences shall also be grounded at or near the location where a supply

line crosses them, and additionally at distances not exceeding 150 ft on either side.

3. All fencing located within 10 feet of a metallic railway substation,

building, ground grid, bungalow or other structure shall be constructed of nonmetallic material.

c. Metallic Objects Within ROW

1. Metallic objects within 15 feet of the centerline of track, including OCS poles, signal cabinets, bungalows or buildings, and guardrails on bridges, shall be grounded. Ground shall be driven ground electrode or electrodes to obtain ground resistance of 25 ohms or less when tested in accordance with IEEE 81.

2. Grounding connections shall not be made on mechanical and utility

pipes (including water) on the service side of dielectric couplings used to provide an electrical termination point for corrosion control systems.

d. Small Dimension Metallic Objects

1. Metallic objects of small dimensions that do not support or contain electrical equipment, and are not located on station platforms, need not be grounded. a) Metallic objects of small dimensions are defined as objects not

exceeding 16 feet (5m) measured parallel to the track and 6.5 feet (2m) at a right angle to the track.

b) Examples of such objects are waste receptacles, bollards, seating, bike racks and some public art features.

c) See Table 11.3.A.9.d below for further examples and clarification of this item.


TABLE 11.3.A.9.d SMALL DIMENSION METALLIC OBJECT GROUNDING

1

Object Grounded Comment(s)

Tree Grate No

Waste Receptacle No

Bike Rack No

Bike Locker No

Seating No

Fire Hydrant Yes Already grounded by PWB2

‘Benson Bubbler’ Yes Already grounded by PWB2

Ped Head Poles Yes Electrical equipment

TTY Phone Yes Electrical equipment

Transit Sign (Powered) Yes Electrical equipment

Bus Shelter Yes Electrical equipment

Bollard and Chain Yes Consider using plastic.

Public Art TBD Review each item on a case-by-

case basis.

1 – Within 15 feet of track centerline. 2 – City of Portland, Portland Water Bureau.


e. Substation Grounding Each traction power substation shall be provided with three independent grounding systems isolated and insulated from each other. Each grounding system shall meet the requirements of the Oregon Electrical Specialties Code. Also see Figure 11.3.A.9.e. The three systems are: 1. Traction Power AC Ground Mat

a) The ac ground mat shall be designed to protect personnel from step and touch potentials, which may arise under substation fault conditions.

b) The design of the ac mat shall use IEEE 80, IEEE 142, and IEEE Transactions on Power Apparatus and Systems, Vol. PAS-103, No. 11, November 1984, as guidelines, and shall be designed so that the step and touch potentials at the rated short circuit current do not exceed the recommended safety limits of IEEE 80, when all the above guidelines are considered.

c) The average body weight of 50 kg shall be used in calculating the tolerable step and touch potentials. Where the surface soil layer covering the ac ground mat is coarse, clean gravel or asphalt over gravel, the ac ground shall be designed in accordance with IEEE Standard 80.

d) However, where layers of other materials such as concrete or topsoil are placed over the gravel layer, and the gravel suitably protected from contamination, the grounding calculation may consider the gravel layer to be a dielectric, and neglect the conductance of the surface layers. The design calculations may then be performed using the IEEE 80, and the single gravel layer model.

e) Calculations and ground resistance test reports shall be provided to TriMet for each substation and in accordance with the Oregon Electrical Specialties Code.

f) The ac ground mat may be partially located under the substation building slab, and extend beyond the limits of the substation foundation in all directions. AC and low voltage equipment (including auxiliary transformers, building metal and doorframes, dc traction power equipment enclosures) shall be bonded or grounded to this mat, except as otherwise provided for the utility neutral or ground.

g) The traction power ac ground mat shall be designed and installed in a manner that obtains a ground resistance of 5 ohms or less when tested in accordance with IEEE 81.


FIGURE 11.3.A.9.e TRACTION ELECTRIFICATION SUBSTATION GROUNDING


2. Traction Power DC Ground Mat

a) The dc ground mat shall be designed to be used for the dc surge arrester ground and as ground reference for the dc frame fault and rail-to-earth potential relays.

b) The traction power dc ground mat shall measure a minimum of 10 feet by 10 feet, and be physically isolated from other grounds by at least 20 feet. The dc mat shall be connected to the negative bus through a diode by a single insulated cable. The dc traction return circuit shall be kept separate from other grounds as shown in Figure 11.3.A.9.e.

3. Traction Power AC and DC Ground Mat Construction

a) The ground mats shall be constructed of an assembly of bare copper conductors, and ground rods, exothermically welded together. All grounding connections shall carry the rated short circuit current.

b) The ground mat conductors shall be totally encased in native soil. A layer of coarse, clean, crushed gravel, free of fines, shall be placed over the soil, with a layer of "filter fabric" placed between the soil and the gravel to prevent contamination of the gravel from the soil. 1. The surface layer over the gravel may be asphalt, masonry,

concrete, or soil. If the surface layer is loose material such as soil, a layer of filter fabric shall be placed over the gravel to prevent contamination of the gravel from the surface material.

4. Utility Ground Rod

a) The utility ground rod shall be adequate for grounding the utility neutral or cable shielding, and shall be electrically separated from each of the traction power ground mats.

b) The utility ground rod shall be located approximately 50 feet from other TriMet grounds, and connected by an insulated cable to an electrically isolated lug in the utility entrance section of the ac 15 kV switchgear. The utility neutral and incoming cable shields shall be isolated from the ac and dc ground mats.

c) Because the utility service is not bonded to the substation

grounding mat, the Oregon Electrical Specialties Code requires that: 1. A warning sign be posted on the service equipment to provide

notice of potential hazards to technical persons who may have access to the service equipment. The notice shall clearly indicate that the neutral is isolated and not grounded.


2. An isolation barrier is installed over the neutral termination within the service equipment.

3. The traction power ac ground mat is installed in a manner that

obtains a ground resistance of 5 ohms or less when tested in accordance with IEEE 81.

f. OCS Pole Grounding

1. All OCS poles shall be provided with a grounding system designed to be the primary means of conducting leakage and fault currents from the pole to ground.

2. The grounding system for OCS feeder poles shall be designed to provide a resistance to ground not to exceed 5 ohms. The grounding system for all other OCS poles shall be designed to provide a resistance to ground not to exceed 25 ohms.

g. Stray Current

For criteria on stray current control, refer to Design Criteria, Chapter 14 - Stray Current and Corrosion Control.

10. Conduit and Duct Banks This section applies to all raceways and duct banks for traction power, signals, communications, low voltage and high voltage (15kV) ac including station platforms, systems buildings and Park and Ride stations. a. General Requirements

1. All power wire and cable shall be protected by raceways. Installations shall comply with the NEC, Oregon Electrical Specialty Code, local and City codes.

2. Raceways shall be galvanized rigid steel conduit unless indicated

otherwise. Raceways below grade shall be galvanized rigid steel conduit provided with suitable corrosion protection. Acceptable corrosion protective coatings may be either coal-tar epoxy or factory-applied PVC (PVC-GRS), continuous for the entire embedded or buried portion plus a minimum of 12" on each stub-up.

3. PVC conduit may be used only in duct banks or where otherwise indicated and shall be schedule 40 or heavier. Installation of PVC conduit is subject to bending radius limitations as follows: a) All conduit bends at 30 degrees or more shall be PVC/GRS except

bends in duct banks with radius greater than 6 feet may be PVC, schedule 40. Bends shall be factory-made or field-made using an approved hot-bending appliance.

b) Bends in duct banks greater than 100-foot radius may be made by sweeping the duct bank.


4. Where large cables are to be installed in raceway, the bending radius of the raceway shall be no less than 12 times the cable diameter. Minimum bend radius for raceways 2-inch and larger installed below grade shall be as follows:

Conduit Size (in) 2 2 ½ 3 3 ½ 4 5 6

Conduit Radius (in) 24 27 30 33 36 42 48

5. Raceways shall be limited to a maximum of 270 degrees of bend

between manholes, handholes, junction boxes, or termination points.

6. Communications conduits shall have no bends with a radius less than

24 inches, regardless of conduit size.

7. A minimum of 40% spare raceways shall be provided, except where

determined by TriMet that spare capacity is either not necessary, or

that undue expense would be incurred.

b. System Duct Banks 1. Duct banks are concrete-encased raceways that are usually type PVC

conduit. The exact dimensions vary with the number and size of raceways. Spacers shall provide a minimum of 1½ inches of space between raceways for signal/communications duct banks and 3 inches for power. Signal, communications and power wiring shall be separated as required by the NEC. The outside envelope should have 4 inches coverage between the raceway and earth on all four sides.

2. System duct banks should be located longitudinally along the length of

the track. For under-slab conduits, match NEMA TCB 2-2000 guidelines for spacing and backfill.

3. Lateral crossings underneath the tracks are permitted, but should be

minimized. Duct banks may be located directly under the tracks longitudinally, but access to manholes, handholes and vaults shall not be located between the rails.

4. Where obstacles such as pole bases are encountered, the duct bank

shall be gradually offset around the structure, and at all times retain the minimum dimensions of the envelope and structural integrity. The duct bank shall be located outside of the envelope as shown in Design Criteria, Chapter 3 - Track Geometry and Trackwork.

5. System duct banks shall be located precisely in plan and profile. Duct

banks should be sloped to drain to manholes or handholes, and located to avoid interference with existing utilities.

6. Manholes and handholes shall be of the pre-cast type, complete with


cable supports, and pulling irons. Where manholes or handholes are installed, a ground rod shall be driven, and all metallic parts grounded. Where installed in streets, they shall be equipped with a traffic-rated cast iron cover and grade ring that can be adjusted for final grade. In other locations, covers may be welded steel.

7. Manholes and handholes with hinged lids shall be placed so that when

opened, the lids are outside the LRV dynamic envelope as described in Design Criteria, Chapter 22 - Clearances.

c. High Voltage AC Conduits and Duct Banks 1. If high voltage (greater than 600V) ac feeders are used, they shall be

run in galvanized steel or PVC conduits, and the conductors separated from other systems per the NEC.

2. If required because of electromagnetic interference (EMI), high voltage

ac conductors shall be run in galvanized rigid steel conduit, or other means shall be taken to mitigate the effects of the EMI.

3. High voltage ac conduits shall have a bending radius no less than 36

inches.

d. Cable Trough 1. Cable trough is defined as a continuous auxiliary gutter with

removable lids. Cable trough may be used for signal, signal power and communication cables only. Cable trough may be cast in place concrete or pre-fabricated.

2. Cable trough shall have integral dividers as required to maintain separation between signal, signal power and communications cables.

3. Cast in place concrete cable trough shall be used on light rail bridges

only and may be an integral part of an emergency pedestrian walkway. The lids for cast in place cable trough must be nonmetallic, rated for exterior use, resistant to sun light exposure, suitable for use in wet locations and secured with stainless steel vandalism secure hardware. When used as an integral part of an emergency pedestrian walkway, the lids must be skid resistant and meet a load designation of A-0.3 per ASTM Standard C-857-95.

4. Pre-fabricated cable trough shall be nonmetallic, rated for exterior use, resistant to sun light exposure and suitable for use in wet locations. Individual sections must interlock when connected. The lids shall be secured with stainless steel vandalism secure hardware.


5. Pre-fabricated cable trough cannot be used in platform areas, road and pedestrian crossings and any areas accessible to pedestrians and/or the general public.

6. Pre-fabricated cable trough should be located longitudinally along the

length of track and shall not be located between tracks. Where obstacles, such as pole bases are encountered, the cable trough shall be gradually offset from the structure, and at all times retain the minimum dimensions of the envelope and structural integrity. The cable trough system will be located outside of the envelope as shown in Design Criteria, Chapter 3 - Track Geometry and Trackwork.

7. Pre-fabricated cable trough shall be placed in a level trench, with only

the lids above grade. Cables shall only enter and exit the cable trough through pull boxes, handholes or manholes.

8. All vaults used shall be designed to accommodate the entry of cable

trough without modification.

e. Station Platforms 1. For station platforms, raceways shall be PVC Schedule 40 embedded

in fill 18 inches minimum below the platform slab.

2. All conduit stub-ups through the platform slab shall be PGRS conduit.

3. Junction and pull boxes shall consist of concrete handholes set in the

rough concrete slab and matching cast iron sidewalk topping boxes with bronze covers set flush with the finished platform surface. a) All conduit penetrations into the concrete handhole shall be

provided with insulated bonding bushings and bonding jumpers.

b) The topping box shall be bonded to the raceway system with #6

AWG minimum bare stranded copper jumper cable.

f. Park and Ride Lighting and Street Lighting 1. For park and ride lot lighting and street lighting that is maintained by

TriMet, raceways shall be PVC, schedule 80, and direct buried 36" below grade.

2. If raceways must be buried less than 36" below grade, consider concrete encasement and the use of PVC/GRS conduit as required by the jurisdiction having authority over the installation.

CHAPTER 12 SIGNAL SYSTEM


CHAPTER 12 – SIGNAL SYSTEM

12.1 GENERAL Railway signaling equipment shall be applied, at various LRT locations, to enhance safety in the movement of trains and to improve the overall efficiency of train operations. These functions include the protection and control of track switches; the protection and control of bi-directional train operation; the protection for following trains operating with the normal current of traffic; and highway grade crossing warning. The need for signaling, and the type of signalization provided, shall be determined by the specific requirements of each line segment.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 7 - Structures 4. Design Criteria, Chapter 8 - Light Rail Vehicles 5. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 6. Design Criteria, Chapter 10 - Traction Electrification System 7. Design Criteria, Chapter 11 - Electrical System 8. Design Criteria, Chapter 13 - Communications 9. Design Criteria, Chapter 15 - Light Rail Crossing Safety 10. Design Criteria, Chapter 16 - Small Buildings 11. Design Criteria, Chapter 22 - Clearances 12. Design Criteria, Chapter 25 - Signage and Graphics 13. Design Criteria, Chapter 27 - Lighting 14. TriMet Directive Drawings

B. Industry – See section 12.3 – Criteria / Application for hierarchy and order of

authority of the following references. 1. Association of Railway Engineering and Maintenance of Way Association

(AREMA) - Communications and Signal Manual of Recommended Practice 2. American Railway Signaling Principles and Practice - Communication Manual

of Recommended Practice, Typical Circuits Representing Current Practice for Railway Signaling

3. AREMA Signal Manual 4. National Electrical Code (NEC) where applicable 5. National Electrical Safety Code (NESC) 6. Insulated Cable Engineers Association (ICEA) 7. American Society for Testing and Materials (ASTM) 8. American National Standards Institute, Inc. (ANSI) 9. Underwriters' Laboratories, Inc. (UL) 10. Institution of Electrical and Electronic Engineers (IEEE)

C. Federal, State, Local – see Section 12.3 – Criteria / Application for hierarchy

and order of authority of the following references.


1. Oregon Department of Transportation (ODOT) Rail Safety Division (formerly known as the Oregon Public Utilities Commission Rail Safety Division)

2. Rules and Regulations of the Oregon Department of Transportation 3. U.S. Code of Federal Regulations (CFR), Title 49, Part 236 4. U.S. Department of Transportation, Federal Highway Administration, Manual

on Uniform Traffic Control Devices (MUTCD) 5. Oregon Electrical Specialty Code

D. Stakeholders

1. Capital Projects a. Program Construction b. Program Design c. Systems

2. Operations a. Transportation (Rail and Bus) b. Field Operations c. Maintenance of Way

1. Signals 2. Engineering Support

d. Rail Maintenance e. Safety

12.3 CRITERIA / APPLICATION A. Hierarchy of Industry Standard Reference Materials and Guidelines

The signal system shall be designed, constructed and tested to the latest revision of the following codes and standards in use at the time of contract award, in the following hierarchy. 1. U.S. Code of Federal Regulations (CFR), Title 49, Part 236 2. Association of Railway Engineering and Maintenance of Way Association

(AREMA) a. Communications and Signal Manual of Recommended Practice b. American Railway Signaling Principles and Practice c. Communication Manual of Recommended Practice d. Typical Circuits Representing Current Practice for Railway Signaling

3. Rules and Regulations of the Oregon Department of Transportation 4. National Electrical Code (NEC) where applicable 5. National Electrical Safety Code (NESC) 6. Insulated Cable Engineers Association (ICEA) 7. American Society for Testing and Materials (ASTM) 8. American National Standards Institute, Inc. (ANSI) 9. Underwriters' Laboratories, Inc. (UL) 10. U.S. Department of Transportation, Federal Highway Administration, Manual

on Uniform Traffic Control Devices 11. Institution of Electrical and Electronic Engineers (IEEE) 12. Oregon Electrical Specialty Code


B. Automatic Train Protection 1. Automatic Train Protection (ATP) shall be installed at certain locations along

the LRT right-of-way to permit higher operating speeds than would be possible by relying on line-of-sight operation without signals. The ATP system shall provide information to train operators concerning the condition and occupancy of the track ahead.

2. All signals shall be controlled by continuous track circuits extending throughout the block and an area (overlap) not less than safe braking distance in advance of the next signal. There shall be no overlap where the next signal in advance is an "END AUTO BLOCK" sign. a. All signals shall be controlled, in regard to any track switch in the block or

overlap, to display a red aspect when: 1. The switch points are not in position for safe train movement 2. A hand-operated switch is not in the normal position 3. A switch-and-lock movement is not fully locked 4. An electric switch-locking movement is not fully normal 5. The selector lever of a dual-control switch-and-lock movement is not in

the "MOTOR" position b. No signal shall display an aspect less restrictive than approach, when the

next signal, in advance, displays an aspect requiring a stop.

c. Three-aspect, non-interlocked signals shall display a proceed aspect when the next signal, in advance, displays an approach aspect.

C. Interlockings 1. Interlockings shall be provided for all power switches and movable-point frogs

used on the mainline. Interlocking signals shall be provided to govern train movements into and through interlocking limits.

2. Detector, time, route, and indication locking shall be provided at all interlockings. Detector locking shall not be released until five seconds after the slow pick-up track repeater relays, or their vital processor equivalents, have closed their front contacts.

3. All non-interfering train movements, through interlockings, shall be permitted simultaneously.

4. All opposing or conflicting interlocking signals shall be set to stop whenever a signal governing a route through that same interlocking is violated. Detector locking shall be enforced for all switches in the interlocking whenever a signal governing a route into that interlocking is violated.


D. Highway Grade Crossing Warning Warning devices for highway grade crossings shall be installed at certain locations. Each such crossing shall include automatic gates, flashing lights, bells, signs, approach and island track circuits, emergency batteries and associated circuitry, cabling and cases 1. The design of each crossing shall be specific to that site and shall provide a

minimum of 20 seconds warning time, from the time that the lights first begin to flash until the time that a train traveling at track speed enters the crossing. Warning time shall be adjusted to accommodate road clearance distances in excess of 35 feet. The design of the crossing circuitry shall avoid unnecessary delays to motorists. Circuitry features shall include AFO malfunction time out, crossing clear out (anti karate chop), and bi-directional approaches.

2. Where necessary, the grade crossing warning system shall preempt adjacent

traffic lights to avoid automobiles forming a queue across the tracks. Traffic preempt shall consist of two phases. The first, or the Pedestrian clear out phase, shall begin not less than 20 seconds prior to the start of the flashing lights. The precise start of this phase shall be coordinated with the relevant road authority and the Oregon Department of Transportation (ODOT) Rail Safety Division (formerly known as the Oregon Public Utilities Commission Rail Safety Division). Phase two, or the vehicle clear out phase shall start with the beginning of the flashing lights. Both circuits shall consist of closed loop normally energized circuits, which remain open until the train leaves the crossing.

3. Highway grade crossing warning devices shall be installed consistent with ODOT standards as shown on Figures 12.3.D.3-a through 12.3.D.3-e.

4. Design Criteria, Chapter 15 – Light Rail Crossing Safety, describes special train-activated warnings for pedestrian crossing safety.

E. Automatic Train Stop (ATS)

1. TriMet's Type 1, 2, 3 and 4 LRVs are equipped with an Automatic Train Stop (ATS) system. The wayside portion of the ATS system uses Siemens' part number S25000-Q5697-B5, trip stops.

2. All interlocking signals and all ATP signals used in open-track areas, as well

as some selected signals in paved track sections, shall be equipped with compatible ATS trip stops fully compatible with the car-carried ATS system. The wayside magnets shall be active at all times, unless the signal governing movements over the magnet is displaying a permissive aspect. The wayside magnets shall be rendered inactive by energizing a quenching coil.

3. Each wayside magnet shall control trains running in one direction only. The magnets shall be mounted between the rails on the centerline of track, located approximately 37 ft in approach to the effective insulated joint of the track circuit, the entrance to which is governed by the associated signal.


Wayside magnets shall not be located less than 33 ft from another wayside magnet.

4. In order to prevent false trips of the carborne portion of the ATS, turnout closure rails shall include insulated joints with appropriate return current bonds outside the stock rails. Impedance bonds shall be mounted outside the rails.

F. Train-to-Wayside Communications (TWC) System

1. TriMet's Type 1, 2, 3 and 4 LRVs are equipped with a Train-to-Wayside Communication (TWC) system. The LRV-carried portion of the TWC system consists of two transponders (one for each end of the LRV), and two car control units (one for each cab). The wayside portion consists of an inductive loop antenna and a wayside transceiver. The wayside transceiver, through the wayside loop antenna, constantly transmits a message asking that any LRV-carried TWC transponder, in the immediate area, identify itself. An LRV-carried TWC transponder receiving this message will respond by transmitting a serial 19-bit message, identifying the LRVs car number, the train number, route number (destination), and other information. Thumb-wheel switches and push buttons in each cab are provided to Train Operators to enter the route number and train number of their consist and other requests such as switch call and preempt call. The existing TriMet TWC system consists of Philip's Vetag and H&K HWC.

2. A compatible TWC system shall be installed at all interlockings, at all passenger stations adjacent to highway crossings, and at all power switches in the yard to allow Train Operators to enter switch call requests. Use of the TWC system shall be the primary method of entering route and switch requests at those locations.

3. The TWC wayside interrogator operating frequency shall be 100 kHz. The wayside loop shall be a single wire loop mounted between the rails with the end-to-end dimension of the loop being not more than 15 ft for mainline applications and 6 ft for yard applications. The loop shall be mounted no higher than top of rail and no lower than six inches below top of rail. In open track areas the loop shall be housed in a pre-fabricated protective non-metallic enclosure.

G. Safety Design Train safety shall be the prime consideration in the design of the signal system and in the selection of its components, including relays and other devices with moving parts, insulated wire, wire terminals, binding posts, housings, conduits, resistors, capacitors, transformers, inductors and other similar items. The entire signal system shall meet the requirements of this section. 1. Circuit design shall conform to the "American Railway Signaling Principles

and Practices" of the AREMA Communication and Signal Section.

2. In this section the terms "restrictive" and "permissive" are used in connection with the binary outputs of two-position components or subsystems and


denote such alternatives as: stop and proceed, a lower speed and a higher speed, deceleration and acceleration, brakes applied and brakes released, actuation of alarm and no actuation of alarm, respectively.

3. The following requirements shall govern the design of the portions of the system or a subsystem which affect train safety: a. Only components which have high reliability and predictable failure modes

and rates and which have been proven in conditions similar to the projected service shall be utilized.

b. Components shall be combined in a manner that ensures that a restrictive

rather than a permissive condition will result from component failure.

c. All circuits which are not confined to one housing, and which affect safety, shall be double-wire, double-break, except signal and switch indicator light circuits.

d. The design shall be based on closed circuit principles.

e. Component or system failures shall cause a more restrictive signal

indication than that permitted with no failure. The built-in fault detection and alarm generation capability are preferred.

f. System safety design shall be such that any single independent

component or subsystem failure will result in a safe condition. Failures that are not independent (those failures which in turn always cause others) shall be considered in combination as a single failure and not cause an unsafe condition.

g. Any latent failure of the equipment, that is a failure, which by itself does

not result in an unsafe condition, but which in combination with a second or subsequent failure could result in an unsafe condition, must be detected and negated within a stipulated time period.

h. Electronic circuit design shall insure that the following types of component

failures have a restrictive rather than a permissive effect: 1. Two terminal devices: open, short, partial open or short

2. Multi-terminal devices: combination of opens, shorts, partial opens

and/or partial shorts

3. Redundant design by itself shall not be considered an acceptable method of achieving design safety

H. Headways and Block Layout

1. In general, signals shall be located at the leaving end of station platforms, in signaled territory. In general, interlocking Signals shall be located SBD from (in approach to) the switch points, fouling point, or moveable bridge over which train movements are governed.


2. A two-aspect block signal shall suffice when the next signal ahead is a

station-leaving signal. In other cases a three-aspect signal is required to provide information about the aspect displayed by the next signal ahead so as to avoid the necessity for always approaching it prepared to stop.

3. Wherever it is displayed, a stop indication shall be an absolute signal, requiring that train operators bring their trains to a full stop and call LRT Control for authorization to „key-by‟ the signal and its ATS device at restricted speed (i.e., prepared to stop, within one-half the range of vision, short of anything that may so require).

4. Signal system design headways are calculated without regard for variations in vehicles, weather conditions or individual operators. Signal system design headways shall provide for sustained three-minute scheduled headways. Signal System design headways shall be not greater than 165 seconds, based on a 20 second station dwell time.

I. Safe Braking Distance

1. Safe braking distances shall be calculated using a two second vehicle reaction time, a minimum adhesion which would allow a deceleration rate on level tangent track of 1.95 MPHPS, and a 35% (distance) safety margin. The assumed deceleration rate shall be reduced on downhill grades to compensate for the effects of gravity. In addition, all safe braking distance calculations in open-track territory shall assume a 59 mph LRV entry speed. For example, in open track, a constant 2% down grade shall require a minimum safe braking distance of 2,515 ft and level track shall require a minimum safe braking distance of 2,001 ft.

2. Speed control zones may be used to mitigate the 59 mph LRV entry speed. A different stopping distance algorithm shall be utilized where ATS speed control zones are located. The algorithm is identical to the one used for block layout, but assumes a 0.5 second reaction time.

J. Environmental Considerations

All equipment shall be designed to operate from a minimum temperature of -40 C (ambient) to a maximum temperature resulting from a combination of an ambient temperature, maximum sun loading, and maximum normal internal heat

generation, of 60 C.

K. Service Proven Equipment and Design 1. All signal equipment shall be proven in similar North American railroad or

transit service. The signal system shall have an expected service life of 40 years at the specified level of service. a. Achievement of this useful life shall be through the use of off-the-shelf

proven hardware.


b. Each major component shall incorporate provisions to allow for functional and physical interchangeability of replacement spare parts.

c. Exceptions to this requirement shall be approved by TriMet.

L. Train Detection 1. Train detection in the ATP sections and at interlockings in open-track sections

shall be by two-rail, shunt-type, phase selective 100 Hz track circuits with impedance bonds and two-element vane relays.

2. Single-rail, shunt-type, 100 Hz AC track circuits shall be used to detect train presence on and near powered track switches in the storage yard.

3. Two-rail or single-rail, shunt-type 100 Hz AC track circuits shall be used to detect train presence in embedded track.

4. Audio frequency, overlay, shunt-type track circuits shall be used for train detection in the control of highway grade crossing warning equipment.

5. Slow pick-up track repeating relays, or their logic counterpart, in microprocessor controlled interlockings, shall be installed for all track circuits and track relay contacts shall not be used in circuits affecting safety.

6. The design of the LRV propulsion and traction systems and selection of track circuit frequencies and modulation schemes shall be coordinated to preclude interference between the LRV and the signal system.

7. A shunt with a resistance of 0.2 ohm or less at any point between the two rails of any track circuit shall cause the track circuit to indicate train occupancy.

8. Shunt fouling shall not be allowed, and multiple track relays shall be used for

all turnouts, with the exception of the two (or four) turnouts used in crossovers between mainline tracks.

9. Voltage regulating transformers in the feed to the track may be used or

additional track circuits may be installed, if necessary, to provide this shunting capability; however, special (tuned) impedance bonds shall not be used.

M. Signals and Switch Indicators 1. Color Light Signals

With the exception of those signals noted below and one-aspect interlocking signals, standard railway color light, high signals, including backgrounds, ladders, and maintenance platforms, shall be provided for ATP sections and interlockings in open-track sections. Signals at station platforms that do not have to be viewed from a distance shall be dwarf-type railway color light signals on pedestal bases. Dwarf-type color light signals shall be wall mounted in tunnel sections.


2. Switch Indicators Railway-type, color-light, two direction switch indicators shall be provided at all mainline switches in open-track ATP sections. Each switch indicator shall display a green indication if that particular switch is lined and locked normal and yellow if the switch is lined and locked reverse.

3. Signal Aspects

a. Each signal aspect shall have an indication (meaning) that is the same wherever it is displayed throughout the LRT system. The system shall have two-aspect and three-aspect signals.

b. Fundamental aspects of color light signals (see Table 12.3.M.3-a) and bar light signals (see Table 12.3.M.3-b) shall consist of the following:

TABLE 12.3.M.3-a COLOR LIGHT SIGNALS

COLOR LIGHT SIGNALS

NAME ASPECT INDICATION

Stop Red Stop

Restricting Red over Red over Lunar White

Proceed on tertiary route prepared to stop short of any train or obstruction

Restricting Red over Lunar White

Proceed on secondary route prepared to stop short of any train or obstruction

Restricting Lunar White Proceed on primary route prepared to stop short of any train or obstruction

Approach Red over Red over Yellow

Proceed on tertiary route prepared to stop at the next signal

Approach Red over Yellow Proceed on secondary route prepared to stop at the next signal

Approach Yellow Proceed on primary route prepared to stop at the next signal

Proceed Yellow over Green Proceed (displayed when next signal displays an approach aspect for movement to the secondary route)

Proceed Red over Green Proceed on secondary route (displayed when next signal displaces a clear aspect)

Proceed Green Proceed on primary route

Proceed Green over Green Proceed (displayed when next two


COLOR LIGHT SIGNALS


signal display a proceed or approach aspect for movement to the secondary route)

Restricting “END AUTO BLOCK” Sign

Proceed prepared to stop short of any train or obstruction

TABLE 12.3.M.3-b BAR LIGHT SIGNALS

BAR LIGHT SIGNALS


Stop Red Light or Red Horizontal Bar

Stop

Stop & Proceed With Caution

Yellow Horizontal Bar

Approach the intersection prepared to stop, primary route is set.

Stop & Proceed With Caution

Red over Yellow Horizontal Bar

Approach the intersection prepared to stop, secondary or tertiary route is set.

Restricting Red over White Bar

Proceed, on secondary route through the intersection with caution.

Restricting Red over White Diagonal Bar over White Vertical Bar

Proceed, on tertiary route through the intersection with caution.

Restricting White Vertical Bar

Proceed, on the primary route through the intersection with caution.

4. Light-Out Protection

Light-out protection shall be provided on all two-light interlocking signals to prevent a signal from displaying a more permissive aspect from that intended because of a burnt-out lamp or broken wire.

5. Signal Locations Signals shall be located to the left of the track governed. There may be locations where there is no room for signals to the left; however, if site conditions permit, every effort shall be made to adjust clearances so that the signals can be located on the left.

6. Signal Height All signals governing normal movements shall be as close to the Train


Operator's eye level as practicable.

7. Signal Lighting Approach lighting shall be used and signal lights shall be extinguished when there are no trains in position to view the signal. Exceptions to this will include the first signal approached when leaving non-signaled and entering signaled territory. These signals shall be lighted continuously. 1. Double filament lamps shall be used in railway-type signals to reduce

signal outages.

2. Signal lighting energy shall be 120 Vac, reduced to lamp voltage (approximately 10 Vac) by transformers located in the signals.

3. Lamp voltage shall be from 85% to 90% of rated voltage in order to extend lamp life and to retain proper light color.

8. Signal Numbering

All LRT signals shall have number plates attached to facilitate identification and simplify record keeping.

N. Mainline Track Switches 1. Track Switches in Open-Track

a. Manual Track Switches Manually operated switches in signaled territory shall be equipped with switch and lock movements with operating rods, lock rods and point detectors, and electric switch locks. 1. Removing a padlock from the electric switch lock shall put neighboring

signals to stop and shall start a timer to ensure clearance of trains that may have just passed the controlling signals.

2. Expiration of the time shall permit the switches to be reversed.

b. Powered Track Switches 1. Switches shall be powered by dual control (motor driven/manual)

switch machines on open trackwork.

2. Power for the dual control switch machines shall be from the signal power line or from commercial 120 Vac power source with rectifiers and 110 Vdc batteries.

3. Switch machines shall be equipped with operating rods, lock rods and point detectors.

4. Moving a powered switch from powered to manual mode shall put neighboring signals to stop, and shall start a timer to ensure clearance of trains that may have just passed the controlling signals.

c. Switch Heaters

Switch heaters are to be provided at designated locations where the


presence of ice and snow could affect rail service. Spare conduits and power feeds are to be provided at all power switch locations.

2. Track Switches in Paved Track a. Manual Track Switches

Manual track switches shall be equipped with toggle type switch movements. Facing-point switches shall be equipped with switch circuit controllers.

b. Powered Track Switches

Paved track power switches shall be equipped with drop bar locking and switch circuit controllers. Powered switches shall be dual control (hand and motor). Hand operation shall result in the operation of the locking mechanism.

3. Powered Yard Switches

Powered yard switch operating mechanisms shall be dual-control (hand and motor), electrically operated, trailable devices. Two direction switch indicators shall be provided, either integral to the machine or on a separate foundation.

O. Control Circuitry

1. All circuits affecting train safety shall be controlled by vital relays in compliance with Section 6.1 of the AREMA Communications and Signal Manual. Vital microprocessor controlled interlockings may be used. However, such interlockings must have a service proven history of not less than five years in at least three North American railway signal systems of similar design, and shall be designed specifically for railway signal applications. If vital microprocessor controlled interlockings are used, redundant microprocessors must be used.

2. Non-vital logic circuits shall be controlled by non-vital relays in compliance with Section 6.3 of the AREMA Communications and Signal Manual. Programmable logic controllers may be used for non-vital circuits, if such units have a service proven history of not less than three years in at least two North American railway signal systems of similar design.

3. All relays shall plug into separate relay bases. All non-vital relays shall be identical. All relays shall be furnished with at least one spare independent front-back contact.

4. The use of diodes, capacitors, or resistors to change a relay's timing characteristics shall not be allowed. All such timing characteristics shall be accomplished magnetically.

P. Signal Power 1. Power Line

Because the track relays shall be of the phase-selective, two-element type, it shall be necessary for a fixed-phase relationship to be maintained between adjacent track circuits and between the two ends of each individual track


circuit. This will require that each extended signaled area have one power source to supply the whole of the area. a. The primary and alternate power sources shall be at opposite extremities

of each area so as to permit the transmission of signal power to all locations in the event of a signal power line fault.

b. Commercial power connections shall be phased properly so as to maintain the required phase relations in the track circuits during periods when the signal power line is sectionalized to segregate a line fault.

2. Batteries

a. All grade crossing warning equipment shall be provided with emergency batteries. Nickel-cadmium batteries, with a minimum capacity of 240 Ampere-hours shall be provided.

b. The equipment controlling the automatic changeover between primary and alternate power sources shall also be provided with emergency batteries. These batteries shall be Nickel-cadmium and shall have the capacity sufficient to re-start the system in the event that both sources lose power for 24 hours.

Q. Local Control Panels

1. Local control panels shall be installed at all interlockings. Local control panel may be either hardwire panels or, at microprocessor controlled interlockings, software based.

2. Panels shall be rack-mounted and include a track model with indication lights for each track circuit, switch, and signal.

3. Panels shall contain a key-locked switch that must be used before control is

transferred from the TWC system and Central Control to the panel.

4. Software based local control panels shall use the vital microprocessor controlling the interlocking and include a separate, industrial grade PC.

5. Indication lights shall include track occupancy (detector, approach, and leaving circuits), switch condition (normal, reverse and locking), signal aspects, and route requests stored. The panels shall also possess the capability to generate and cancel any request for signals, to position switches for a movement that can be generated from other locations in the associated interlocking, and the capability to operate each power switch or crossover individually.

R. Data Recorders

Each signal equipment room and signal house shall be equipped with solid-state data recorder. 1. Recorders shall display and record the status of each track circuit (occupied

or not), each signal (all aspects), each switch or crossover (normal, reverse, or not in correspondence), and each route request (requested or not).


2. Recorders will have a minimum usable resolution of .3 seconds.

3. Sufficient recorder internal memory shall be provided to assure uninterrupted 14-day recording without storage on a disk drive.

4. Solid-state date recorder/analyzer will be acceptable if such units are equipped with a computer and printer at each location.

5. Computer playback units shall be equipped with all of the necessary software to access data in both table and graphic formats.

S. SCADA Interface Terminal Block

1. Each signal equipment room and each signal equipment case shall be equipped with either: a. Ethernet port on the vital microprocessor controlling the interlocking

b. SCADA interface and associated terminal block, with discrete SCADA

controls and indications.

2. The SCADA interface (Ethernet of terminal block) shall be provided to interconnect the SCADA system with the status of the interlocking, tracks, switches, signals and the TWC route request, etc.

3. The SCADA terminal block, if used, shall be provided with a disconnect terminal to isolate the signal system from the SCADA system, in the event of a SCADA failure.

4. See Design Criteria, Chapter 13 – Communications for additional SCADA information.

T. Lighting and Transient Protection

1. Grounding electrodes shall be provided and installed in the signal rooms. Ground rods shall also be installed at all signal cases.

2. Connections between arresters, other signal equipment, and grounding electrodes shall be per Section 11.3.1 of the AREMA Communications and Signal Manual, except that all connections to grounding electrodes shall be by exothermic welding.

3. All electronic and solid-state devices shall have effective internal and separate external surge protection. High-voltage lightning arresters shall be applied to commercial power connections.

U. Wire and Cable

1. Station-to-station and signal-room-to-field equipment signal wires in the signaled areas shall not be combined in the same cable or conduit with signal power or communication circuits.


2. Station-to-station and signal-room-to-field equipment signal conductors shall

be #14 AWG or larger conductors with 5/64" of 90 C ethylene-propylene rubber compound insulation.

3. Multiple conductor cables shall have an outer jacket of extruded, black, low density, high-molecular weight polyethylene.

4. Signal cables shall be in accordance with Sections 10.3.16 and 10.3.19 of the AREMA Communications and Signal Manual.

5. Case wiring shall be #16 AWG or larger and shall have Ethylene-Tetrafluoroethylene (ETFE) insulation, in accordance with Sections 10.3.14 and 10.3.24 of the AREMA Communications and Signal Manual.

6. Wire, cable and its installation shall comply with the applicable requirements of the AREMA Signal Manual. A minimum of 10%, but not less than two spare conductors, shall be required in each cable.

V. Location of Signal Equipment

1. Signal system equipment shall be located in wayside cases or houses. Signal rooms will be provided in tunnels and at stations in signaled territory.

2. All signal equipment, including signals, switch machines, switch indicators, cases, and houses shall clear the LRV dynamic outline by a minimum of six (6) inches. Exceptions to this may be allowed where right-of-way is restricted and vehicle speeds are minimal.

3. Doors of signal equipment cases shall be restrained from opening to a position less than six (6) inches from the LRV dynamic outline.

4. Equipment cases shall be located in such a way as to not obstruct the train operators or motorists (insofar as grade crossing warning equipment is concerned) view of the governing signal.

5. To the maximum extent possible, all signal relays shall be located in signal equipment rooms at each passenger station and in the tunnel.


FIGURE 12.3.D.3-a CANTILEVERED FLASHING LIGHT SIGNAL


FIGURE 12.3.D.3-b AUTOMATIC GATE SIGNAL


FIGURE 12.3.D.3-c CURBING

Design Criteria OPUC OAR 860-42-060 (7) CURBING


FIGURE 12.3.D.3-d EXAMPLE LOCATION PLAN FOR SIGNALS


FIGURE 12.3.D.3-e SIGNAGE

CHAPTER 13 COMMUNICATIONS

CHAPTER 13 – COMMUNICATIONS 13.1 GENERAL

The communications system includes the electronic communications, data processing, and human interface systems to enable the monitoring and supervision of TriMet rail and bus operations, security, and administrative functions. Also included are voice and data communication systems in support of TriMet customer service and administrative functions.

This design criteria chapter is divided into multiple sections including Light Rail, Bus/Lift, and Administrative. The Bus/Lift and Administrative sections are included as placeholders at this time and will be completed at a later date.


Communications Systems shall be designed and implemented to the latest revision of the following codes and standards: A. TriMet

1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 7 - Structures 5. Design Criteria, Chapter 8 - Light Rail Vehicles 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 10 - Traction Electrification System 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 11. Design Criteria, Chapter 15 - Light Rail Crossing Safety 12. Design Criteria, Chapter 16 - Small Buildings 13. Design Criteria, Chapter 17 - Parking Facilities 14. Design Criteria, Chapter 19 - Public Art 15. Design Criteria, Chapter 21 - Fare Collection 16. Design Criteria, Chapter 23 - Bus Facilities 17. Design Criteria, Chapter 24 - Security 18. Design Criteria, Chapter 25 - Signage and Graphics 19. Design Criteria, Chapter 26 - Elevators 20. Design Criteria, Chapter 27 - Lighting 21. Design Criteria, Chapter 28 - Amenities 22. TriMet Directive Drawings

B. Industry 1. American National Standards Institute (ANSI) 2. Building Industry Consulting Service International (BICSI) 3. Consultative Committee for International Telephone and Telegraph (CCITT) 4. Electronic Industries Association (EIA) 5. Institute of Electrical and Electronics Engineers (IEEE) 6. International Organization for Standardization (ISO)


7. National Electrical Manufacturers Association (NEMA) 8. National Fire Protection Association (NFPA) 9. Building Industry Consulting Service International (BICSI)


1. Americans with Disabilities Act (ADA) 2. Federal Communication Commission (FCC) 3. Human Engineering Design Criteria for Military Systems, Equipment, and

Facilities (MIL-STD-1472D)


a. Systems 2. Communications and Technology

a. Customer Service b. Information Technology

3. Operations a. Maintenance of Way b. Rail and Bus Transportation c. Security


A. Light Rail Communication Systems 1. Scope

Light rail communications systems include the following basic elements: a. Communications Power Systems

These are the power requirements for communications equipment. The power configuration depends on the application and location.

b. Communications Fiber Plant A fiber optic cable plant is required along the right-of–way and at other locations to interconnect each communications equipment location.

c. Communications Transmission System (CTS) Consists of fiber optic, radio microwave, and specialized point-to-point systems for the transmission of voice and data for other communications systems.

d. Supervisory Control and Data Acquisition System (SCADA) Provides data transmission capabilities between TriMet’s Rail Operations Command Center and each rail station, signal equipment room and case, communications room and case, traction power substation, and various facilities.

e. TriMet Telephone System (TMTS) TriMet’s internal TMTS telephone system provides telephone communications between most light rail stations, systems rooms and cases, and facilities. Certain field facilities such as tunnels and major


bridges also have emergency telephones for direct ring-down service between the field facility and the Operations Command Center at Ruby Junction.

f. Closed Circuit Television System (CCTV) Permits visual monitoring of rail, bus, administrative, and maintenance facilities to satisfy operations and security requirements. Video is recorded at a central location, and is available via the TriMet Enterprise network to authorized users.

g. Two-Way Radio Systems TriMet has several radio systems, generally for two-way voice communications between the Operations Command Center and field personnel, and among field personnel. Light rail uses the City of Portland’s 800 MHz trunked radio system. Bus field supervisory and maintenance personnel also use this system. TriMet uses this as a voice-only system. Communications to buses used TriMet’s own UHF radio system for data and voice. Both these systems are in the process of being replaced with a TriMet owned 700 MHz radio system, providing a common platform for all TriMet two-way radio traffic.

h. Data Radio Systems Short-range wireless networking (WiFi) is used for several rail applications including Digital Information Displays, Automatic Passenger Counters (on LRVs) and for shop maintenance data networks.

i. Digital Information Displays (DIDi) Several systems are used to provide train/bus arrival and service exception information directly to passengers at selected rail and bus stops and at certain other locations. All fall under the umbrella of Digital Information Displays, which consists of several hardware arrangements to provide visual and audible announcements. Digital Information Displays use real-time bus and train location information to determine arrival time information for each given sign location. This communications design criteria does not address the Web-based elements of TransitTracker.

j. Security Systems Several TriMet facilities require security systems to detect intruders and to limit access into sensitive areas to authorized individuals. Examples of facilities with intrusion detection are tunnels and long bridges. Examples of facilities with access control include shop buildings, tunnel head houses, operator break rooms, and control centers.

k. Central Control System (CCS) Enables TriMet Operations to remotely monitor and control rail signal, power, facilities and related LRT systems. Also provides extensive rail management features and provides information to other TriMet systems.


l. Operations Control Center (OCC) The location where full time supervision of rail and bus operations occurs.

2. Light Rail Communications Users

The Communications Customer (User/Service) Matrix (Table 13.3.A.2) shown below describes the types of communications services used by each of the communications users a. The Communication End Device column on the far left enumerates the

wide variety of end devices served by the communications system.

b. The Communications Transport row primarily associates end devices with the VLAN that serves the end device.

c. Following the matrix below, see the brief description of each user and service.


TABLE 13.3.A.2 COMMUNICATIONS CUSTOMER (USER/SERVICE) MATRIX

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12 Signal Houses/Rooms X3 Microprocessor(s) X X4 TWC X X5 VoIP Telephone (TMTS) X X6 Logging Recorder X X X7 Access Control (TRACS) X X89 Traction Power Substations X

10 Control Microprocessor X X11 VoIP Telephone (TMTS) X X12 Rail to Earth Measurement X X13 Access Control (TRACS) X X14 Traction Power Network X X1516 Above Ground Stations17 Ticket Vending Machine(s) X X18 Tag On/Tag Off Device(s) X X19 CCTV Cameras X X20 Digital Display(s) X X21 TWC X X

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22 Pay Telephone (w/TDY) X X23 Operator/Crew Room24 VoIP Telephone (TMTS) X X25 Enterprise Network X X26 AIM Network X X27 Access Control (TRACS) X X28 Comm Room29 RTU X X X30 VoIP Telephone (TMTS) X X X31 Access Control (TRACS) X X X32 Comm Network X X X X X (2) (3) X X X X X3334 Below Ground Stations35 Ticket Vending Machine(s) X X36 Tag On/Tag Off Device X X37 CCTV Cameras X X38 Digital Display(s) X X39 Intrusion Detection X X40 TWC X X41 Pay Telephone (w/TDY) X X

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Design CriteriaChapter 13 Communications TABLE 13.3.A.2, p13-5-1 to p13-5-3, March 2011.xls 13-5-1 Revised March 2011



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42 Operator/Crew Room43 VoIP Telephone (TMTS) X X44 Enterprise Network X X45 AIM Network X X46 Access Control (TRACS) X X47 Comm Room48 RTU X X49 VoIP Telephone (TMTS) X X X50 Access Control (TRACS) X X X51 Comm Network X X X X X (2) (3) X X X X X5253 Parking Lots54 CCTV Cameras X X X55 Pay Telephone X X56 Comm Cabinet X (1) X5758 Parking Structures59 CCTV Cameras X X60 Emergency Telephone X X61 SCADA X X

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8384 Tunnels (short)85 Emergency Telephones X X86 CCTV Cameras X X

87 Intrusion Detection X X88 Comm Cabinet/Network X X X8990 Vent Structures (Comm Room or Cabinet)91 Ventilation Controls (SCADA) X X92 Access Control (TRACS) X X

93 VoIP Telephone (TMTS) X X94 Comm Room or Cabinet/Ntwk X X X9596 Bridges97 Emergency Telephones X X98 Intrusion Detection X X

99 CCTV X X100 Comm Room or Cabinet/Ntwk X X X101102 Shops and Related Facilities

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102 Shops and Related Facilities103 VoIP Telephone (TMTS) X X104 Public Address X X105 CCTV X106 WiFi X X X107 Access Control (TRACS) X X108 Comm Room/Network X (1) X X X X

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3. Functional Requirements

a) Signals 1. Each signals room/bungalow uses voice and data communications for

these applications: a) Signals microprocessor(s) connection over the SCADA VLAN to

the Central Control System (one connection per signals microprocessor);

b) Train to Wayside Communications (TWC) connection(s) over the SCADA VLAN to the Central Control System;

c) Signal maintainer telephone communications to the control center and other TriMet system locations;

d) Data communications for logging recorders; e) TRACS intrusion/access data communications between a local

controller and the TRACS server.

2. Signal houses serving interlockings require redundant Operations Ethernet connections to provide independent network connections for redundant microprocessors.

3. The required protocol between the signals microprocessors and the CCS/AIM system is Genisys.

4. Each Signals room/bungalow is linked to the communications backbone via a fiber optic cable between the signals room/bungalow and the nearest communications node. In the event of a co-located signals/communications building, the connections may be copper.

5. The SCADA VLAN transports signals controls and indications back and forth between the signals microprocessor and the central control system. Signal locations without a microprocessor require a SCADA Remote Terminal Unit (RTU) to transport discrete inputs and outputs to the central control system.

6. The TMTS telephone connects to the TriMet TMTS telephone system via the VoIP VLAN. New installations shall be IP telephones if cable distances permit. Otherwise, use analog telephones with VoIP converters.

7. Each signals room/bungalow requires intrusion detection, fire alarm, and access control (See Design Criteria, Chapter 12 – Signal System and Chapter 16 – Small Buildings). Intrusion detection and fire alarm indications are transported to CCS via the signals microprocessor or via RTU. Access control data uses the TRACS VLAN for connectivity to the access control’s host computer.

8. Depending on configuration of the signals system, dark fiber (SM or MM) may be required to interconnect signal houses. A minimum of 12 fibers shall be allocated for this purpose.


b. Traction Power Substation (TPSS)

1. Each TPSS uses voice and data communications for these applications: a) TPSS controller connection over the SCADA VLAN to the Central

Control System; b) Substation maintainer telephone communications to the control

center and other TriMet system locations; c) Rail-to-Earth measuring equipment is connected to the Stray

Current Measurement system using the Rail-to-Earth VLAN; d) TRACS intrusion/access data communications between a local

controller and the TRACS server.

2. Each TPSS is linked to the communications backbone via a fiber optic cable between the TPSS and the nearest communications node. In the event of a co-located TPSS/communications building, the connections may be copper.

3. Depending on the transfer trip design, each TPSS may require independent dark multi-mode fiber for transfer trip functionality between each substation. Connections to existing TPSS may require copper cable for transfer trip functionality.

4. The TMTS telephone connects to the TriMet TMTS telephone system via the VoIP VLAN. New installations shall be IP telephones if cable distances permit. Otherwise, use analog telephones with VoIP converters.

5. Each TPSS requires intrusion detection, fire alarm, and access control (See Design Criteria, Chapter 10 – Traction Power Electrification and Chapter 16 – Small Buildings). Intrusion detection and fire alarm indications are transported to CCS via the TPSS microprocessor or via RTU. Access control data uses the TRACS VLAN for connectivity to the access control’s host computer.

c. Above Ground Light Rail Stations

1. Light Rail Stations require the following communications services: a) Pay Telephones (for passenger use and for emergency telephone

service, via 911), b) Digital Information Displays (video displays with public address), c) Ticket vending machine network access, d) CCTV, e) Train-to-Wayside communications loops (at some locations), f) An associated communications equipment room with a SCADA

RTU, IP telephone, and communications backbone network node.

2. Where light rail stations include two or more platforms, a pay phone and digital information display shall be provided on each platform.


3. A minimum of two ticket vending machines shall be provided at each station. Multiple platform stations may require more depending on anticipated use. Each TVM shall be provided with 100Base F fibers (multimode) over two fibers for data service, and two pairs of twisted pair copper for alarm service. Cable minimums: six fibers and six pair copper for each machine.

4. Provide conduit and cable for tag on/tag off devices for TriMet’s advanced fare collection system.

5. Station designs must be carefully evaluated for CCTV requirements, considering all station areas.

6. Operator Break Room: Some stations are provided with an operator break room for bus and/or rail use. These rooms require an IP-telephone on the TriMet VoIP VLAN, a network connection on the SCADA VLAN for use with an AIM remote workstation (for rail), and a network connection on the Administrative VLAN for use with a TriMet enterprise network.

7. Communications Equipment Room: Most stations require a communications equipment room that houses the communications node for the station. Communications rooms should be located within 200 feet of the platform. Major communications node elements are: fiber optic terminations, uninterruptable power supply, communications network equipment, SCADA remote terminal unit, CCTV power supply, CCTV termination equipment, backboard, and copper cable surge and lightning protection equipment.

d. Below Ground/Below Grade Light Rail Stations

1. Light Rail Stations require the following communications services: a) Pay Telephones (for passenger use and for emergency telephone

service, via 911), b) Digital Information Displays (video displays with public address), c) Ticket vending machine network access, d) CCTV, e) Train-to-Wayside communications loops (at some locations), f) Two-way radio, and an associated communications equipment

room with a SCADA RTU, IP telephone, and communications backbone network node.

2. Where light rail stations include two or more platforms, a pay phone

and digital information display shall be provided on each platform.

3. A minimum of two ticket vending machines shall be provided at each station. Split platform stations may require more depending on anticipated use. Each TVM shall be provided with 100Base F fibers (multimode) over two fibers for data service, and two pairs of twisted


pair copper for alarm service. Cable minimums; six fibers and six pair copper for each machine.

4. Provide conduit and cable for tag on/tag off devices for TriMet’s advanced fare collection system.

5. Each below ground station shall be equipped with intrusion detection on each tunnel portal and at other locations depending on station design. Two general types of intrusion detection may be provided: laser scan and adaptive CCTV.

6. Underground station designs must be carefully evaluated for CCTV and two-way radio coverage requirements, considering passageways, elevator cabs and vestibules, and all station areas.

7. Operator Break Room: Some stations are provided with an operator break room for bus and/or rail use. These rooms require an IP-telephone on the TriMet VoIP VLAN, a network connection on the SCADA VLAN for use with an AIM remote workstation (rail only), and a network connection on the Administrative VLAN for use with a TriMet enterprise network.

8. Communications Equipment Room: Most stations require a communications equipment room that serves as the communications node for the station. Communications rooms should be located within 200 feet of the platform. Major communications node elements are: fiber optic terminations, uninterruptable power supply, communications network equipment, SCADA remote terminal unit, CCTV power supply, CCTV termination equipment, backboard, and copper cable surge and lightning protection equipment. Underground stations also require two-way radio equipment.

e. Parking Lots

Parking lots are single-level facilities, and are either stand-alone facilities, associated with a light-rail station, or associated with a transit center. 1. CCTV: Each lot shall be equipped with CCTV cameras to cover lot

entrances and exits, and generally covering most lanes of the lot. Facial recognition is not required in the lanes. Entrance/exit cameras shall be arranged to see license plates and faces of drivers and passengers. a) Cameras are Pan-Tilt-Zoom with 35:1 zoom ratio, in pressurized,

vandal resistant housings with heaters. Use of UTP cable is acceptable for video with 20 AWG twisted pair cable for PTZ control. Power for cameras shall be arranged to permit power cycling of each camera individually, from a central location at the facility.


b) Hidden pin-hole cameras may be employed if needed for a specific application, such as ticket vending machine locations and for facial recognition at the platform entrances and exits.

c) All areas that cameras are expected to “see” require adequate lighting. A minimum of 1.0 FC with a lighting ratio maximum of 1:3 is preferred.

d) CCTV cameras shall be integrated with TriMet’s Verint/Nextiva CCTV system wherever possible.

e) Cameras at or near light-rail facilities shall be integrated with TriMet’s fiber optic backbone and cable transmission system.

2. Transit Centers and stand-alone facilities without fiber or equivalent

service require an on-site DVR. Where possible, the local DVR shall be served with a commercial high-speed data line (such as a DSL line) that will permit the DVR to send video clips to TriMet’s end-user, usually the TriMet Police office. DVRs require a minimum of 10 days storage for each camera at a 7.5 fps, 4 CIF rate.

3. Where live video will not be sent to the end-user or a centralized recording system, PTZ control of cameras is only required for set-up, not for real-time viewing. On-site DVRs require removable media, so the media can be taken to the Police office for evaluation if required, while new media can be installed in place and service restored.

4. Communications Equipment Case: Each lot shall be equipped with a communications equipment case to contain camera control equipment, camera power supplies, power distribution equipment, PTZ signal distribution equipment, network interface equipment, digital video recorder, network firewall, and broadband interface equipment. Each cabinet shall be equipped with forced air ventilation and a dehumidifying heater. A UPS is required to support network interface, firewall, and camera control equipment for a minimum of 8 hours.

f. Parking Structures

Parking structures are multi-level facilities, and are either stand-alone facilities associated with a light-rail station, or associated with a transit center. Parking structures shall be equipped with CCTV cameras, emergency telephones, access control for equipment rooms, and SCADA to transmit alarms to the Operations Control Center (OCC) and receive controls from the OCC. 1. CCTV: The structures shall be equipped with CCTV cameras to cover

entrances and exits, and generally covering most lanes of the structure, ramps, elevator cabs, and elevator landings. a) Camera views shall be arranged to cover each internal corner of

the structure. Facial recognition is not required in the lanes and on


the ramps. Entrance/exit cameras shall be arranged to see license plates and faces of drivers and passengers.

b) Cameras are Pan-Tilt-Zoom with 35:1 zoom ratio, in pressurized, vandal resistant housings with heaters. Use of UTP cable is acceptable. Power for cameras shall be arranged to permit power cycling of each camera individually, from a central location at the facility.

c) Hidden pin-hole cameras may be employed if needed for a specific application, such as ticket vending machine locations and for facial recognition at the platform entrances and exits.

d) Elevators require a fixed hidden ceiling camera with wide-angle lens selected to permit viewing of most areas in the elevator cab. These cameras do not require a heater.

e) All areas that cameras are expected to “see” require adequate lighting. A minimum of 1.0 FC with a lighting ratio maximum of 1:3 is preferred.

f) CCTV cameras shall be integrated with TriMet’s Verint/Nextiva CCTV system wherever possible.

g) Cameras at or near light-rail facilities shall be integrated with TriMet’s fiber optic backbone and cable transmission system.

2. Transit Centers and stand-alone facilities without fiber or equivalent

service require an on-site DVR. Where possible, the local DVR shall be served with a commercial high-speed data line (such as a DSL line) that will permit the DVR to send video clips to TriMet’s end-user, usually the TriMet Police office. In such cases, where live video will not be sent to the end-user or a centralized recording system, PTZ control of cameras is only required for set-up, not for real-time viewing. On-site DVRs require removable media, so the media can be taken to the Police office for evaluation if required, while new media can be installed in place and service restored. DVRs require a minimum of 10 days storage for each camera at a 7.5 fps, 4 CIF rate.

3. Emergency telephones shall be installed in elevator cabs at a minimum. These telephones shall be integrated with the TriMet Cable transmission system, or equivalent, and shall auto-dial the OCC. Telephones shall be hands free and shall be arranged to provide a visual “Help Coming” message for the aurally disabled.

4. Access Control: Each equipment room shall be equipped with access control hardware as required to be a fully functional element of TriMet’s TRACS access control system. This includes signal rooms, communication equipment rooms, traction power substations,


electrical equipment rooms, fire sprinkler and fire alarm panel rooms, and ventilation equipment rooms. Also, operator break rooms require access control. Hub equipment for access control is to be located in the communications equipment room.

5. SCADA: SCADA is required to transmit indications and alarms from the facility to the OCC and to send controls from the OCC to the facility. Typical alarms and indications: fire, intrusion, elevator trouble. Typical controls: elevator enable/disable. These controls and indications may be integrated with the SCADA RTU for rail operations, if practical.

g. Long Tunnels

Long tunnels are facilities that require ventilation equipment. Generally, NFPA-130 applies, as appropriate to the design. Long tunnels generally require emergency telephones, two-way radio coverage, CCTV, intrusion detection, ventilation controls, one or more emergency command post, and one or more communications equipment rooms. There may also be signal rooms and traction power substations associated with the tunnel. 1. Emergency Telephones: ETs are required at each entrance/exit

point of the tunnel, including tunnel cross passages. Each is marked by a blue light station. Telephones shall be hands free and shall be arranged to provide a visual “Help Coming” message for the aurally disabled.

2. Two-Way Radio: Tunnels must be equipped to carry two-way radio service on TriMet’s radio system, and for the Fire and Life Safety providers in the locality.

3. CCTV: CCTV cameras must be provided at each tunnel portal, and in the case of underground stations, portals at the station trackway entrances. Underground station designs must be carefully evaluated for CCTV coverage requirements, considering passageways, elevator cabs and vestibules, and all areas used by passengers.

4. Intrusion Detection: Provide intrusion detection at each access/egress point of the tunnel. The purpose is to notify OCC of unauthorized entry and egress. Emergency exits and doorways can be served with door switches. Trackway portals require detection with sufficient discrimination to alarm on unauthorized passage, but not on trains and authorized passage. Detection systems require disable capability, to permit OCC controllers to temporarily disable alarms to permit passage of vehicles and workers that would normally set off the alarms.

5. Ventilation Controls: Provide remote (from OCC) control of ventilation via SCADA. Provide local ventilation controls at the emergency command post; local controls shall have the capability to override remote controls.


6. Emergency Command Post: Specifics of command post

requirements will depend on the functionality dictated by the tunnel design. Generally, provide local ventilation, elevator, traction power, and related facility controls; also provide train position indications. Equip the command post with telephones for operations and emergency responder use. Provide CCTV viewing screens for all cameras within the service zone of the command post. Provide network access and workstations for the TriMet enterprise network and for the CCS system. The command post requires two-way radio coverage.

7. Communications Equipment Room(s): One or more communications equipment rooms serve as the communications nodes for the tunnel. Major communications node elements are: fiber optic terminations, uninterruptable power supply, communications network equipment, SCADA remote terminal unit, CCTV power supply, CCTV termination equipment, radio bidirectional amplifiers and related network control equipment, TRACS access control equipment, backboard, and copper cable surge and lightning protection equipment. These rooms require telephone, two-way radio coverage, and TRACS access control.

8. Other Systems Rooms: Systems rooms for signals, traction power, distribution power, ventilation control, and related functions will generally require telephones, SCADA network, two-way radio coverage, and TRACS access control.

h. Ventilation Structures Ventilation structures provide supplemental ventilation in long tunnels, supplement systems in long tunnels. Ventilation structures generally require emergency telephones, two-way radio coverage, CCTV, intrusion detection, local ventilation controls, and one or more communications equipment rooms. There may be an emergency command post associated with the ventilation structure. There may also be signal rooms and traction power substations associated with the ventilation structure. 1. Emergency Telephones

ETs are required at each entrance/exit point of the ventilation structure. Each is marked by a blue light station.

2. Two-Way Radio Ventilation structures must be equipped to carry two-way radio service on TriMet’s radio system, and for the Fire and Life Safety providers in the locality.

3. CCTV CCTV cameras must be provided at each ventilation structure entrance/exit.


4. Intrusion Detection

Provide intrusion detection at each entrance/exit of the ventilation structure.

5. Ventilation Controls Provide a local control panel at the ventilation structure.

6. Emergency Command Post If the design of the tunnel requires it, provide an emergency command post with the same communications and controls complement as the tunnel emergency command post.

7. Communications Equipment Room If the design of the communications system requires it, provide a communications room as a part of the ventilation structure. Typically this will be a communications node with equipment as necessary to support operation of the ventilation structure and maintain network viability.

8. Other Systems Rooms Systems rooms for signals, traction power, distribution power, ventilation control, and related functions, if required by the tunnel design, will generally require telephones, SCADA network, two-way radio coverage, and TRACS access control.

i. Short Tunnels

Short tunnels are not long enough to require ventilation equipment. Generally, NFPA-130 applies, as appropriate to the design. Short tunnels generally require emergency telephones, CCTV, and intrusion detection. This communications equipment is serviced by one or more nearby station communications equipment rooms. Two-way radio coverage should be tested to determine if an antenna system is necessary.

j. Long Bridges Long Bridges generally require emergency telephones, CCTV, and intrusion detection. This equipment is serviced by one or more nearby station communications equipment rooms.

k. TriMet Facilities TriMet Facilities are defined as non-revenue buildings, not including small buildings. Examples are tunnels, bridges, ventilation structures, and shop buildings. Also see Design Criteria, Chapter 9 – Light Rail Transit Operations Facilities. 1. Facilities functions that must be monitored by CCS require SCADA

RTUs or Operations Ethernet connections for monitor and control devices.


2. Shop facilities require public address, TMTS telephones, two-way radio coverage, pay telephones, wireless Ethernet systems, CCTV, intrusion detection, operations network, and enterprise network services.

l. Train to Wayside Communications (TWC)

TWC is a supplement to the signal system, and is also used by the train-tracking element of AIM. At some locations TWC interrogators are connected directly to the communications network, for transport of TWC data to the AIM system. 1. Legacy TWC equipment uses serial data circuits from the TWC

transponders to CCS via SCADA.

2. New-installation TWC equipment uses an Ethernet connection from the transponder to the SCADA Network VPN. This connection may be by copper or fiber, as dictated by physical distance.

m. Fare Collection

Ticket Vending Machines (TVMs) are located at each light rail station platform, or at specific nearby locations. The communication system transports data between each TVM and the Fare Collection Network Computer (FCNC), located at Ruby Junction, using the Fare Collection VPN. 1. TVMs interface to the communications network switch using a

100-Base-F multimode connection. Multi-mode fiber optic cable makes a home-run connection from each TVM to the nearest communications node.

2. TVM Alarms - Each ticket vending machine produces several alarms

that are transported to AIM via SCADA. These alarms are generated as dry contact closures. The connection between the TVMs and SCADA must be by twisted pair copper, in order to maintain the integrity of the alarms in the event of TVM equipment failure. Also see Design Criteria, Chapter 21 – Fare Collection.

n. Operations

Operation staff work in many areas of the system and generally require two-way radio and TMTS telephone service for voice communications, and access to the TriMet enterprise network. Also, certain operations staff requires access to AIM network workstations.

o. Maintenance

Maintenance-of-Way staff works in many areas of the system and generally require two-way radio and TMTS telephone service for voice communications and access to the TriMet enterprise network. Also, certain operations staff requires access to the AIM network workstations.


p. Transit Police/Security

Transit Police work in many areas of the system and generally require two-way radio, TMTS telephone and CCTV network access. The TriMet Police office also has a CCTV workstation that downloads and packages video for investigation of incidents on the TriMet system.

q. Claims and Insurance

The Claims and Insurance office requires access to the CCTV network in order to capture and playback video images from the CCTV system. Access to the CCTV network is by way of the Enterprise network.

r. Central Control System

1. The Central Control System (CCS), also known as AIM, uses the communications system in order to communicate with various field systems: Signals, Traction Power, Facilities, and others. CCS uses the Communications Transmission System and SCADA to communicate with remote systems.

2. The CCS system uses the ARINC “AIM” software package. The communications protocol with field devices is as follows: Signals—US&S Genisys; SCADA and TPSS—Modbus TCP

s. Passengers

Passengers receive information via the Station Information System (Digital Information Displays), and utilize pay telephone stations in the platforms for emergency telephone service.

t. Passenger Counters

Light rail vehicles have an on-board automatic passenger counter system. This system reports by means of a wireless Ethernet system in place at each rail yard. This Ethernet is connected to the TriMet Enterprise Network by means of a firewall located at each yard facility.

u. Digital Information Displays (DIDi)

1. Digital Information Displays is a passenger information system that provides visual and audible train and/or bus arrival and general information to passengers at designated stations. Public address is integrated with the Digital Information Displays.

2. Generally, public address in the digital information displays is silent; it

is activated by a remote announcement from the control center, or by local push button activation to announce train/bus arrival information. Determination of public address capability and the pushbutton activation feature needs to be made as a part of project design. At some locations with no close-by neighbors, the public address function of the signs is timed to make announcements at a pre-determined interval.


3. Preferred physical mounting location of the signs is determined by choosing a location that provides good screen visibility, screen glare resistance, vandal resistance and orientation to avoid viewing of signs by passengers with their backs to active tracks and platform edges.

4. Sign communications is typically by Ethernet over multi-mode fiber,

from the nearest communications node. In special situations, wireless communications may be used, but is not required.

5. Signs are typically hosted by server-based application developed by

Solari, Inc. All signs must be compatible with this system.

6. Signs are typically 32” LCD displays in NEMA-4 rated enclosures. v. Access Control (TRACS)

TriMet utilizes a Loronix access control system on many facilities. This system is Ethernet-network based, and operates as a VLAN on the TriMet Enterprise network. TriMet’s security contractor, Selectron, installs the on-site equipment. The TRACS VLAN is carried on TriMet’s communication network.

4. Communication Subsystem Functional Descriptions

a. Communications System Grounding 1. All communications equipment must be properly grounded to provide a

safe installation and minimize spurious interference both to and from the communications system. The system design must include a grounding plan covering all equipment and parameters for pass/fail testing of the grounding system.

2. Each communications node requires a signal ground with a maximum earth-to-ground resistance of five ohms. This ground should be distributed to bus bars on the backboard and each equipment rack. Each equipment rack should be electrically isolated from each other and from accidental grounds through mounting hardware. All equipment should receive a chassis ground from the rack bus bar.

b. Communications Power Systems

1. In general, communications systems should operate for eight hours in the event of utility power failure. Most communications equipment is now configured for 120 VAC, 60 Hz power, so Uninterruptable Power Supplies (UPS) are appropriate to maintain operation in the event of utility power failure. UPS units and batteries must be industrially rated to withstand temperature extremes and deep discharge cycles. Rated lifetime should be a minimum of ten years.

2. Field equipment to be supplied by UPS units: CTS network equipment, CCTV node equipment, SCADA, TMTS telephone sets, fiber optic media converters for fare collection equipment, telephone, signals, and traction power.


c. Fiber Optic Cable Plant

A fiber optic cable plant is required to serve each light rail station (major node), additional communications node (minor node), and facility requiring communications along the right-of-way. 1. A fiber backbone consisting of loose-tube single-mode fibers in RUS

(REA) PE-89 rated cables interconnects each major communications node. These cables are installed in conduit or duct bank, in inner duct. A minimum of 100% spare fibers is required. A minimum fiber count of 96 is required.

2. The quantity of fiber terminations required at each major communications node is a minimum of 200% of the active fibers dropping off at the node, in multiples of 12. Utilize ST-type fiber patch panels.

3. Minor communications nodes, such as signal rooms, traction power substations, and short tunnel communication cases, depending on distance from main communications nodes and equipment requirements, may be served with multi-mode fiber cable between the minor node and the nearest major node. The cable construction shall be RUS (REA) PE-89 rated. A minimum of 100% spare fibers is required. A minimum fiber count of 12 is required. All fibers shall be terminated at each end on an ST-type patch panel.

4. Individual communication devices, such as CCTV cameras and Digital Information Displays may be served with tight buffered, multimode cables (62.5 micron fibers). A minimum of 6 fibers per cable is required, and no more than one third of the fibers in the cable may be assigned at time of construction.

5. All major node patch panels shall have capacity for all terminations plus 100% at a minimum.

6. At end nodes, all fibers shall be terminated.

7. At intermediate nodes, all un-terminated fibers shall be spliced through.

8. All signals network fibers shall be spliced through in communications rooms, without terminations.

d. Supervisory Control and Data Acquisition Supervisory Control and Data Acquisition (SCADA), provides an interface between systems such as signals, traction power, and facilities; and the communications network. Locate a microprocessor based Remote Terminal Unit (RTU) at each user node. Each RTU has input and output (I/O) capability as needed to interface to the users, and programming as required to transport indications from the RTU to a host computer located


at the control center and to actuate commands received from the host computer. RTUs are networked on the SCADA network VLAN. 1. For use in major nodes, TriMet has standardized on the GE-Fanuc

series of RTUs. They communicate with the AIM system using the Modbus-TCP protocol over a 10/100 Base-T Ethernet connection over the CTS.

2. For use in minor nodes, TriMet has standardized on the Acromag series of RTUs. They communicate with the AIM system using the Modbus-TCP protocol over a 10/100 Base-T Ethernet connection over the CTS. The Acromag units must be programmable, to provide indication durations coordinated with the CCS/AIM system.

3. Signals and traction power systems typically are equipped with microprocessor based controllers at the signals rooms and traction power substations. Those controllers may interface to the SCADA VLAN directly, using the Genysis protocol for signals and the Modbus TCP protocol for traction power.

e. Point-to-Point Data 1. Point-to-point data circuits are generally to be avoided in favor of

networked data connections.

2. Where necessary, point-to-point data circuits are implemented to transport data to and from a field device, and the host computer at the control center. These devices usually employ a serial communications interface.

3. Historically, these circuits are implemented using a sub-rate data circuit on the communications backbone; however, the availability of such services is becoming rare.

5. Transport System VLAN Definitions

The following VLANs shall be available as required at each communications node. a. SCADA VLAN

The SCADA VLAN is an Ethernet network carried on the communications network. It transports all communications between the CCS (AIM) host computer at Ruby Junction and field SCADA equipment, and CCS (AIM) remote workstations located at crew rooms and maintenance facilities. This system is typically used for functions such as operator sign-in, train orders and special instructions, and maintenance access to SCADA information.

b. VoIP VLAN

The VoIP VLAN is an Ethernet network carried on the communications network. It transports telephone traffic between field locations and the VoIP telephone servers.


c. TRACS VLAN

The TRACS VLAN transports all access control data between TRACS local controllers in the field and the TRACS server, located at Ruby Junction.

d. Rail-to-Earth VLAN

The Rail-to-Earth (or Stray Current Measuring VLAN) transports stray current measuring data from field measuring units, generally located at traction power substations, to the stray current monitoring workstation, located at Holladay Street.

e. Traction Power VLAN

The Traction Power VLAN is an Ethernet network carried on the CTS. It transports networked communications between traction power substations and a maintenance terminal at the traction power maintenance office. Typically this network is used for transport of detailed substation information that is not sent to CCS/AIM.

f. Fare Collection VLAN

The Fare Collection VLAN is an Ethernet network carried on the communications network. It transports all network communications between ticket vending machines located at light rail stations and the Fare Collection Network Computer, located at the control center.

g. CCTV VLAN

The CCTV VLAN carries all CCTV images captured in the field to the CCTV servers located at the control center. Conversely, it carries camera control commands to the field equipment.

h. Digital Information Displays VLAN

The Digital Information Displays VLAN is an Ethernet network carried on the communications network. It transports all communications between Digital Information Display devices located at light rail stations and the Digital Information Display server, located at Center Street.

i. Two-Way Radio VLAN

The Two-Way Radio VLAN carries two-way radio traffic and control data to and from radio field equipment and the radio system servers located at the control center.

j. Administrative VLAN

The Administrative VLAN transports communications between administrative connection nodes at light rail stations and the TriMet Enterprise Network. Typically this network is used for transport of maintenance support data, email and other operations related data, and support of Enterprise network workstations located in the field.


6. Field Equipment Technical Requirements

a. General 1. A communications room or house is required at each communications

node, typically at every station and facility. Communications equipment requires housing in environmentally controlled rooms or houses. In the event there is not sufficient real estate to locate a room or house within 200 feet of a platform being served by the communications node, an environmentally controlled case may be used for equipment serving that platform.

2. Whether the communications equipment is in a house, room, or case, the following design requirements apply:

3. The room, house, or case for each communications node shall be sized to accommodate and be equipped with: a) Minimum interior footprint: 10’ x 11’ b) Three racks minimum, with cable management hardware between

racks. c) Outlet strips for each rack wired to UPS and house power. d) Ground bus bars for each rack. e) Overhead raceway serving racks and backboard. f) Rack height (excluding raceway) shall be a maximum of 7’-0”. g) Backboard—Provide for termination of all copper signal cables and

placement of cable entrance protection. h) Layer 2 Gigabit Ethernet switch with 24 ports, minimum and a

minimum of 50% spare ports, integrated with TriMet’s network configuration and Cisco network management system

i) Fiber splice/patch panel for splicing/terminating the fiber backbone cable and any additional fiber cables for local runs.

j) Fiber optic media converters as required. k) SCADA RTU, with a minimum of 16 inputs and 8 outputs l) SCADA I/O Termination hardware m) Equipment to provide real time passenger information (public

address and variable message signs) for the adjacent platform(s) n) Equipment to provide at least 8 CCTV cameras for the adjacent

station o) UPS with Sealed lead-acid batteries with thermal runaway

protection shall be provided and sized to carry the load for all equipment for that communications node for a minimum of 8 hours, assuming the lowest allowable environmentally controlled temperature.

p) The UPS battery charger shall be sized to carry the load for all equipment for the communications node and still recharge the batteries within 24 hours.

q) UPS capacity shall be calculated based on all available rack spaces being occupied and a power requirement of 1000 Watts per rack, minimum, in order to provide for future equipment


additions. This power requirement shall also be used as the basis for calculating room cooling requirements.

r) TMTS Telephone s) Power management hardware t) Environmental control shall be provided to maintain the

temperature in the case/room between 60 and 90 degrees Fahrenheit.

u) Interior lighting plans for houses shall be coordinated with the comprehensive equipment and furnishings layouts to minimize shadows from suspended equipment, raceways and equipment racks.

v) House power wall receptacle locations shall be coordinated with equipment layout and requirements. Provide a minimum of two receptacles per wall.

w) Each room/case shall report status of intrusion detection, fire alarm, and access control to CCS/AIM via SCADA.

x) Communications Cases are to be avoided, or used for a sub-set of equipment only

b. SCADA RTU Requirements: 1. General RTU Requirements:

a) Solid-state, microprocessor-based with logic elements and auxiliary components configured on easily replaceable plug-in modules.

b) Provide interchangeability of modules; all RTUs shall be of a common design.

c) Capability to continue operations with the loss of communication to CCS as a result of either communication equipment failures or CCS failures.

d) Operate normally unattended. RTU logic and configuration data shall reside in non-volatile memory.

e) Perform self-tests upon power up and on command from local test equipment and from CCS. Self-tests shall also be performed by input/output subsystems and input/output cards.

f) Provide for maintenance of input/output circuits (including disabling power to output circuits) and safe replacement of input/output cards while power is applied. Possess the capability to continue operation between 0°C and +60°C with 0 to 95% humidity (non-condensing).

g) Operate within a power supply range of plus or minus 5% of its nominal value and a frequency range of plus or minus 1% of its nominal value.

h) Capability to continue operation in the electromagnetic environment where they will be located, such as traction power substations, signal cases, and communications equipment rooms or cases.

i) Support local initialization and troubleshooting with either a local control panel or portable test equipment.


j) Be modular in design to provide expansion of performance and capacity by adding subsystem modules. This shall include the ability to add a minimum of 20% more input/output subsystem modules.

k) Supplied with hardware and software tools and documentation for reconfiguration and expansion.

2. RTU Inputs and Outputs

RTUs shall support discrete inputs and outputs via relay contact closures (or optically isolated solid-state equivalents such as silicon controlled rectifiers). All discrete inputs to the RTU shall be of the same type. All discrete outputs by the RTU shall be of the same type. The following RTU input and output requirements shall be met: a) Digital inputs to the RTU shall be from Form C relay contacts. The

sensing voltage DC power supply shall be in the RTU domain. b) Input and output signals shall be electrically isolated from the RTU. c) RTU shall generate outputs via relays. Relays and transient

suppression circuits shall be provided. RTU interface relays and relay contacts shall have an MTBF, at rated loads, of 5,000,000 cycles or more.

d) RTU outputs shall be momentary contact closures with a time duration that is stable and adjustable.

e) RTUs shall prevent unintended action such as energizing output circuits upon power-up and power- restore.

f) A serial digital data interface may be used between the RTU and other processor-based devices, such as TWC interrogators. All serial interfaces to RTUs shall be optically isolated.

3. RTU Wiring and Cabling

The RTU shall be designed and implemented so that wiring and cabling between the RTU and field devices are uniform in type, routing, and connection locations. The following field interface requirements shall be met: a) Signals between the RTU and signal rooms shall terminate at one

centralized location. b) Signals between RTU and TPSS sites shall terminate at one

centralized location. c) Environmental control system signals between RTU and a tunnel

site shall terminate at one concentrated location. d) RTU terminations shall include test points and rapid disconnect. e) All wires and cables shall be labeled using a logically consistent

labeling convention.

4. RTU Networking a) RTUs shall utilize a 10 base-T Ethernet connection via the CTS to

communicate with the CCS. Error correction and detection schemes shall be used utilizing an industry standard (such as CCITT CRC-16) and, at a minimum shall: 1. detect all errors of up to 16 contiguous bits


2. detect at least 99% of all error bursts greater than or equal to 16 bits

b) The required protocol is Modbus TCP, implemented to be

compatible with existing drivers in the Central Control System (AIM).

c. Cable Transmission System (CTS)

A fiber optic Cable Transmission System shall be installed along the LRT right-of-way to connect the various field voice, data and video signals between the field and the OCC as follows: 1. A Gigabit Ethernet network shall be installed, with a layer-2 node at

each major node. 2. Switches shall be modular, industrially rated, and fully compatible with

TriMet’s Cisco-based network management system. A minimum of 24 Ethernet ports will be dropped at each location. A minimum of 50% spare ports of each type shall be provided. The Ethernet ports will accommodate any IP traffic required for the platform, substations and signal rooms. Generally, all traffic on the CTS will be Ethernet based.

3. The network switch shall be equipped with fiber ports to interconnect

with remote devices such as Ticket Vending Machines, Digital Information Displays, and TWC interrogators.

4. All Ethernet circuits shall be routed through an RJ-45 patch panel. 5. Power Sources: The CTS shall be powered by the UPS. 6. Temperature: The CTS equipment shall be capable of operating within

an ambient temperature range of 0°C to + 50°C. 7. Capacity: The CTS and its associated conduit system shall be sized to

accommodate future anticipated growth, including possible commercialization. The redundant single-mode fiber optic cable shall consist of 96 fibers or the number of fibers required plus 100% spare fibers, whichever is greater. All mainline cables shall be installed in inner duct. Each mainline communications conduit shall be provided with inner duct for current and future use.

d. Tunnel Radio System

1. Radio coverage for TriMet’s 700 MHz radio system and the City of Portland and Washington County’s 800MHz radio systems shall be provided in all underground areas including trackways, cross passages, elevators, stations, facilities areas, emergency stairwells and related areas. Coverage goal for tunnel radio is 95% of area, 95% of the time.


2. The Tunnel Radio System shall provide coverage for light rail vehicles, maintenance vehicles, operations and maintenance workers with portable radios, emergency service personnel and any other uses for the City of Portland and Washington County’s radio systems.

e. Intrusion Detection System Intrusion detection shall be provided at each tunnel portal and at each restricted access bridge entrance. All new intrusion detection systems shall utilize adaptive video technology providing discrimination between intruders, trains, buses, bicycles, and small animals. 1. Unauthorized traffic shall activate the following:

a) An alarm to OCC to alert Operations staff b) CCTV to permit Operations staff to view intruder c) An on-site warning alarm consisting of a tone alert, a flashing

yellow beacon, and a recorded voice-warning message

2. The system shall have the following features: a) OCC controlled timed bypass for maintenance access b) Tamper alarms on intrusion detection equipment located at

security area entrance c) Rechargeable battery backup for 4 hours in the event of power

failure.

f. Parking Structure Communication Features A communications equipment room will be provided in the parking structure. If this room is the major communications node serving the station this must be a single-purpose room with an interior footprint of 11 x 10 feet minimum. If this is a minor communications node, this room may be combined with the facility electrical room, with a communications footprint of 9 x 6 feet minimum. 1. Provide conduits for a future intercom and panic alarm system with call

stations located in all stair and stair/elevator lobbies and in multi-space meter parking revenue collection machines.

2. Provide conduit on each floor near the elevators and stairwells and running to the electrical room for future parking revenue collection machines.

3. Provide raceways from the electrical equipment room in the parking garage to TriMet’s fiber optic communication system.

4. Provide a telephone backboard in the electrical/communication room and conduits for telephone service to that telephone backboard. Provide two lines with duplex telephone jacks in parking attendant office. Elevator shall also be equipped with emergency telephone. Elevator emergency telephones shall be arranged to automatically ring down to TriMet’s Operations Command Center, either by TriMet’s communications network or by commercial telephone service provider.


5. A junction box with embedded power and communication conduit shall be installed on the left hand side of each entrance and exit lane to allow for the future installation of automatic gates, card readers and ticket dispensers on entrance levels. These two 2” conduits (with pull ropes) shall run from the junction box to the electric equipment room.

6. At each entry/exit provide a junction box in the overhead slab soffit for future electrified signs and provide two 1” conduits from the junction boxes described above to these overhead junction boxes.

7. Provide a location for a vehicle count control system with garage utilization and revenue control data terminal located in the electrical/communication room.

8. In addition to the conduits described above, for the future installation of a parking access and revenue control system. Provide conduits for parking ticket machines with intercom call stations on each floor and embedded inductive loops on all entrance and exit lanes. Provide space in the electrical/communication room for a local facility computer that will house the revenue and count control software, database storage, sort, retrieval and reporting.

g. Telephone System

Telephone equipment modifications are to be compatible with and interfaced with the existing TriMet Telephone System (TMTS). Such modifications are to be coordinated through TriMet’s Voice Systems Engineer. 1. Blue Light Telephones

a) Blue Light Telephones, also designated ‘Emergency Telephone,’ are required in elevators, tunnels, and on long bridges and shall generally meet the requirements of NFPA 130.

b) Blue Light Telephones shall be weatherproof and designed for hands-free operation and meet the requirements of ADA where ADA applies.

c) Blue Light Telephones shall be a portion of TriMet’s TMTS telephone network. Each phone shall be arranged for on-hook and off-hook detection by the SCADA system.

2. TMTS Telephones

Standard push button dial (TMTS) telephones shall be provided in Communications Rooms, Signal Rooms, Traction Power Substations, Operation Rooms and other designated locations. Generally, these telephone sets shall be IP based instruments, featured for internal (to TriMet) calls only.


h. Closed Circuit Television (CCTV)

Closed circuit television (CCTV) equipment is required to provide security surveillance at each light rail station, parking lot, parking garage, tunnel portals, bridge entrances, and other selected locations. All new camera locations are to be integrated into TriMet’s existing CCTV system. Camera types (PTZ/vari-focal/fixed) are selected based on coverage needs at each location. 1. The current CCTV system back-end is based on Verint Nextiva

software. Back-end storage is a minimum of 14 days for all images, at 7.5 fps, at 4-CIF resolution.

2. Field equipment generally consists of analog PTZ cameras in pressurized and heated housings. IP cameras are acceptable if installed in equivalent housings and are compatible with TriMet’s Verint-based back-end system.

3. Analog cameras are connected to Verint Smart-sight codecs, which are in turn connected to the Verint back-end via the CTS network on the CCTV VLAN. Each rail station/comm. room requires a complement of CCTV equipment.

4. Station Platform cameras provide a view of the entire platform, with special attention to ticket vending machines, elevator interiors and exteriors, and stairways. Cameras shall be arranged to provide facial recognition at paid-zone entrances and exits. Pinhole cameras may be utilized where practical.

i. Remote Security Rooms

Where remote security/surveillance rooms are required, they shall be equipped with the following communications features, at a minimum: 1. TMTS telephone on TriMet’s TMTS telephone system 2. Ethernet access into TriMet’s enterprise network 3. Card-swipe access via TriMet’s TRACS access control system

j. Intrusion Detection

1. Intrusion detection is required at tunnel portals, bridge entrances, and secured areas, such as systems equipment rooms.

2. Intrusion detection for tunnel portals and bridge entrances shall be of a scanning type, with sufficient resolution and logic so as to alarm only with intruders and not with trains and small animals. These systems require on-site annunciation consisting of flashing lights and audible warnings.

3. Intrusion detection for secured areas will detect when doors are breeched, but will not include on-site annunciation. Smoke and heat alarms will be coordinated with intrusion detection.


4. Intrusion detection equipment provides dry contact closures to the SCADA system, which in turn reports intrusions to the CCS system, which in turn annunciates alarms at Central Control.

5. An acceptable alternate to laser scan detection is intelligent video detection, where the video system automatically learns the norms for the situation and alarms when the norms are violated.

k. Dark Fiber Dark fiber optic fibers are required for intra-system connections by certain non-communication systems, for example, traction power transfer trip and signals express cables or networks. Additionally, dark fibers may be required for use by CTIC.

l. Light Rail Radio System

1. Light rail radio system communications include communications between the following: a) Trains and controllers b) Trains and Rail Supervisors c) Rail Supervisors and Controllers d) Non-revenue vehicles and Controllers e) MOW personnel and Controllers f) Trains and maintenance personnel g) Controllers and other TriMet and emergency response personnel

along the ROW h) Trains and emergency response teams i) Rail Supervisors and emergency response teams

2. Rail currently uses the City of Portland’s 800 MHz trunked radio system for two-way radio communications. This is being transitioned to a TriMet-owned 700 MHz trunked radio system. Completion is expected by the end of 2012. During and after this transition, the tunnel radio system must support both the existing 800 MHz system and the new 700 MHz system.

3. Radio coverage along the LRT alignment shall enable a two-watt

portable radio to be heard with 12-dB SINAD quieting at the OCC along 98% of the alignment, 99% of the time. No "dead sections," with less than 12-dB SINAD quieting, longer than 100 ft shall be allowed. In addition, TriMet's radio system in tunnel and underground station areas shall repeat the major radio channels used by local emergency personnel (fire, police, and medical) to allow those agencies to communicate with their command structure and among themselves, in the event of an emergency in the tunnel and/or underground station areas. This radio system utilizes the 800-MHz SMR radio band.

m. Microwave System

TriMet’s digital microwave radio system provides interconnection between various TriMet facilities and UHF radio sites. Microwave equipment will be


specified and installed so that it interfaces with TriMet’s existing digital microwave equipment.

n. Real-Time Information System (RTI)

Where physically and economically feasible all TriMet station platforms will be equipped with RTI equipment, generally known as Digital Information Displays. These displays provide schedule, service advisory, public service, and advertising information to passengers. RTI equipment shall consist of amplifier-driven loudspeakers and variable message signs. Most locations require pushbuttons to permit passengers to hear an audio presentation of rail/bus schedule information.

B. Operations Command Center

The rail portion of the Operations Command Center (OCC) consists of two main rooms, the Central Control Room (CCR) and the Central Communications Equipment Room (CCER). These rooms shall meet the requirements of the latest version of the Americans with Disabilities Act including Appendix A to Part 37 of U.S. Department of Transportation, Final Rule – Transportation for Individuals with Disabilities. Equipment located in the CCR includes control consoles with console-based color-graphics monitors, keyboard and mouse input devices, CCTV system monitors, voice radio equipment, telephones, real-time information interface equipment, and overview display boards. The CCER equipment includes data communications servers, CCS database server and database management systems, system manager workstation equipment, Fare Collection network equipment, a LAN backplane to interconnect CCS equipment, terminations for the Fiber Optic Communications Transmission System, and terminations for local copper-based signal and data cables. 1. Central Control Room Layout

The CCR shall be designed to be a comfortable, quiet, and uncluttered working area. a. Train operations will require that the staff in the CCR interact effectively.

To be most effective, the staff positions within the CCR are to be within sight of one another to allow use of visual signals to supplement voice.

b. The overview display shall be positioned so that a Controller can view his or her assigned territory, at the consoles, with a horizontal angular range not exceeding 70° and vertical angular range not exceeding 30°. Each console shall be close enough to the overview display to easily discern the display legends and symbols.

c. Access to the CCR will be located to minimize the disturbance to staff communications or their view of the overview display and shall be controlled using TriMet’s TRACS controlled access system.


2. Overview Display

The overview shall display a dynamic summary of the TriMet LRT system, in sufficient detail to allow the Controllers the ability to integrate information regarding train locations, track status, traction electrification system status, and critical alarm conditions. The following design requirements shall pertain to the overview display: a. Display legends shall be easily read from the Controller consoles.

Abbreviations shall be permitted in legends. b. Display colors and flashing indications shall be chosen to draw attention

to exceptional conditions. c. Flashing indications shall be used to indicate a discrepancy between a

requested condition and sensed condition. d. Overview display intensity and room lighting levels shall be consistent with

easy visibility over long periods. e. Failed overview display equipment shall be replaceable within a 2-hour

period and with minimal disruption to operations.

3. Workstations Controllers utilize workstations to supervise LRT system activities. Each workstation within the CCR shall contain the communications, reporting, controls, and monitoring equipment necessary to carry out their assigned functions. In addition, all workstations shall have the following design requirements: a. Like equipment and procedures shall be used for like functions and like

functions shall be in the same general physical location in each console. b. Frequently used equipment shall be located most accessibly. Most-

frequently used procedures shall require the fewest, least-extended motions possible.

c. The amount of equipment and variety of procedures at a console shall be

minimized, consistent with requirements for modular and expandable design.

d. Workstation audio capabilities shall provide access to TMTS/emergency

telephones, two-way radio, and public address systems. Voice communication interfaces shall be integrated such that Controllers need not switch between more than two devices to interact with the several parties with whom they may need to maintain contact. Audio outputs shall have volume and tone controls.

e. Workstation physical dimensions shall be consistent with ergonomic limits.


f. Workstation components shall be modular to allow replacement of a failed unit within 30 minutes, and replacement shall not require shutdown of the functioning portion of the console.

g. Writing and documentation storage space shall be provided. h. Workstation CCS displays shall be high-resolution monitors. Color

capabilities shall be consistent with information requirements. Monitors shall be of a size consistent with information requirements, density, and viewing distance.

i. Single purpose function buttons and switches shall be used for, but limited

to, functions that are frequently used or require rapid activation. j. A single keyboard and mouse shall be provided at each workstation for

CCS. Choice of other command entry devices shall consider the impact upon OCC staff and of other activities.

k. Space shall be provided in each workstation for installing a monitor,

keyboard, mouse and CPU for connection to TriMet corporate LAN. l. Workstations shall be assigned to a geographic portion of the TriMet

system.

4. Central Control Equipment Room The Central Control Equipment room shall contain the equipment used to interface to the CTS and other communications equipment external to the OCC complex. a. Equipment shall be mounted in open 19” EIA racks to the greatest extent

possible. Equipment shall be segregated in the racks by function to the greatest extent possible.

b. Signal and data cable entrances to the room shall be made on a backboard, where entrance protection shall be provided for all extra-building copper cable entrances.

c. Signal and data cable shall be routed in overhead racks. Power wiring shall be arranged using an overhead track system, or under-floor outlets. Power wiring shall provided dual feeds to each rack.

5. Environmental Considerations

The following site requirements apply to modifications at the OCC: a. The OCC shall meet all applicable fire safety requirements. A fire alarm

and suppression system shall be provided for the CCR and CCER. b. Raised flooring with removable tiles shall be provided for the CCR and

CCER. The raised floor framing shall be grounded.


c. Wide door access shall be provided at the CCR and CCER to accommodate the movement and placement of equipment.

d. The CCR and CCER shall be fully enclosed to create a secure

environment and to minimize noise. The CCER shall also be a secure area, with TRACS access segregated from the rest of the control center.

e. The lighting within the CCR shall be adjustable and generally uniform, and

at a level of at least 50 foot candles. Workstations shall have additional, locally controlled, adjustable task lighting.

f. The lighting within the CCER shall be adjustable and generally uniform,

and at a level of at least 50 foot-candles at four feet above the floor. g. Reflected glare on monitor screens, overview displays, and console work

surfaces shall be minimized. h. Noise within the OCC shall be minimized. There shall be acoustic

treatment of the OCC, including floors and walls, to absorb noise. i. The CCR and CCER shall be provided with air conditioning, with

independent temperature controls for the CCR and CCER. The temperature in each area shall be adjustable to be within the comfort zone for humans for interior spaces. The air distribution shall minimize temperature gradient and drafts. Cooling requirements shall be calculated in accordance with the BICSI Telecommunications Standards Manual.

j. Electrostatic control shall be provided for in the CCR and CCER. Special

flooring and carpeting shall be used to reduce static build up. k. An uninterruptible power system (UPS), sized to carry all servers,

overview display units, LAN hardware, workstation equipment, lighting, and general communications equipment for 30 minutes shall be provided. An engine generator shall be provided to assume the load and power the equipment for power outages greater than 5 minutes. This generator shall be capable of coming on-line and assuming the load in less than 2 minutes.

6. Central Control System and SCADA

a. CCS/AIM and SCADA shall operate as a homogenous control system. This system provides indications from field equipment to the OCC and controls from the OCC to field equipment. 1. SCADA RTUs provide the interface between the field equipment and

the Cable Transmission System (CTS).

2. CCS provides the interface between Operations staff at Ruby Junction OCC and CTS.

3. The CTS provides a transport medium between Ruby Junction and


field locations. b. Safety Constraints on CCS/SCADA Subsystem

1. Modifications to the CCS/SCADA subsystem shall be such that no action or lack of action by the users or any malfunction of the CCS/SCADA subsystem equipment can cause an unsafe condition. Should the CCS/SCADA subsystem become completely inoperative, for any reason, the TriMet Rail System shall continue to operate normally and safely.

2. SCADA Remote Terminal Units (RTUs) shall operate in an unattended mode. The CCS system equipment shall continue operation in the event of failure of RTUs, and upon return to service of failed equipment, automatically resume normal monitoring and management of that equipment.

c. Response Times

The elapsed time from the first possible detection by an RTU or equivalent field device of an alarm or change of state, until display at the OCC shall not exceed 10.0 seconds. 1. When a user enters a command for any individual device control, the

RTU or shall generate the associated output signal, in the field, in no more than 10.0 seconds. In the event a device equivalent to an RTU is used, the network shall deliver the command to the equivalent device in no more than 10.0 seconds.

2. When a user requests a display, the completed display shall appear on the screen in not more than 10.0 seconds.

7. CCS System Operation

CCS shall normally function without intervention except for routine service of hard copy and external magnetic storage peripherals. a. CCS shall have the capability to perform orderly system start-up and

shutdown as commanded by the System Manager.

8. Accuracy of Information a. Display of train position shall be accurate to within a track circuit for

signaled territory.

b. All displayed data shall be consistent as a set. The skew or time difference between measured data points shall be accounted for in the display of those data points so as to preserve their actual timing relationship.

9. Availability

a. CCS/AIM is intended to operate 24 hours a day, seven days a week. The CCS availability shall be at least 99.8% for all operating functions.

b. CCS/AIM shall be designed such that no single point of failure shall cause


any interruption to operation of the CCS with full availability and accessibility of the CCS database and any other database.

c. Any console shall be capable of fully backing-up a failed console of the same type. Back up shall take the form of assuming the full geographic and functional responsibilities of the failed console.

10. CCS Displays

Displays at the OCC shall be graphic and text displays. Graphic displays shall be provided at both the overview display and at the console displays. The overview display and console graphics displays shall provide a semi-geographic representation of the TriMet system and its major subsystems. Information displayed shall be kept up-to-date, and shall be displayed in the correct logical sequence. For all graphic displays the following guidelines shall be followed: a. Distinct colors and display attributes (e.g., flashing) shall be used to draw

attention to alarm or abnormal conditions. b. There shall be consistent use of colors, geographic orientation, labels,

display attributes, and object symbols. c. For safety-critical software, include activities equivalent to those in Task

301 of MIL-STD-882.

11. CCS Software Software design and implementation of CCS shall follow guidelines for software design and documentation as defined in IEEE Std. 1016 and conduct a software quality assurance program for software development consistent with practices as defined in IEEE Std. 730. a. The present CCS software package is AIM, produced by ARINC, Inc. The

system is maintained and modified by TriMet IT staff.

b. The TriMet software system shall be defined in easily modifiable database elements so that: 1. The overview display and console display contents can change as

track, stations, and devices are added. 2. Console display devices can be changed.

c. Application software shall be written in an industry-standard high-level

language. It shall be built on a commercially prevalent or industry-standard operating system and be portable to higher capacity computer system configurations running that standard operating system. Networking system software shall satisfy the Open System Interconnect (OSI) requirements and/or utilize industry-standard physical level and link level communication protocols.

d. All CCS and SCADA software requires complete testing before use in train operations.


12. CCS Central Equipment The CCS equipment shall include the following functions and features: a. Utilize commercially available computer equipment and peripheral

devices. Custom equipment shall be limited to special functions and interfaces.

b. Operate normally while unattended. Consoles and computers shall be

capable of automatic re-booting on failures. c. Provide sufficient redundant equipment to permit automatic switchover so

that no single failure will cause any interruption to operation of the CCS, with full availability and accessibility of the CCS database and any other database.

d. Automatically detect equipment failures and provide corresponding failure

indications. e. Where feasible, provide for on-line replacement of failed components,

console devices, computers, peripheral devices, and data communications interface equipment while it continues to operate.

f. Be sized to handle a defined system configuration under worst case

loading conditions and have provisions for future expansion of at least 150% by adding subsystem modules.

g. Be physically located and configured in such a way so as to provide for

easy maintenance access.

13. Training Simulator CCS shall include a simulator that allows training of CCS users, CCS validation, and CCS testing. a. The simulator shall model the physical plant so as to present accurate

representations of train movement, interlocking response, and traction power system response for the above purposes. The simulator shall model all discrete state indications that are normally presented to CCS. The simulator shall be selectively stochastic or deterministic. The simulator shall be capable of simulating normal and abnormal equipment operation.

b. The user interface to the simulator shall be similar to the CCS display. The simulator shall use the standard commands and displays that normally support active operations, supplemented by simulator-specific commands.

c. The simulator shall model the entire physical plant including the train control system, tunnel facilities and traction power system. The simulator shall be capable of modeling train control or traction power separately or their combination simultaneously.


14. Central Control Grounding The CCS system equipment shall utilize two independent grounding systems. One grounding system shall be for equipment grounding and the other for electronic signal grounding. The grounding systems shall interface to connection points in the CCER and the CCR.

C. Bus/Lift Communication Systems – (future)

1. Bus Radio System TriMet’s bus radio system provides two-way radio coverage between buses and the bus portion of the OCC. Bus radio has the following features and functions: a. Operates in the 450 MHz band (December 2009), soon to transition to

700 MHz band. b. Most channels are half-duplex c. Provides voice and data service to buses for voice radio and Bus Dispatch

Systems (BDS) data

D. Administrative Communication Systems – (future)

E. Incidental Information 1. Cooperative Telecommunications Infrastructure Committee

The Cooperative Telecommunications Infrastructure Committee (CTIC) is a group formed by an intergovernmental agreement between TriMet, the City of Portland, and the Oregon Department of Transportation. This agreement governs the sharing of fiber optic cable among the three agencies, for the purpose of saving each agency the costs of independent cable construction. TriMet makes individual dark fibers available to CTIC members on an as-available basis, and receives the use of other agency fibers in return.

F. Safety Certification

1. The design and construction process requires safety certification. Only communications elements that have a safety function and purpose are to be safety certified.

2. Elements to be safety certified are sorted first by location (typically each communications node will have a checklist.) and then by the safety-related communications elements present at that location. The design checklist verifies that the required element is present in the design. The construction checklist verifies that the required element has been provided and tested.

G. Design Coordination

1. Design of the Communications Transmission system shall be coordinated with and reviewed by TriMet's IT Department, network group.

2. Design of central control elements shall be coordinated with and reviewed by TriMet's IT department, operations systems group.



3. Design of telephone elements (TMTS and Pay Telephone) shall be coordinated with and reviewed by TriMet's IT department, telephone systems group.

H. IT Equipment Procurement

TriMet is able to purchase many IT equipment items at substantial savings as opposed to contractor procurements. Design and procurement documents shall require evaluation of such procurements and use of the more economical purchasing model. Such purchases shall be coordinated with TriMet's IT department.

I. IT Equipment Support

Certain IT equipment is maintained under service contracts administered by TriMet's IT department. When equipment is procured for communications projects, the project shall fund the appropriate service contract. For such devices, warranty coverage is not required.

CHAPTER 14 STRAY CURRENT AND CORROSION CONTROL


CHAPTER 14 – STRAY CURRENT AND CORROSION CONTROL

14.1 GENERAL This section describes corrosion control measures that TriMet utilizes to prevent premature corrosion failures on transit system fixed facilities and other underground structures. These measures also minimize LRT stray current levels and their effects on underground and above grade structures.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 10 - Traction Electrification System 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 13 - Communications 10. Design Criteria, Chapter 17 - Parking Facilities 11. Design Criteria, Chapter 19 - Public Art 12. Design Criteria, Chapter 27 - Lighting 13. Design Criteria, Chapter 28 - Amenities 14. TriMet Directive Drawings 15. TriMet Technical Specifications

B. Industry

1. NACE, InterNational Association of Corrosion Engineers 2. ASTM C, Standard Test Method for Potential Expansion of Portland-Cement

Mortars Exposed to Sulfate 3. ACI SP-77, Sulfate Resistance of Concrete 4. ACI 201.2R, Guide to Durable Concrete 5. ACI 222R, Corrosion of Metals in Concrete 6. FHWA-NHI-00-044, Corrosion/Degradation of Soil Reinforcements for

Mechanically Stabilized Earth Walls and Reinforced Soil Slopes

C. Federal, State, Local 1. Authority Having Jurisdiction

D. Stakeholders

1. Capital Projects a. Program Construction b. Program Design c. Systems

2. Operations a. Maintenance of Way

1. Substations


2. Signals 3. Track 4. Overhead Power 5. Engineering Support 6. Apprenticeship/Training

b. Rail Equipment Maintenance 3. External

a. City of Portland – Bureau of Waterworks b. Northwest Natural Gas c. Additional Underground Utilities


1. Objectives The objectives of this section are to: a. Realize the design life of system facilities by avoiding premature failure

caused by corrosion. b. Minimize annual operating and maintenance costs associated with

material deterioration. c. Provide continuity of operations by reducing or eliminating corrosion

related failures of systems and subsystems. d. Minimize detrimental effects to facilities belonging to others as may be

caused by stray earth currents from transit operations.

2. System Interfaces Corrosion control engineering shall be coordinated with the other disciplines, including mechanical, utility, electrical, civil, structural, trackwork, electrification, signal and communications designs.

3. Codes and Standards

a. All design relating to implementation of the corrosion control requirements shall conform to or exceed the requirements of the latest versions of codes and standards identified in these criteria.

b. The latest revision of TriMet’s Standard Technical Specifications and Directive Drawings should be used to provide guidance in the design and materials selection process.

4. Corrosion Categories a. Soil Corrosion Control

Criteria in this category apply to systems or measures installed to mitigate corrosion of structures caused by soil/rock and groundwater.

b. Stray Current and Corrosion Control Criteria in this category apply to measures installed with the traction power system and trackwork to assure that LRT stray currents do not exceed maximum acceptable levels. These levels are based on system characteristics and the characteristics of underground structures.


These criteria also apply to measures installed with fixed facilities, and to facilities belonging to others within the LRT ROW.

c. Atmospheric Corrosion Control Criteria in this category apply to systems or measures installed to mitigate corrosion caused by local climate conditions and air pollutants.

B. Soil Corrosion Control

1. General a. This section provides criteria for the design of systems and measures to

prevent corrosion of transit system fixed facilities due to contact with area soil/rock and groundwater.

b. Designs shall be based on achieving a minimum 50-year design life for buried structures, with exception of a 100-year design life for tunnels and underground stations, through consideration of the factors given below.

c. Corrosion control protection shall be required for those facilities where failures caused by corrosion affect the safety or the continuity of LRT operations.

d. When necessary, soil/rock samples should be taken and analyzed for wetted resistivity (or wetted conductivity), moisture content, pH, chloride ion concentrations, sulfate ion concentrations and for the presence of sulfides.

2. Piping and Conduit

a. All pressure and non-pressure piping and conduit shall be non-metallic, unless metallic materials are otherwise required.

b. Aluminum and aluminum alloys shall not be used in direct burial applications.

c. Metallic piping and conduits in tunnels shall be routed through vent shafts, inside the structure, and embedded in the invert in lieu of burial. Where this is not practical, buried metallic pressure piping shall include provisions for cathodic protection.

d. Refer to Design Criteria, Chapter 11 - Electrical System, for information regarding conduit use.

3. Backfill

Native material shall be used for backfilling concrete or ferrous structures whenever possible. If non-native fill is to be used, then it shall meet the following criteria: a. pH 6 to pH 8 b. Maximum chloride ion concentration of 250 ppm c. Maximum sulfate ion concentration of 200 ppm


d. Minimum resistivity of 3,000 ohm-cm

Use of fill material that does not meet one or any of the preceding criteria may be acceptable, subject to review and approval by TriMet.

4. Structural elements The design of buried, reinforced, pre-stressed and cast-in-place concrete structures, including modular type retaining walls and MSE walls shall take into consideration corrosion control provisions, including use of cement and concrete mixtures appropriate for the environment.

5. Accessibility of Test Facilities

Permanent test facilities installed with certain corrosion control provisions shall be accessible after installation, allowing for periodic maintenance and monitoring.

6. Special Considerations

Installation of corrosion control measures for facilities owned by others shall be coordinated through TriMet. This coordination shall resolve design and construction conflicts to minimize the impact on other system elements.

7. Protection Methods and Materials Corrosion control materials shall be designed and applied so that they comply with the design criteria. Methods and materials may include: a. Coatings, including but not limited to extruded polyethylene/butyl based

systems, polyethylene backed mastic tapes and bituminous mastics. b. Electrical Insulation of piping. Devices used shall include nonmetallic

inserts and insulating flanges, couplings and unions. c. Electrical continuity of piping d. Cathodic protection. This shall be obtained by the use of sacrificial

galvanic anodes. Note: Impressed current systems shall not be used unless sacrificial systems are not feasible. Cathodic protection systems that require connection to the transit system negative return system shall not be permitted.

C. Stray Current Corrosion Control

1. This section provides design criteria intended to minimize the corrosive effect of LRT stray currents on structures. Stray current control should reduce or limit the level of stray currents at the source, under normal LRT operating conditions. The basic requirements for stray current control are as follows: a. Design the mainline system with no direct electrical connections between

the positive and negative traction power distribution circuits and ground. b. Design the traction power system and trackwork to minimize LRT stray

currents during operations. c. Include facilities for LRT stray current monitoring at each substation.


2. Traction Power System

Traction power supply system shall be designed to provide power solely to the light rail system. Joint use of traction power facilities, except for transit-related structures, is not permitted. Individual traction power supply system for the light rail line shall be designed with two electrically isolated, independent subsystems for mainline and shop. a. Traction Power Substations (Mainline)

1. Traction power substations shall be spaced at intervals such that maximum track-to-earth potentials do not exceed 50 volts during normal LRT operations with all substations operating, or 70 volts with any one substation off-line.

2. Substations shall be provided with a system to continuously monitor

negative bus-to-earth potential.

3. Refer to Design Criteria, Chapter 11 – Electrical System, for substation ground mat design.

b. Positive Distribution System

1. Positive distribution system shall be normally operated as an electrically continuous bus, with no breaks, except during emergency or fault conditions. Intentional electrical segregation of mainline, yard, and shop positive distribution systems is the only type of segregation permitted.

2. Overhead catenary systems (OCS), consisting primarily of support poles, the contact wire and, where applicable, the messenger wire, shall be designed to meet the following minimum provisions: a) Obtain a maximum leakage current to ground of 2.5 milliamperes

per mile of single track OCS with 2,500 volts dc applied between the OCS and ground.

b) Provide discrete grounding of individual at-grade support poles.

Establish electrical continuity of reinforcing steel in OCS support poles as described in Section 14.3.C.3.c.

c) Provide common grounding of support poles on aerial structures

through electrical connection to either bonded (welded) reinforcing steel in the deck or to each other and a common ground electrode system, when present. Establish electrical connections as described in Section 14.3.C.3.c for OCS poles on aerial structure.

c. Mainline Negative Return System

1. Running Rails a) The mainline running rails, including special trackwork, grade

crossings and all ancillary system connections, shall be designed to have a minimum, uniformly distributed, in-service resistance per 1,000 ft of single track (two rails) of:


Direct fixation track 500 ohms/1000 ft* Embedded track 200 ohms/1000 ft* Tie & ballast track 500 ohms/1000 ft*

(*For double track (4 rails), these resistance values of ohms/1000’ are 250, 100 and 250, respectively.)

b) The criteria shall be met through the use of appropriately designed

insulating track fastening devices (such as insulated tie plates, rail clips and direct fixation fasteners) and insulating prefabricated rail boot or poured-in-place insulation.

2. Ballasted Track

In addition to the criteria listed in Design Criteria, Chapter 3 – Track Geometry and Trackwork, ballasted track construction shall meet the following minimum provisions: a) The minimum clearance between the ballast material and all

metallic surfaces of the rail and metallic track components in electrical contact with the rail shall be 1 inch.

b) Mainline track shall be electrically insulated from the shop tracks

by use of insulated rail joints in both rails of each track. Location of the insulating joints shall be chosen to reduce the possibility of a vehicle bridging the insulator for a time period longer than that required for moving a vehicle into or out of the shop.

c) Mainline track shall be electrically insulated from foreign railroad

connections (sidings) by use of insulating rail joints. Location of the insulating joints shall be chosen to reduce the possibility of a vehicle bridging the insulator(s) for a time period larger than required to move onto or off of mainline.

d) Grade crossings on ballasted track shall utilize booted rail to

maintain long-term electrical isolation. Standard modular type grade crossing panels utilizing flangeway fillers only shall not be allowed. Approval by TriMet is required for all grade crossing designs.

e) All timber tie and ballast special track work shall be isolated from

earth by the use of isolating pads and devices designed to remove direct contact of the rail from the timber ties.

3. Embedded Track Construction

Embedded track construction shall meet the following minimum provisions: a) Embedded to ballast track interface areas shall provide protection

from accumulation of debris, dirt and other deleterious material that will cause a decrease in track-to-earth resistance.


b) The flange side of the rail shall be designed to prevent

accumulation of water, debris, dirt, and other deleterious material that will cause a decrease in track-to-earth resistance.

c) The embedded track design shall provide for long-term electrical isolation of the rails from earth.

d) Provide shop drawings for all ancillary equipment to be constructed in embedded track for TriMet approval.

4. Ancillary Systems

Switch machines, signaling devices, train communication systems, and other devices or systems that may contact the rails shall be electrically isolated from earth. The criteria shall be met through the use of dielectric materials electrically separating the devices/systems from earth, such that the criterion given in Section 14.3.C.2.c is met.

5. Electrical Continuity

The running rails shall be constructed as an electrically continuous power distribution circuit through use of either rail joint bonds, impedance bonds, continuously welded rail, or a combination of the three, except for the use of insulated rail joints at the locations noted in Sections 14.3.C.2.c and 14.3.C.2.d.

d. Maintenance Shop

Shop traction power shall be provided by a separate dedicated dc power supply electrically segregated in both the positive and negative dc power circuits from the yard traction power system and the mainline system. 1. Shop track shall be electrically connected to the shop building and

shop grounding system.

2. Shop track shall be electrically insulated from yard track by the use of insulated rail joints. Location of the insulating joints shall be chosen to reduce the possibility of a vehicle bridging the insulator(s) for a time period larger than that required for moving a vehicle into or out of the shop.

3. Other electrically grounded track, such as blowdown pit tracks, car wash tracks, and interconnecting switching tracks between these facilities shall be electrically insulated from the yard tracks and powered from the shop traction power supply.

e. Water Drainage

1. Below grade sections shall be designed to prevent water from dropping or running onto the negative rails and rail appurtenances and shall be designed to prevent the accumulation of freestanding water.


2. Water drainage systems for sections exposed to the environment shall be designed to prevent water accumulation from contacting the rails and rail appurtenances.

3. Transit Fixed Facilities

a. Underground Trackway Structures 1. Reinforced concrete shall meet the requirements of Section 14.3.B.3.

Pre-cast segmented concrete ring tunnel construction shall meet the requirements in Section 14.3.B.3 or be reviewed on an individual basis to determine alternative criteria.

2. Steel liner tunnel construction must be reviewed on an individual basis to determine the need for special measures, such as increased liner thickness, external coating system, and/or cathodic protection.

3. Embedded track slab reinforcing steel shall be made electrically continuous by welding of longitudinal bars. Any construction joints without continuous reinforcing steel shall use insulated copper bonding cables to connect the bars of adjacent slabs.

b. Aerial Trackway Structures

1. Column and Bearing Assemblies, Direct Fixation This section applies to aerial structures and bridges that use a column and bearing assembly that can be electrically insulated from deck or girder reinforcing steel and will have insulated trackwork construction. Provide a stray current collector system that satisfies the following requirements: a) Provides electrical continuity of the top layer of the bridge deck

reinforcing steel b) Includes welding of longitudinal reinforcing steel lap splices c) Electrically interconnects longitudinal steel by welding to

transverse collector bars installed at breaks in longitudinal reinforcing steel. Connect collector bars installed on each side of a break with a minimum of two cables.

d) Provides intermediate transverse collector bars at intermediate

locations to maintain a maximum spacing of 500 ft between collector bars.

e) Includes test stations for measuring the electrical continuity and

stray current levels at the ends of the structure. f) Embeds corrosion monitoring components


g) Includes grounding beds for discharging stray current. The number, location, and earth resistance of the ground electrode system must be determined on an individual basis.

h) Provides jumper cables for expansion joints and other electrical

discontinuous locations. i) Provides electrical isolation of reinforcing steel in deck and girders

from columns, abutments and other grounded elements. Isolation can be established through use of insulating elastomeric bearing pads, dielectric sleeves and washers for anchor bolts and dielectric coatings on selected components.

2. Column and Bearing Assemblies, Tie and Ballast

This section covers the same type of aerial structures covered above, but with tie and ballast track construction. Welding of reinforcing steel in the deck is not required for this configuration. a) Provide a waterproofing, electrically insulating membrane (with

protection board) over the entire surface of the deck that will be in contact with the ballast. The membrane system shall have a minimum volume resistivity of 1 x 10

12 ohm-cm.

b) Provide electrical isolation of reinforcing steel in deck/girders from

columns, abutments, and other grounded elements. Isolation can be established through the use of insulating elastomeric bearing pads, dielectric sleeves and washers for anchor bolts and dielectric coatings on selected components.

3. Bents and Girders, Direct Fixation

This section applies to aerial structures that use bent type supports with reinforcing steel extending into the deck/girders. Girders can be pre or post tensioned. This type of construction precludes the electrical isolation of deck/girder steel from bent/column steel. Ground electrode systems are not required for these types of structures. a) Provide electrical continuity of top layer reinforcing steel in the

deck/girder by welding all longitudinal lap splices. b) Electrically interconnect all top layer longitudinal reinforcing steel

by welding to transverse collector bars installed at bents and on each side of breaks in longitudinal reinforcing steel, such as at expansion joints, hinges and at abutments (deck side only). Connect collector bars installed on each side of a break with a minimum of two cables.

c) Provide electrical continuity of all column/bent steel by welding

appropriate reinforcing to at least two vertical column bars. Make these connections to each of the two vertical bars at the top and bottom of the column/bent.


d) Electrically interconnect column/bent steel to deck/girder steel by welding at least two vertical column bars to collector bars installed at bents.

e) Electrically interconnect column/bent steel to footing steel when

column/bent steel penetrates the footing. Weld at least two vertical column/bent bars to footing reinforcing steel.

f) Electrically interconnect pre or post tensioned cables to continuous

longitudinal reinforcing steel by welding a cable between each anchor plate and the longitudinal reinforcing steel.

g) Provide test facilities at the end of the structure.

If electrical continuity of the reinforcing steel is not provided, other methods of stray current control may be employed such as the use of epoxy coated reinforcing steel and stray current collector mats with test facilities.

4. Bents and Girders, Tie and Ballast This section covers the same type of aerial structures covered above, but with tie and ballast track construction. a) Provide the same features as described in the bullet points above

for direct fixation and the following additional item. b) Provide a waterproofing, electrically insulating membrane over the

entire surface of the deck that will be in contact with the ballast. The membrane system shall have a minimum volume resistivity of 1 x 10

12 ohm-cm.

5. Concrete Deck/Exposed Steel, Direct Fixation

This section applies to bridge structures that use a reinforced concrete deck with exposed steel superstructure and will have insulated trackwork construction. This type of construction precludes the electrical insulation of deck reinforcing steel from superstructure steel. a) Provide electrical continuity of top layer reinforcing steel in the

deck/girder by welding all longitudinal lap splices. b) Electrically interconnect all top layer longitudinal reinforcing steel

by welding to transverse collector bars installed at breaks in longitudinal reinforcing steel, such as at expansion joints, hinges, and abutments. Connect collector bars installed on each side of a break with a minimum of two cables.

c) Provide additional transverse collector bars at intermediate

locations to maintain a maximum spacing of 500 ft between collector bars.


d) If the total structure length exceeds 250 ft, provide a ground electrode system at each end of the structure and at intermediate locations to maintain a maximum spacing between ground electrode systems of 1,500 ft. The number, location and earth resistance of the ground electrode system must be determined on an individual structure basis.

e) Provide test facilities at each end of the structure and at

intermediate locations to maintain a maximum spacing of 500 ft between test points. The facilities will house test wires from the collector bars and ground electrode system, if present.

f) Provide electrical isolation of reinforcing steel in the deck and

superstructure steel from columns, abutments and other grounded elements. Isolation can be established through the use of insulating elastomeric bearing pads, dielectric sleeves and washers for anchor bolts and dielectric coatings on selected components.

g) If electrical isolation of reinforcing steel in the deck and

superstructure steel from columns, abutments and other grounded elements cannot be obtained, then electrical continuity of metallic components within these later elements must be established by appropriate welding and bonding procedures.

h) If electrical continuity of the reinforcing steel is not provided, other

methods of stray current control may be employed such as the use of epoxy coated reinforcing steel and stray current collector mats with test facilities.

6. Concrete Deck/Exposed Steel, Tie and Ballast

This section covers the same type of aerial structures covered above, but with tie and ballast track construction. Welding of reinforcing steel in the deck is not required for this configuration. a) Provide a waterproofing, electrically insulating membrane (with

protection board) over the entire surface of the deck that will be in contact with the ballast. The membrane system shall have a minimum volume resistivity of 1 x 10

12 ohm-cm.

b) Provide electrical isolation of reinforcing steel in the deck and

superstructure steel from columns, abutments and other grounded elements. Isolation can be established through the use of insulating elastomeric bearing pads, dielectric sleeves and washers for anchor bolts and dielectric coatings on selected components.

c) If electrical isolation of reinforcing steel in the deck and

superstructure steel from columns, abutments, and other grounded elements cannot be obtained, then electrical continuity of metallic


components within these latter elements must be established by appropriate welding and bonding procedures.

c. Overhead Contact System (OCS) Pole Foundation

1. All metallic components, inclusive of the pole baseplate, that will be partially embedded or come in contact with concrete surfaces shall be coated with a sacrificial or barrier coating. The sacrificial coating shall be applied to the entire component. The barrier coating shall extend a minimum of 3” into the concrete and a minimum of 1” above the surface of the concrete.

2. Electrical continuity of reinforcing steel within support pole foundations shall be established to provide adequate means for dissipating any incidental leakage current from the contact wire and, where applicable, the messenger wire.

3. The outermost layer of vertical reinforcing steel within the concrete foundation shall be tack welded at all intermediate vertical lap joints and to reinforcing bar collector rings (two) installed at the top and bottom of the reinforcing bar cage.

4. The reinforcing steel of the foundation shall not be electrically bonded to the OCS pole grounding system.

5. The OCS pole grounding shall meet the requirements of Design Criteria, Chapter 11 – Electrical System.

4. Facilities Owned by Others

a. Replacement/Relocated Facilities Corrosion control requirements for underground utilities, installed by the owner/operator as part of transit construction, shall be the responsibility of the individual utility owner/operator. Corrosion control requirements for relocated or replaced utilities, installed by transit contractors as part of contractual agreement between the transit agency and the utility, shall be installed in accordance with the agreement between TriMet and the utility owner. 1. Provide electrical continuity through the installation of insulated copper

wires across all mechanical joints for which electrical continuity cannot be assured.

2. Provide electrical access to the utility structure via test facilities. 3. The need for additional measures, such as electrical isolation,

application of a protective coating system, installation of cathodic protection, or any combination of the preceding, shall be based on the characteristics of the specific structure.

b. Existing Utility Structures

TriMet and the utility operators shall jointly determine the need for stray


current monitoring of existing utility structures not relocated or replaced. Test facilities may be installed at select locations for the purpose of measuring LRT stray current effects during start-up and revenue operations. Guidelines for location of test facilities may be as follows: 1. A utility crosses the light rail track way. 2. Utility structures within 15’-0” and parallel to the system right-of-way.

c. Existing Bridge Structures Stray current corrosion control for existing bridge structures shall be addressed by limiting LRT stray current levels at the source (running rails).

D. Atmospheric Corrosion Control (Coatings)

1. Coatings shall have established performance records for the intended service and be compatible with the base metal to which they are applied.

2. Coatings shall be able to demonstrate satisfactory gloss retention, color retention, and resistance to chalking over their minimum life expectancies.

3. Coatings shall have minimum life expectancies defined as the time from application to need for either major maintenance or reapplication of 15 to 20 years.

CHAPTER 15

LIGHT RAIL CROSSING SAFETY


CHAPTER 15 – LIGHT RAIL CROSSING SAFETY

15.1 GENERAL TriMet has established standards for Light Rail Crossing Safety. Because of the varied operating environments, these criteria are intended to have flexible application. At the same time, the criteria standardize certain devices and treatments so that they are consistent within the TriMet system. The purpose of the Light Rail Crossing Safety criteria is to ensure that pedestrian, bicyclist and vehicular safety in all TriMet light rail operating environments is a top priority in the planning, design, and construction of TriMet light rail facilities. They are intended as a guide for persons who plan, design and manage TriMet projects. They supplement, and do not supersede, other applicable rules and regulations. The criteria are based upon proven approaches and TriMet‟s experiences and historical data. They are also intended to allow for trial application of innovative thinking and technologies that may prove to further enhance safety in the light railoperating environment.

15.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES The codes and standards listed below are identified for reference only. They may include safety considerations that are relevant to a particular project. The list is neither comprehensive nor intended to denote applicability to a particular project. Application of any codes and standards shall be reviewed with and approved by TriMet. A. TriMet

1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 5 - Landscaping 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 8 - Light Rail Vehicles 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 11 - Electrical System 8. Design Criteria, Chapter 12 - Signal System 9. Design Criteria, Chapter 13 - Communications 10. Design Criteria, Chapter 16 - Small Buildings 11. Design Criteria, Chapter 17 - Parking Facilities 12. Design Criteria, Chapter 19 - Public Art 13. Design Criteria, Chapter 20 - Noise and Vibration 14. Design Criteria, Chapter 22 - Clearances 15. Design Criteria, Chapter 25 - Signage and Graphics 16. Design Criteria, Chapter 27 - Lighting 17. Design Criteria, Chapter 28 - Amenities 18. TriMet Directive Drawings 19. System Safety Program Plan (SSPP)


B. Industry 1. American Association of State Highway Transportation Officials (AASHTO)

Policy on Geometric Design of Highways and Streets 2. American National Standards Institute (ANSI) C2, National Electric Safety

Code 3. American Railway Engineering and Maintenance-of-Way Association Manual

(AREMA) 4. American Public Transit Association (APTA) - Rapid Transit Systems'

Glossary of Terms 5. Association of American Railroads (AAR) 6. Illuminating Engineering Society (IES) Lighting Ordinances 7. Institute of Electrical and Electronics Engineers (IEEE) 8. Manual on Uniform Traffic Control Devices for Streets and Highways

(MUTCD), including Chapter X, Traffic Controls for Highway-Light Rail Transit Grade Crossings

9. National Electrical Manufacturers Association (NEMA) 10. National Electrical Code (NEC) 11. Underwriters Laboratories (UL) 12. Uniform Fire Code (UFC)


1. American with Disabilities Act (ADA), 42 U.S.C. sec. 12101 et seq., and implementing regulations at 49 CFR Parts 27, 37 and 38

2. Code of Federal Regulations, Title 29, Part 1910, Occupational Safety and Health Standards

3. Code of Federal Regulations, Title 41, Part 4 4. Code of Federal Regulations, Title 49, Part 213, Track Safety Standards 5. Code of Federal Regulations, Title 49, Part 236, Rules, Standards, and

Instructions, For Signal Systems 6. Federal Aviation Administration (FAA) Regulations, as they apply to runway

clearance 7. Federal Railroad Administration (FRA) Regulations 8. Military Standard (Mil Std) 882B, System Safety Program Requirements 9. Oregon Revised Statutes (e.g., ORS 267.230 and ORS 824.200 et seq.) and

Oregon Administrative Rules (e.g., OAR 741, Division 60) 10. Oregon/Washington Department of Transportation (as applicable) 11. City and County Standard Details and Specifications (as applicable) 12. County Ordinances Codes including but not limited to Multnomah Co.,

Clackamas Co., Washington Co., and Clark Co. in Washington. (as applicable)

D. Stakeholders

1. Capital Projects a. Project Planning b. Project Design c. Project Construction

2. Operations a. Maintenance of Way b. Rail Transportation


c. Operations Support d. Safety

15.3 CRITERIA / APPLICATION TriMet‟s objective is to incorporate approaches that minimize hazards and risks to pedestrians, bicyclists and vehicle operators. The planning, design and construction of facilities shall comply with the Light Rail Crossing Safety criteria and incorporate the standards adopted by TriMet.

The provisions of the Light Rail Crossing Safety criteria apply to new projects and improvements to the existing system. A. General Approach

Eliminate hazards – Hazards to the customers and public shall be identified, evaluated and eliminated through planning and design where feasible. For example: The number of track crossings should be minimized. If it is not feasible to eliminate an identified hazard, measures shall be taken to reduce the associated risk to a level that is acceptable to TriMet. Line of sight obstructions to oncoming LRVs should be minimized.

B. Mitigate Unavoidable Risks Where planning and design does not allow for elimination of hazards or unacceptable safety risks, safety treatments that mitigate those risks shall be provided in accordance with the criteria.

C. Provide Warning Devices

Where neither planning, design nor safety treatments effectively eliminate identified hazards or adequately reduce associated risks, warning devices shall be used to alert persons of the remaining risks and hazards. Warning devices may be passive or active. Devices and application of devices shall comply with the standards and guidelines provided in the criteria.

D. Acceptable Level of Risk

TriMet systems safety manager shall be consulted to confirm whether an identified risk or hazard that cannot be eliminated or mitigated is acceptable. A risk assessment may be required to ascertain the severity of the remaining hazard. Hazard risk analysis shall comply with the requirements of the most current edition of the “TriMet System Safety Program Plan”.

E. Safety Certification

1. TriMet utilizes a safety certification program to verify that identified safety requirements have been met prior to commencement of revenue service. The Safety and Security Committee formed for the respective project is responsible for the approval of the safety certification certifiable elements checklist.

2. The checklists include safety critical and security sensitive system design and

construction elements. When all required system elements are certified, Director of Operations Support will issue a Safety Certificate. The General


Manager has the final authority to approve the safety certification and to authorize the start of revenue service.

3. At completion of construction, acceptance testing and inspection are

necessary to ensure that TriMet‟s objectives are met. The drafter of the contract documents issued for construction shall include adequate acceptance test procedures and inspection requirements to confirm that safety and warning devices and systems operate in accordance with their intended purpose.

F. Retroactive Application

Retroactive application is not mandated by these criteria. However, TriMet intends to upgrade the overall system through improvement projects, as budget allows and conditions warrant. Accordingly, as new projects are planned and designed, TriMet intends to identify opportunities and implement improvements to existing system elements.

G. Application to Third Party Projects

1. Although not TriMet‟s direct responsibility, reasonable efforts should be made to apply these criteria to other public and private projects that are: a. Immediately adjacent to TriMet‟s light rail operating system, or b. Within the zone of light rail identified safety risks.

2. TriMet‟s project manager and safety department personnel should jointly

assess whether such third party projects pose increased safety risks or hazards to pedestrians who may use TriMet‟s light rail facilities. TriMet‟s Project Manager should seek agreement with the responsible public and private parties to implement these safety criteria as part of their projects. Agreements may be documented in various written forms such as licenses, memoranda, letters, and drawing/specification review documentation.

H. Responsibility for Application

TriMet‟s assigned Project Manager is responsible for implementation of the criteria. TriMet‟s Project Manager shall oversee the work of consultants who provide planning and design services for TriMet. Planners and designers shall comply with the criteria.

I. Review Process 1. TriMet‟s Project Manager should conduct criteria reviews as part of the

planning and design process. Planning and design consultants shall prepare drawings as necessary to facilitate such reviews. TriMet‟s Project Manager is responsible for: a. Forwarding drawings to TriMet Safety, Operations and Maintenance for

review, and resolving their comments. b. Conducting review meetings as necessary regarding the application of

these criteria during preliminary and final design. c. Obtaining review comments and tracking their closure. d. Coordinating interagency and jurisdictional review related to designs. e. Obtaining all necessary approvals and permits.


2. The Project Manager shall review any proposed deviations from the Light Rail

Crossing Safety criteria with TriMet's Director of Operations Support and TriMet‟s Systems Safety Manager. If the proposed deviation is acceptable, the Project Manager shall bring it to TriMet‟s Transit Change Review Committee (TCRC) for final review and approval.

J. TCRC Review of Existing Light Rail Facilities Changes

TriMet has established the Transit Change Review Committee (TCRC) to review and approve all proposed changes, modifications, or revisions to rail transportation and maintenance policies, procedures, and existing rail system elements. TriMet‟s Project Manager is responsible for involving the TCRC at the appropriate time in the planning and design of existing rail equipment, systems, and facilities changes. This includes portions of major projects that affect the existing rail transportation system.

K. ODOT Rail

1. Under Oregon statutes and administrative rules, ODOT is responsible for state safety oversight of rail fixed guideway systems. In accordance therewith, TriMet has developed a system safety operating plan that is periodically reviewed and approved by ODOT Rail. TriMet‟s plan is updated as new light rail projects are activated.

2. During project planning or early in design development, TriMet‟s Project

Manager should discuss proposed light rail alignments and crossings with ODOT rail for the purpose of establishing whether ODOT has jurisdiction over any proposed crossings. In the event that ODOT Rail claims jurisdiction, the Project Manager should discuss those locations and reasons therefore with the Director of Operations Support.

L. FTA, FHWA, Jurisdictions and Other Entities

1. Early in planning and design, the Project Manager should identify all other entities that have a legitimate interest in the project. Local, state, federal and private interests may be involved. The timely participation of interested parties helps to foster good working relationships and to identify issues that will require resolution.

2. Other major entities that may be involved in light rail planning and design are:

a. FTA - Where federal funding is involved and where EIS compliance is required. The FTA often assigns a Project Management Oversight Committee (PMOC) to assist in the oversight of FTA grant administration. The Project Manager should keep the PMOC informed regarding design development status and issues.

b. FHWA - Regarding state and federal highways, when their facilities are affected by the project.

c. Local cities and counties - Particularly regarding light rail stations, park and rides, in-street track way, and ADA treatments. Local jurisdictional


requirements vary. Nonetheless, the Project Manager should seek uniform application of the criteria to the maximum extent possible.

M. Crossing Treatments

1. Standards The section describes and details devices and systems that may be used to mitigate or warn of trackway crossing risks or hazards in the various light rail environments Application depends upon analysis and review of each location. A typical at-grade installation is shown in Figure 15.3.M.1.

2. Passive Safety Treatments – This section details passive safety treatments

and their various applications in the light rail environments. Passive treatments are not activated by approaching trains. a. “STOP HERE” Pavement Marking

Figure 15.3.M.2.a typifies the pedestrian warning “STOP HERE” pavement marking. The purpose of this marking is to identify for pedestrians and bicyclists a safe stopping location and safe refuge area that is outside the light rail vehicle dynamic envelope. 1. Generally, the “STOP HERE” markings are not required in city

environments because of the slower light rail vehicle operating speeds, or where intersections are traffic controlled, or at platform stations. This standard should be considered for application in other track way crossing locations where: a) Light rail vehicle design speeds exceed 15 mph in non-city

environments, and b) Safe pedestrian stopping location is unclear

2. The standard requires a red, non-slip thermoplastic material, or

equivalent, bonded to the pavement surface. This standard was adopted after evaluating it and a painted marking prototype on a typical concrete walkway. TriMet considers the painted marking unacceptable as it is less noticeable, less attractive and requires greater maintenance to keep it visible.

b. “DON’T STAND HERE” Pavement Marking

Figure 15.3.M.2.b typifies the pedestrian warning „DON‟T STAND HERE‟ pavement marking. Placement of this treatment is typically between the tracks in double track sections of the alignment, where a pedestrian crossing is located. As applications may vary by location, the exact placement should be reviewed and approved by TriMet‟s Safety and Security Committee.

c. Tactile Warning

Figure 15.3.M.2.c typifies the pedestrian tactile warning treatment in pavement adjacent to a track way crossing. The purpose of the tactile warning is to identify for pedestrians a safe stopping location and safe refuge area that is outside the light rail vehicle dynamic envelope. 1. This standard should be applied:

a) In conjunction with “STOP HERE” markings at all locations, or


b) Where detectable warning is required at light rail station platforms and adjacent trackway crossings.

2. TriMet encourages the use of a tactile warning to denote all authorized

track way crossing locations. Application of tactile warnings shall be coordinated with the jurisdiction having authority and be compliant with the jurisdiction‟s requirements.

3. The TriMet standard requires the use of tactile or truncated dome. This standard was adopted after evaluation of other options including meshed or striated concrete.

4. The tactile dimensions, layout, location and color contrast to adjacent surface shall meet the precise standards specified. The tactile warning strip shall be the full width of sidewalk and be placed outside of the LRV dynamic envelope. The tactile may be surface applied or part of a composite material such as tile or synthetic.

d. Channeling

Figure 15.3.M.2.d typifies railing that may be used to channel pedestrians or bicyclists. The purpose of the channeling is to create a physical barrier that prevents or discourages persons from taking shortcuts or from crossing the track way in a risky or unauthorized manner. 1. Effective channeling may be developed through the use of fencing,

landscaping, bollard and chain, or other methods. In certain locations, painted or striped channeling in lieu of a barrier, may be sufficient. An example application of painted channeling is in light rail operating environments of 15 mph or less.

2. Jurisdictional review of the proposed method may be required. In all

cases, a channeling method that does not impair sight lines to an approaching train shall be selected. Designs shall comply with the line of sight criteria.

3. Application of channeling depends upon the particular conditions

associated with the track way crossing. It requires planning and custom design for the particular location.

4. Channeling should be considered where:

a) There is a high likelihood that persons may cross the track way in an unauthorized manner, and

b) Channeling, in conjunction with other elements at the location will be effective in deterring unauthorized crossings

e. “Look Both Ways” Signage Figure 15.3.M.2.e typifies passive “Look Both Ways” signage. The purpose of the signage is to remind pedestrians and bicyclists as they approach the track way to look for approaching trains in both directions.


1. Generally, “Look Both Ways” signage is not required in city environments because of the slower light rail vehicle operating speeds. The signage should be installed: a) In all non-city track way crossing locations where light rail vehicle

design speeds exceed 15 mph, or b) At light rail station/platforms using ballasted trackway, or c) At mid-block, pedestrian crossings

2. Sign location and height is critical to maximize visibility and to avoid

the dynamic envelope. All installations shall comply with the TriMet standard.

f. Swing Gates

Figures 15.3.M.2.f-1 and 15.3.M.2.f-2 typify a pedestrian crossing swing gate. The purpose of the swing gate is to slow persons who are approaching the track way. 1. Swing gates may be appropriate where:

a) There is a high likelihood that persons will hurriedly cross the track way, or sight distance is restricted, and

b) Channeling or other barriers reasonably prevent persons from bypassing the swing gates, and

c) Acceptable provisions for opening the gates by disabled persons can be provided

2. TriMet‟s standard requires that swing gates open away from the

tracks. Pedestrians pull the gate to open it to enter the track way. Gates also shall permit quick exit from the track way, automatically close after use, and be light and easy to operate by all persons.

g. Pedestrian Barriers

Figure15.3.M.2.g typifies pedestrian barriers. Similar to swing gates, these barriers are intended to slow persons who are approaching the track way. A major advantage of barriers is that there are no operating parts or systems to maintain. 1. Pedestrian barriers may be appropriate where:

a) There is a high likelihood that persons will hurriedly cross the track way, or sight distance is restricted, and

b) Channeling or other barriers reasonably prevent persons from bypassing the barriers, and

c) Adequate space is available to accommodate their installation. 2. Pedestrian barriers also have advantages over swing gates in that

disabled person access is less impeded. Layout and spacing of barriers shall accommodate use by disabled persons. Additionally, TriMet‟s standard requires barrier positioning so that persons are turned to face the nearest on-coming train prior to crossing the track way.


h. Pedestrian Z-crossings Figure 15.3.M.2.h details a typical pedestrian Z-crossing installation. 1. Pedestrian Z-crossings should cross the track as closely as possible to

perpendicular, or with a slight angle so that a person is oriented facing the nearest, oncoming train direction. Care shall be taken to ensure compliance with ADA standards when the crossing is other than perpendicular.

2. If a pedestrian Z-crossing is approved by TriMet and the jurisdiction

having authority, further consideration should be given to the incorporation of active audible/visual warning devices with it, in conjunction with the passive safety treatments. Audible/visual warning devices shall comply with TriMet‟s standard and will require electrical interconnection with traffic signal or light rail signal systems in order to activate the devices. The installation requires careful engineering to ensure safe crossing clear-out time, given the LRV design speed at the particular location.

i. “DO NOT CROSS TRACKWAY” Signage

At opposing „single sided‟ station platforms in double track way, TriMet requires the placement of a warning notice on the vertical edge of the opposite platform. The warning notice shall read “DO NOT CROSS TRACKWAY”. Easily readable, painted black lettering over a white background may be used. Also see TriMet Directive Drawings.

3. Active Safety Treatments

a. General 1. This section details active pedestrian warning and safety devices and

their various applications in the light rail environments. The term active means that an approaching train automatically activates these devices.

2. Active traffic control systems inform pedestrians, bicyclists and

motorists of the approach or presence of trains at light rail grade crossings. These systems may consist of automatic gates, flashing light signals, traffic control signals, variable message signs, audible signals and other active warning devices.

3. Active devices are applied in three basic operating environments:

a) Slower speed light rail operating environments in the median of city streets. In these environments, active devices must be consistent with the design characteristics of traffic signals.

b) Higher speed light rail operating environments where train control signals are used to maintain those speeds, or where the train cannot be stopped in the distance the light rail operator can see. In these environments, active devices must be consistent with the design characteristics of gated crossing warning systems.


c) Pedestrian crossings at angles to the track that do not provide optimal sightlines of an approaching light rail vehicle.

b. LED Pedestrian Flashing Sign and Audible Warning Device

Figure 15.3.M.3.b-1 depicts the combined Pedestrian LED Flashing Sign and Audible Warning Device that operates when a light rail vehicle is approaching. Figure 15.3.M.3.b-2 is a large-scale depiction of the LED pedestrian warning sign. The purpose of this device is to discourage pedestrians from crossing the track way as trains approach and also to encourage pedestrians to look both ways when approaching the tracks. 1. At light rail at-grade crossings at intersections equipped with traffic

control signals, pedestrians cross the light rail tracks in response to standard WALK and DON'T WALK/Countdown signal indications. The Pedestrian LED Flashing Sign and Audible Warning Device, when activated, is intended to provide a supplemental warning to the pedestrian that a train is approaching. The device may be appropriate where: a) LRV design speed at the location exceeds 15 mph, and b) The LRV operates in the median of city streets, and c) Motor vehicle traffic is discouraged within the track way and does

not normally share the use of the light rail track way, and d) The pedestrian crossing is an unsignalized mid block crossing or is

at a traffic signal controlled intersection adjacent to a platform. 2. The design application shall also consider the complexity and

effectiveness of the required train detection and controls. Additionally, at LRV speeds exceeding 25 mph and in a train control signal environment, consideration should be given to the device described below.

c. Pedestrian Flashing Lights and Audible Warning Device in Gated

Crossing Controlled Environments Figure 15.3.M.3.c depicts the Pedestrian Flashing Lights and Audible Warning Device that operates when a light rail vehicle is approaching. The purpose of this device is to discourage pedestrians from crossing the track way as trains approach and also to encourage pedestrians to look both ways while approaching the tracks. 1. This device is intended for use in the train control signal environment.

It is used where automatic crossing gates, lights and bells are provided to warn of an approaching train. This standard should be applied where: a) LRV design speed at the location exceeds 25 mph, and b) The LRV operates in a semi-exclusive right-of-way, and c) Sight distance considerations and/or heavy pedestrian or bicycle

activity warrant its use, and d) ODOT rail crossing order permits its use

d. Automatic Automobile/Pedestrian Gates

Figure 15.3.M.3.d depicts a typical Automatic Automobile/Pedestrian Gate


installation. The purpose of this device is to prevent or discourage a pedestrian or bicyclist from crossing the track way when a train is approaching. These gates are electrically interconnected into and activated by the train signal system. 1. Automatic pedestrian gates may be used only when severe safety

hazards, that cannot otherwise be eliminated, exist in the train control signal environment that includes automatic crossing gates, lights and bells to provide warning to motor vehicle traffic of an approaching train. The circumstances for application of this standard include: a) Train speeds of 35 mph and greater, and b) LRVs are operating in a semi-exclusive right-of-way, and c) Pedestrian-to-train sight distance or visibility is severely limited,

and d) A safe refuge area between the gates and LRV dynamic envelope

can be provided, and e) ODOT Rail approval

2. In general, ODOT Rail disapproves of the use of automatic pedestrian

gates. An exception may be approved only when extreme circumstances exist and when no other treatments are feasible.

e. Second Train Coming Warning Devices

1. Two trains moving in opposite directions may approach or pass each other at a pedestrian or vehicular track way crossing location. Pedestrians and/or motorists may perceive that a single train has activated the warning system. If the pedestrian or motorist disregards the activated warning system, a second train approaching presents a hazard.

2. At gated crossings, the gates shall remain lowered after a train has

cleared the crossing when a second train is approaching the crossings on the other track. Warning lights shall continue to flash. Typically, the warning bell will stop ringing after 10 seconds so that impacts are minimized to sensitive noise receptors. Where circumstances warrant a continued audible warning, the device described in above paragraph 15.3.M.3.b shall be provided.

3. In locations where a second train coming at a non-gated crossing

could be an issue due to the angle of the crossing or sightline obstructions, the use of passive or active warning signals contained in this chapter shall be considered on a case by case basis to ensure the necessary treatments are in place to warn pedestrians of the second train.

f. Part Time Warning (PTW)

Two distinct PTW signs are utilized for crossing safety at vehicular grade crossings and are considered Non-TriMet Regulatory. See the TriMet Directive Drawings for information regarding the „train crossing‟ and „train approaching‟ PTW images. Placement of these signs is typically on the


traffic signal mast arm of the local jurisdiction, but may also be placed by itself on other appropriate support devices at or near the crossing. Since these signs are generally placed in conjunction with vehicular traffic signals, installation and maintenance of these PTW sign types falls into three categories: 1. TriMet Procured / Installed and Jurisdiction Maintained

Procurement / installation performed by „TriMet‟ during new construction when traffic signal arms are erected. After alignment opens the signs are maintained by the jurisdiction responsible for the traffic signals.

2. TriMet Procured and Jurisdiction Installed / Maintained After completion of „new‟ construction additional signs may be turned over to the jurisdiction, for future installation not performed by TriMet.

3. Jurisdiction Procured / Installed / Maintained A jurisdiction may choose to procure their own supply of signs for installation, as resources allow, in order to upgrade existing light rail crossings within their jurisdiction. NOTE: There are several other active vehicular traffic control signs that may be located in a similar manner to the „train crossing‟ and „train approaching‟ PTWs described above. These include such items as „No Turn on Red‟ and Right/Left Turn Restrictions.

N. Application of Criteria and Standards

1. General Section 15.3.M identifies various safety treatments for use in the TriMet system. These treatments may be applied if identified hazards or unacceptable risks cannot be eliminated. This section is intended to provide further guidance in the application of the criteria and standards.

2. Application

The following are key steps in the application of the criteria: a. Begin planning/conceptual engineering or design

1. Review/apply criteria

b. Identify light rail operating environment 1. City, urban or separated right-of-way/shared or exclusive use 2. Design speed of light rail vehicle

c. Identify safety hazards/risks

1. Eliminate if feasible 2. Mitigate or warn 3. For improvements to existing system, review data regarding risky

behavior or incidents

d. Develop preliminary/schematic and final designs 1. Perform safety analysis of each crossing


2. Apply passive/active treatments 3. QC design for criteria compliance 4. Submit/review/revise for approval 5. Obtain TriMet/jurisdictional final approval

3. Light Rail Trackway Light Rail Operating Environment – Application of the Light Rail Crossing Safety criteria is dependent upon the operating environment. The exclusivity of use, right-of way, and LRV design speed shall be considered. a. A semi-exclusive use, light rail operating environment is a light rail

alignment in a separate right-of-way, or along a street or railroad right-of-way, where motorists, pedestrians, and bicyclists cross at designated crossings only. An example is the Interstate Max light rail extension: light rail operates primarily in the median of Interstate Avenue. Along the alignment, traffic signals and crosswalk pavement markings permit pedestrians to cross Interstate Avenue and to access station platforms located in the median.

b. A mixed-use, light rail-operating environment is a light rail alignment in

mixed traffic with motorists, pedestrians and bicyclists such as city streets, transit malls, and pedestrian malls where the right-of-way is shared. An example is MAX light rail service in downtown Portland between the Skidmore Fountain station and PGE Park by way of the Downtown Transit Mall.

c. An exclusive use, light rail operating environment is a light rail alignment

that is grade separated or separated/protected by a fence/barrier that prevents intrusion by motorists, pedestrians and bicyclists. Examples are the Washington Park tunnel and the Interstate MAX LRT bridge structure from N. Argyle St to the Vanport/PIR station. Because motor vehicles, pedestrians, and bicycles are prohibited within the exclusive right-of-way, TriMet light rail crossing safety treatments generally are not applicable.

4. Elimination of Hazards/Risks

All proposed designs shall be reviewed to identify safety hazards/risks. Where feasible, identified hazards/risks shall be eliminated through planning and design. Particular attention shall be given to the following: a. Line-of-sight between persons and trains: Clear sight lines between

persons about to cross the track way and approaching/leaving trains is important at all locations. The pedestrian sight triangle shall be applied to eliminate sight obstructions as demonstrated in Figure 15.3.N.4.a-1 and Figure 15.3.N.4.a-2. Planning and design should eliminate sight obstructions where feasible. If not eliminated, mitigation and warning shall be provided commensurate with the degree of severity of the obstruction.

b. Avoid landscaping other than low-growing ground cover in and adjacent to trackway median


c. Where sound walls are required for noise mitigation, ensure height does not violate the line-of-sight criteria.

d. Do not place buildings or large cases/cabinets on or immediately adjacent

to platforms

e. The number of at-grade crossings: Because each track way crossing presents a risk, planning and design should minimize the number of crossings to the extent feasible considering environmental impacts and alignment objectives.

f. Station locations: Avoid nearside stations at intersections where possible. Locate light rail station platforms so that hazards/risks presented to the surrounding pedestrian and vehicular environment are minimized.

g. Trackway grade separation/gate protection: The safest crossings are either grade separated or protected by crossing gate. Planning and design should consider these options where LRV design speeds exceed 35 mph.

5. Safety Analysis a. Because of the varied light rail operating environments and conditions,

each light rail crossing location shall be analyzed. Regulatory authorities shall be consulted where they have jurisdiction. Safety treatments that mitigate or warn of hazards and risks shall be selected after balancing all factors for each particular location.

b. TriMet‟s Project Manager shall ensure that the safety analysis is performed, either by staff or consultant. In support of changes that are proposed to the existing light rail system, analyze historical data regarding risky behaviors and incidents at the crossing in question.

6. Application of Safety Treatments Figure 15.3.N.6 “Pedestrian Crossing Application Chart” provides additional guidance for the application of the various safety treatments. It shall be applied in consonance with all other requirements in the criteria. The SSC and TCRC shall approve proposed safety treatments. a. Application of safety treatments requires consideration of numerous

conditions. Because the severity of safety hazards and risks increases with LRV speed, the chart categorizes application treatments based upon the LRV design speed. Design speeds are grouped as follows: 1) 15 mph and less; 2) 35mph and less, but greater than 15 mph; 3) greater than 35 mph.

b. In addition to LRV design speed, special considerations include: 1) degree of sight restriction; 2) volume and frequency of pedestrian activity; 3) likelihood of pedestrian inattention or hurried behavior; 4) school zones; and 5) alignment geometry such as terrain or angled/diagonal crossing paths.


7. Light Rail Station Facilities/Concourses

In general, light rail station facilities and concourses shall comply with TriMet‟s Design Criteria Manual. Additionally, particular attention should be given to the following: a. Emergency lighting levels and illumination b. Evacuation during an emergency. Passenger stations shall be provided

with a sufficient number of exits to permit evacuation of the platform to points of safety in 6 minutes or less, and evacuation of the station public access to points of safety, in accordance with NFPA 130.

c. Visual berthing marks to assist the operator when stopping at a station. d. Placement of ticket vending machines, substations, signal/communication

cases/houses, information kiosks or other station elements so that they do not impose obstruction to safe access or egress to and from the station platform, or obstruct clear lines-of-sight between persons and trains.

e. ADA compliant track way crossing panel installation.

8. Roadways and Parking Facilities

In general, the design of pedestrian and bicyclist paths of travel from park and rides, roadways and other facilities shall comply with TriMet‟s Design Criteria Manual. Additionally, particular attention should be given to: a. Clear marking of light rail facility access points and crosswalks. b. Minimizing pedestrian, vehicular or bicycle traffic patterns that cross the

track way. c. Locating patron drop-off zones, and bus and taxi stands, to minimize

patron exposure to traffic. Where practical, patrons shall be able to move directly from patron drop-off zones to the station without crossing vehicular traffic lanes or crossing the track way.

d. Elimination of tripping hazards in routes designated for access to light rail

facilities. e. Unobstructed visibility at vehicular intersections in parking lots, at

vehicular parking lot entrances/exits, and along routes that cross the track way. Sight distance shall conform to Figure 15.3.N.4.a-1 and Figure 15.3.N.4.a-2.

f. Illumination of parking areas and designated areas where passengers

cross the tracks.

O. Gated Versus Non-Gated Vehicular Crossings 1. Application Criteria and Standards

Because automatic vehicular crossing gates are extremely effective in


managing conflicts between trains and motor vehicles, TriMet advocates their use. However, automatic gates are not suitable in many operating environments. Generally, where LRVs operate at speeds of 35 mph or less within city streets, or within the median of city streets, and where vehicular crossings occur at traffic controlled intersections, the use of automatic vehicular gates is not warranted or not likely to be approved by the jurisdiction. a. TriMet criteria requires that automatic vehicular crossing gates be

incorporated into the design for at-grade crossings in the following situations: 1. At all crossings where LRV design speed exceeds 35 mph 2. Where LRV design speed exceeds 15 mph and where the LRV

crosses the highway at an unsignalized, mid-block location between traffic intersections.

3. At any crossing in the train signal controlled environment where special conditions, such as but not limited to alignment/roadway geometry warrant

b. In addition, to warn motorists of an approaching train at traffic controlled

intersections, consideration should be given to incorporation of LED flashing train signs on traffic signal mast arms or poles in the following situations: 1. Left turns by motorists are permitted across the trackway, or 2. Cross traffic motorist volumes are high, or 3. Line-of-sight obstructions limit motorist ability to see oncoming trains,

or 4. There is a high volume of slow moving or turning truck traffic across

tracks

c. In all cases, the jurisdiction having authority over the light rail – highway crossing shall approve the final design. DOT Rail has the authority for approval of all gated crossings.


FIGURE 15.3.M.1 TYPICAL AT-GRADE INSTALLATION


FIGURE 15.3.M.2.a PEDESTRIAN WARNING “STOP HERE” MARKING


FIGURE 15.3.M.2.b PEDESTRIAN WARNING “DON’T STAND HERE” MARKING

NOTES:

1. 5 inch Black Lettering on yellow, slip-resistant, thermoplastic

background, bonded to pavement.

2. 10.5 inches – Outside diameter circle, black

3. Supply Source: Traffic Safety Supply Co. or approved equal.

Design Criteria PEDESTRIAN WARNING: “DON’T STAND HERE”


FIGURE 15.3.M.2.c PEDESTRIAN TACTILE WARNING


FIGURE 15.3.M.2.d PEDESTRIAN CHANNELING TYPICAL RAILING


FIGURE 15.3.M.2.e TYPICAL CROSSING “LOOK BOTH WAYS” SIGN

Design Criteria TYPICAL CROSSING “LOOK BOTH WAYS” SIGN


FIGURE 15.3.M.2.f-1 PEDESTRIAN CROSSING SWING GATE INSTALLATION


FIGURE 15.3.M.2.f-2 PEDESTRIAN CROSSING SWING GATE


FIGURE 15.3.M.2.g PEDESTRIAN BARRIER


FIGURE 15.3.M.2.h TYPICAL PED Z-CROSSING - STANDARD DETAIL


FIGURE 15.3.M.3.b-1 AUDIBLE/VISUAL WARNING SIGNAL CONTROLLED CROSSING


FIGURE 15.3.M.3.b-2 TWO-SIDED FLASHING LED PED WARNING SIGN


FIGURE 15.3.M.3.c AUDIBLE/VISUAL WARNING GATED CROSSING


FIGURE 15.3.M.3.d AUTOMATIC AUTOMOBILE / PEDESTRIAN GATE


FIGURE 15.3.N.4.a-1 PEDESTRIAN SIGHT TRIANGLE

LRV Stopping Distance

Full Service Brake (FSB) Stopping Distance [ft]

Emergency Brake (EB) Stopping Distance [ft]

LRV Speed [mph] Moderate Sight

Restriction Severe Sight Restriction

15 110 81

25 244 175

35 428 302

45 660 462

55 942 654

FSB Stopping Distance is calculated by using a 2.3 mphps rate from 55 mph to 45 mph and a 3.0 mphps brake rate for 45 mph to 0 mph, with a 2.5 second reaction time.

EB Stopping Distance is calculated by using a 4.5 mphps average brake rate and a 2 second reaction time.

Use FSB column to determine if Moderate Sight Restriction exists.

Use EB column to determine if Severe Sight Restriction exists.


FIGURE 15.3.N.4.a-2 PEDESTRIAN SIGHT TRIANGLE ILLUSTRATION


FIGURE 15.3.N.6 PEDESTRIAN CROSSING APPLICATION CHART *

LRV DESIGN SPEED

CROSSING CONDITION

15 MPH AND LESS

16 TO 35 MPH*** GREATER THAN

35 MPH

Ordinary,no special conditions

Detectable Warning only

Basic treatment.

Basic treatment; AT

Special Conditions:

Treatments listed below are in addition to those above

Moderate Sight Restriction**

---- Channeling; AT; PT gates/barriers

Channeling; AT; PT gates/barriers

Severe Sight Restriction**

---- Channeling; AT; Automatic ped gates

Channeling; AT; Automatic ped gates

High Pedestrian Activity

---- Channeling Channeling

Extreme pedestrian surges, high ped inattention or hurried behavior; school zone; transit centers

Basic treatment; Channeling



Angled crossing or odd geometry; mid-block pedestrian z-crossings

Basic treatment; Channeling; PT gates/barriers

Channeling; PT gates/barriers; AT

Channeling; PT gates/barriers; AT

Basic Passive Treatments (PT): „STOP HERE‟ and „DON‟T STAND HERE‟ pavement

markings; Detectable Warning; “Look Both Ways” signage. Other Passive Treatments: Channeling; Swing gates or Pedestrian barriers. Basic Active Treatments (AT): Pedestrian flashing signs/lights and audible warning

devices. Other Active Treatments: Automatic pedestrian gates

* This chart is intended as a guide only, and not a mandate, as to what treatments should be considered. Perform safety analysis for each location. Apply treatments in a manner consistent with all TriMet design criteria and other governing code and regulatory requirements.

** Eliminate sight restrictions if feasible. Comply with train-person line-of-sight criteria.

***Crossings immediately adjacent to light rail platforms fall into this category.

CHAPTER 16

SMALL BUILDINGS


CHAPTER 16 – SMALL BUILDINGS

16.1 GENERAL This chapter pertains to all TriMet‟s small facility buildings. Within this chapter are two functionally distinct types of buildings: “Inhabited” Buildings including; Operator, Concession and Security Buildings, and LRT Systems Buildings which includes substation, signal and communication buildings.

These criteria have been developed as a technical guide to functional, efficient and cost effective building design. The basic goals for these design criteria were derived from a critical review of TriMet‟s existing facilities. The primary focus of this chapter is on new construction. However, remodels or retrofits to existing TriMet buildings should also strive to incorporate these criteria as applicable.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 5 - Landscaping 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 10 - Traction Electrification System 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 13 - Communications 11. Design Criteria, Chapter 15 - Light Rail Crossing Safety 12. Design Criteria, Chapter 17 - Parking Facilities 13. Design Criteria, Chapter 18 - Sustainability 14. Design Criteria, Chapter 19 - Public Art 15. Design Criteria, Chapter 24 - Security 16. Design Criteria, Chapter 25 - Signage and Graphics 17. Design Criteria, Chapter 27 - Lighting 18. Design Criteria, Chapter 28 - Amenities 19. TriMet Directive Drawings

B. Industry

1. American Concrete Institute (ACI) 302 2. ASTM 408 3. ANSI


1. Oregon Electric Specialty Code 2. Appropriate Local Jurisdictions


D. Stakeholders

1. Communications and Technology a. Information Technology (IT)

2. Operations a. Facilities Management b. Maintenance of Way c. Bus Transportation d. Rail Transportation e. Field Operations f. Operations Support g. Safety h. Security

16.3 CRITERIA / APPLICATION A. Building Type, Category and Description

Descriptions of the two functionally distinct TriMet building types are included in Table 16.3.A below.

TABLE 16.3.A BUILDING TYPE, CATEGORY AND DESCRIPTION

Building Type

Building Category Description

Inhabited Operator Break

Building Gender Separated Toilet Facilities and Full Break Room

Inhabited Operator Comfort

Building Toilet Facilities and Basic Break Room

Inhabited Concession Building TriMet owned facility; leased to a service provider (e.g. food, coffee)

Inhabited Security Building TriMet owned facility used by contracted services provider

LRT Systems LRT Systems Building Substation or Signal & Communications

Each of the buildings accommodates a distinct use, however many standards and design requirements apply to all of the small buildings. 1. Overall Design Objectives

a. Utilize standardized, readily available materials and construction practices that are compatible with existing TriMet facilities.

b. Select materials and components that are durable and easy to maintain. c. Minimize the number of components. d. Provide a physical appearance that supports TriMet‟s community, marketing

and public art program goals. e. Design sustainability elements into project within project budget and

considering total life cycle cost. See Design Criteria, Chapter 18 - Sustainability, for a thorough description of TriMet‟s approach to sustainable construction. Coordinate closely with TriMet‟s Project Manager with regard to specification of sustainable elements that have initial cost premiums.


2. Materials and Finishes Guidelines for small buildings materials and finishes are contained in Design Criteria, Chapter 28 – Amenities.

B. Site Planning for Small Buildings

1. General Location and orientation of TriMet‟s small buildings are important considerations. Adherence to the criteria outlines below must be balanced against the right-of-way limitations, availability and cost. a. Access

1. Pedestrian and vehicular circulation must be evaluated. Safe vehicular access shall be provided. Ensure adequate room is available for the parking and service requirements of the specific building.

2. Arrange buildings to promote accessibility for authorized users and to discourage unauthorized access.

3. Mitigate security and vandalism risks. Review siting of small buildings with the TriMet Safety and Security Committee and all appropriate stakeholders/users.

b. Jurisdiction

A building may fall within jurisdictional design guidelines depending on the location. Early in the planning process, identify the specific jurisdictional design guidelines that apply. Present the design to the local neighborhood and jurisdiction as soon as location and appearance factors are known.

c. Operator Sight Distance 1. Ensure that the position of the building will not impair or obstruct the clear

sight distance required by TriMet‟s bus and rail operators and the traveling public. a) Areas requiring special attention are LRT grade crossings, pedestrian

crosswalks, driveways, and locations directly adjacent to the trackway. See Design Criteria Chapter 15 – Light Rail Crossing Safety, for the „Sight Triangle Guidelines‟ figure.

d. Weather

1. Arrange and specify doors, windows, etc. to protect the building from weather impacts, to provide good ventilation, and to maximize natural light to interior day lighting.

2. Design and site building to take advantage of passive solar heating and cooling.


e. Utilities 1. Identify all utility requirements of the building. Select sites to minimize the

length of new utility facilities required. a) Natural gas should not be used unless specifically approved by

TriMet‟s Project Manager.

f. Design Flexibility Allow for future operating changes or expansion with minimal reconstruction.

C. Common Small Building Requirements

This section presents common requirements for both types of small buildings. The list is not intended to be all-inclusive, and the designer may specify other materials with TriMet‟s approval. 1. Structure

a. Roofs shall be corrosion resistant, metal roofs capable of shedding rain, snow or ice. Roof parapets are not preferred due to past poor performance.

b. Use an ENERGY STAR rated roofing product or equivalent in terms of reflectivity and emissivity in accordance with ASTM 408, for all roof surface not occupied by equipment. Alternatively, consider installation of an ecoroof (a vegetated roof) over a significant roof area (minimum 50%) with the balance in an ENERGY STAR rated product or equivalent.

c. If TriMet elects to proceed with an ecoroof, ensure that structural requirements, roofing material requirements, flashing and drainage details are correctly coordinated and adequate cost included in project cost estimates. See Design Criteria, Chapter 5 - Landscaping for plant material requirements for ecoroofs.

d. Metal roof gutters shall be used only where required by the local jurisdiction, except always over all door entries, extending a sufficient distance on either side to prevent water from entering the building.

e. Ceiling shall be a drywall system. An access hatch in ceiling shall be provided. Ceiling height shall not exceed 9 feet.

f. Exterior wall finishes shall be concrete masonry units, precast concrete, aluminum panels, exposed architectural concrete, or brick masonry. Avoid painted exterior finishes.

g. Interior wall finishes shall be painted concrete or concrete masonry units, painted drywall system, ceramic tile, or FRP (Fiber Reinforced Polyester) panels.

h. All exterior surfaces shall be sealed with silicone or polyurethane coatings.

i. Foundations shall be concrete.

j. Floors shall be concrete and sealed.


k. Exterior surfaces of masonry and CMU walls shall be protected with Fabrikem

anti-graffiti coating.

2. Interior Lighting See Design Criteria, Chapter 27 – Lighting, for additional guidelines pertaining to interior lighting. a. Interior lighting shall be fluorescent and shall have polycarbonate diffusers

(Lexan or approved equal).

b. Interior fixtures using CFLs (Compact Fluorescent Lamps) may be used in specific applications. Consult with TriMet‟s Project Manager.

c. Motion sensors for restroom lighting only shall be located in the ceiling area.

d. Recessed canister fixtures shall not be used.

3. Exterior Lighting See Design Criteria, Chapter 27 – Lighting, for additional guidelines pertaining to exterior lighting. a. Entrance lighting shall be installed directly over or adjacent to exterior

doorways.

b. Exterior lights shall be water-resistant, vandal resistant type.

c. Exterior lights shall be CFL, screw-in style.

d. A photocell for control of exterior lighting shall be provided. It shall be facing north, unless this location is shaded or is otherwise detrimental to performance. The photocell shall be accessible with an 8‟ ladder and shall also have a bypass switch.

4. Window Framing and Glazing

a. Window frames shall be commercially anodized aluminum with neoprene gaskets.

b. Frames shall be sized to match existing stock.

c. Frames shall be individually compartmentalized to allow easy replacement of broken windows.

d. Skylights shall not be used.

e. Window blinds shall not be used.

f. Glazing shall be laminated safety glass with solar reflective application, allowing view out but not in. Coated polycarbonate is allowed in specific locations only with TriMet‟s approval.


g. If the project is seeking a specific sustainability certification or incentive, ensure that glazing meets those criteria or opportunities to upgrade glazing to satisfy requirements have been fully investigated. See Design Criteria, Chapter 18 - Sustainability for more information.

5. Entry

a. Interior conduit shall be run to the main access door terminating at a junction box to allow future installation of the TriMet Tracs Card Lock System. (NOTE: this requirement does not apply to concession buildings.)

b. The buildings shall have at-grade approaches to all points of entry while also directing all drainage away from any entryways.

c. Doors shall be painted hollow metal (prime, body and finished coated).

d. All door handles shall be Lever Arm, vandal-proof type or approved equal.

e. Include lock guard plates for exterior doors to prevent prying.

f. Locks for interior room doors differ depending on use and shall be coordinated with TriMet‟s Project Manager. In general: 1. Janitor/Storage Room and Mechanical/ Electrical Room – PRIMUS lock or

approved equal. Key type with no back button.

2. Restrooms – Push button lock from inside.

g. Locks for exterior doors differ depending on the building use and shall be coordinated with TriMet‟s Project Manager. In general: 1. Operator Break Building – TRACS Locking System with conventional

locking tumbler for owner furnished lock.

2. Systems Buildings – Main Entrance-TRACS Locking System with conventional locking tumbler for owner furnished lock. All other entrance doors are to be EXIT only from the inside, equipped with crash bar type apparatus for emergency exit from the inside and no entrance from the outside

6. Communications See Design Criteria Chapter 13, Communications. a. Telephone service shall be provided to each small building. Provide

Communication lines per Design Criteria Chapter 13, Communications. Coordinate phone and network jack locations with TriMet‟s Project Manager.

b. Provide equipment cabinets consistent with communications requirements per Design Criteria, Chapter 13 – Communications and per Security System requirements.


c. For non-LRT locations provide phone and data circuits from commercial providers. Coordinate this installation with the TriMet Information Technology department and TriMet Project Manager.

d. If this is a new TriMet site, a utility vault will need to be provided. Coordinate size and location with local service provider. Also see Design Criteria, Chapter 4 - Utilities.


a. General 1. This section establishes the design standards for the mechanical systems

associated with small buildings. a) All mechanical systems and their components shall be designed with

commercial grade materials and in conformance with all applicable public building codes. 1. Designs should incorporate energy wise features, systems and

insulation.

2. All systems shall be protected from extreme weather.

3. All conduit and piping shall be routed as directly as possible. Where required, sleeves shall be provided in structures for future services or expansion.

4. Minimum conduit size shall be ¾” inch.

b. Water Service Water service demands shall be analyzed collectively with any other water service on the same site (e.g. irrigation, drinking fountains, ground hydrants, etc.). 1. Water service to the building shall have an easily accessible main shut-off

valve (in the mechanical room, if possible).

2. Provide isolation valves to each room, separately and in easily accessible locations.

3. In general, separate meters shall be provided for potable water and irrigation system water supplies.

c. Plumbing Fixtures (unless otherwise directed)

1. Water closets (toilets) shall be porcelain; floor-mounted, siphon-jet, elongated with electronic (infrareds) flush valves and open-front white seats.

2. Water closets (toilets) for the disabled to be designed in accordance with ANSI Standards.

3. Urinals shall be porcelain, wall-hung, washout type with electronic flush valve, and vandal-proof strainer.


4. Lavatories (sink) shall be porcelain, wall hung with electronic faucet

sensor.

5. Mop service basins shall be plastic, 36" x 36" x 6" or as required, with threaded hose end to faucet.

6. Hot water heaters shall be installed in all facilities that have toilets or a cleaner‟s room. Relief valves for water heaters shall be piped to indirect

waste. Hot water heaters shall be set to deliver 110 F water.

7. Drinking fountains shall be self-contained and wall-hung suitable for use by the disabled with easily operable controls either on each side or in front.

8. All water supplies to fixtures shall have key-operated service valves. Keys shall be delivered to TriMet‟s Project Manager prior to turnover.

d. Heating and Ventilating for all but LRT Systems Buildings

1. Thermostatically controlled heaters shall be provided to maintain an

interior temperature of 50 F minimum.

2. Air conditioning shall be provided in all “inhabited” buildings.

3. A remote heating and cooling sensor shall be located in the primary room with the controls located in a mechanical room.

4. Heat pumps may be considered, where practicable, with a secondary heat source, i.e. backup heat coils.

5. Water closet ventilating should provide a minimum of 2 cfm per sq. ft of air to an area such that patrons, nearby residents, and pedestrians will not be offended by odors.

e. Fire Protection Systems for all buildings 1. Portable fire extinguishers – easily accessible location.

2. Smoke detectors must be provided in all buildings. These smoke detectors

shall be connected to TriMet‟s SCADA system when the building is adjacent to a light rail line. When SCADA connections are provided, no other monitoring shall be used.

3. Buildings must meet all local codes.


f. TRACS 1. All buildings shall be provided with TRACS, an automated access control

system. All buildings provided with TRACS shall also have a keyed lock as a backup. a) The keyed locks will need to be capable of at least three separate key

cuts. b) Substations may be required to have a second keyed lock dependent

upon its design and layout.

2. The installation of TRACS will require raceways, termination boxes and pull stations. Verify requirements with TriMet‟s project engineer. Contract documents shall clearly state that the construction contractor will provide the raceways, termination boxes, pull stations, etc., but that the installation of the TRACS system, including conductors, card readers, etc., will be provided and installed by TriMet. For further information on TRACS, see Design Criteria, Chapter 13 - Communications and Chapter 24 – Security.

g. Intrusion Detection

Intrusion Detection Systems must be provided in all Substation Buildings. This intrusion detection system shall be connected to TriMet‟s SCADA System, and TriMet will be responsible for reporting intrusions. It is not necessary to have these systems monitored in any other system.

h. Interior Floors 1. Floors shall be sealed concrete unless otherwise specifically directed by

TriMet‟s Project Manager.

2. If specifically directed by TriMet‟s Project Manager, modular (tile) carpeting, sheet vinyl, vinyl composite tile (VCT), or recycled rubber tiles may be specified.

3. If specified as floor covering: Carpets, cushions, and adhesive shall be modular (tile) systems and shall conform to the Carpet and Rug Institute (CRI) Green Label Test Program for Indoor Air Quality.

D. Specific „Inhabited‟ Building Design Objectives

It is critical that the specific function and performance objectives of the building are understood prior to beginning the design. Although the public does not use these buildings, they must be ADA compliant. In addition, several furnishing elements are provided by TriMet. Confirm size type and location of these owner elements during the various stages of design. Review siting requirements and confirm vehicular and pedestrian access requirements to these buildings. 1. Common “Inhabited” Building Design Requirements

a. General 1. Floor Drains in each room, to facilitate cleaning. For rooms greater than

15‟ x 15‟, an additional drain shall be provided. Floors shall be sloped to drain.


2. Flooring shall be sealed concrete except in remodel projects, where commercial grade sheet vinyl may be used to cover worn existing flooring.

3. Exterior hose bib near entrance.

4. Exterior electrical receptacle near entrance.

5. Flooring shall be sealed concrete except in remodeling projects where, if specifically directed by TriMet‟s Project Manager, modular (tile) carpeting, sheet vinyl, vinyl composite tile (VCT), or recycled rubber tiles may be specified to cover worn existing flooring as appropriate to project requirements. Carpets, cushions, and adhesive shall be modular (tile) systems and shall conform to the Carpet and Rug Institute (CRI) Green Label Test Program for Indoor Air Quality.

b. Restrooms 1. Water Closets (toilets) - porcelain, floor mounted, automatic flusher

2. Urinals - porcelain, automatic flusher and wall mounted splash shield all

around. Urinal to be flush mounted, no recessed mount allowed.

3. Sinks - porcelain with automatic sensor

4. Toilet Partitions - Floor to ceiling mounted, fabricated from metal, recycled plastic, or other readily available material approved by TriMet‟s Project Manager.

5. Sanitary Napkin and Toilet Seat Cover Dispensers - stainless steel

6. Grab bars - stainless steel

7. Mirrors - Glass with stainless steel surrounds

8. Walls a) Provide blocking at locations where specialty items are to be installed

by the contractor or owner.

b) Provide a minimum 42-inch high, wall-mounted splash shielding on all surfaces within 3-feet of all water closets and urinals. Splash shielding stainless steel, or fiber-reinforced plastic (FRP), with waterproof seams and edges.

9. Interior wall finish in wet locations - FRP (fiber reinforced polyester) panels

10. The materials below will be supplied by TriMet (confirm size and location with TriMet‟s Project Manager): a) Toilet Paper Dispensers b) Paper Towel Dispensers


c) Soap/Lotion Dispensers d) Waste Receptacles

c. Break Room

1. Counters – plastic laminate 2. Cabinetry – wood, plastic laminate surfaced 3. Sink – stainless steel 4. Drinking fountain – stainless steel, wall mounted 5. Furniture – supplied by TriMet; coordinate with TriMet‟s Project Manager 6. Thermostat sensor with gym guard 7. Power, phone and data receptacles; locations coordinated with TriMet‟s

Project Manager

d. Main Concession Room 1. Counters – plastic laminate 2. Cabinetry – wood, plastic laminate surfaced 3. Sink – stainless steel 4. Thermostat sensor with gym guard 5. Power and phone and data receptacles; locations coordinated with

TriMet‟s Project Manager

e. Janitor/Storage Room 1. Shelving units – (supplied by TriMet) 2. Mop Sink – Floor mounted, plastic

f. Mechanical and/or Electrical Room 1. Provide adequate space around appropriately sized hot water heater. 2. Provide adequate space around HVAC system. 3. Provide adequate space to access the electrical panel. 4. Fire alarm panel shall be wired into telephone line. 5. Provide a telephone/data backboard with conduit for telephone company

cable. 6. Provide thermostat controls.

2. Operator Break Building at a Major Transit Center

a. General 1. These buildings provide a place for TriMet bus and rail operators,

supervisors, security personnel, and other TriMet staff to take a designated break, eat lunch, place a phone call, check e-mail (future) or use the restroom facilities. These buildings experience extreme wear due to many factors including a constantly changing user group and heavy use.

2. These buildings are intended for TriMet personnel only with no public

access. No personnel or security officers are permanently stationed in these buildings and no workstations are provided. The break buildings or the personnel within them are not intended to serve a proactive security or oversight role for the Transit Center. They should not encourage public interface.


3. The design, layout and choice of materials must reflect the heavy use,

provide ease of maintenance and also allow future expansion of the restrooms. For initial sizing of the facilities break room and restrooms, confer with TriMet‟s Project Manager for the anticipated usage levels based on expected service at the proposed facility.

b. Break Room

1. Capacity to be suited to the number of TriMet personnel expected to use the building during peak use hours. For help determining the expected use of a break room, contact the Capital Project‟s Project Planning department and Operations, Support and Transportation departments.

2. Include a small kitchenette area with counter space for a small microwave or other small appliances. Kitchenette should include a sink and cabinet or storage space for miscellaneous kitchen supplies.

3. No refrigeration equipment is required.

4. Provide a computer network communication line connected to TriMet‟s system.

c. Restroom 1. Gender separated facilities are preferred in high use locations. Number of

water closets and urinals shall be based on expected peak hour use.

2. Internal layout to consider door placement and resulting views from other rooms.

d. Janitor/Storage Space 1. Provide a mop sink and allow for adequate storage of miscellaneous

materials and supplies such as, mop and pail, broom, toilet paper, paper towels, cleaning supplies, etc.

2. A separate storage room may be desirable depending upon the amount of storage space needed. In some cases, lockable cabinets may be all that is necessary. Consult with TriMet‟s Project Manager.

e. Mechanical and/or Electrical Room 1. Provide dedicated room with adequate space for all equipment and the

specific servicing requirements.

2. Locate area drain near water heater.

f. Vending Area 1. Allow for adequate room either in the break room or other designated

portion of the building for vending machines, such as soda, coffee, and/or snack machines. For help determining the type and number of vending


units in a building, refer to the Facilities Management Facility Services Manager.

2. All vending machines shall have a designated circuit receptacle for each machine.

3. Provide sufficient receptacles (quad as needed) and other utilities for all the equipment.

4. Provide floor drain specific to vending machines, if required.

3. Comfort Stations at Smaller Transit Centers or Layover Area a. General

1. These buildings provide a place for TriMet bus and rail operators, supervisors, security personnel, and other TriMet staff to take a designated break, eat lunch, place a phone call, or use the restroom facilities.

2. These buildings are intended for TriMet personnel only with no public

access. No personnel or security officers are permanently stationed in these buildings and no workstations are provided. The break buildings or the personnel within them are not intended to serve a proactive security or oversight role for the Transit Center. They should not encourage public interface.

3. These buildings experience extreme wear due to many factors including a constantly changing user group and heavy use. The design, layout and choice of materials must reflect the heavy use and provide ease of maintenance.

4. At some locations, the use of pre-manufactured or modular building systems may be allowed. If a pre-manufactured system is chosen, review Section 16.3.E.1 with TriMet‟s Project Manager to determine the applicable criteria before proceeding.

b. Building Elements

The following are requirements for this building type: 1. Break Area

a) Sized to allow for a small table and chairs b) Include a small area with counter space for a small microwave. c) Provide counters of plastic laminate. d) Provide a hardwired space heater.

2. Restroom a) Restroom(s) with water closet and lavatory. b) Provide faucet tap inline with water system under sink, for filling mop

bucket. c) Ceiling mounted space heater d) Provide room to store mop bucket.


3. Janitor/Storage and Mechanical/ Electrical Cabinet(s)

a) Provide locked closet/cabinet for water heater and electrical panel b) Provide locked closet/cabinet for paper products and cleaning

supplies. c) Uses may be combined in one closet/cabinet.

4. Concession Buildings a. General

1. These buildings provide a facility for TriMet contracted concessionaires to dispense services such as food and beverages.

2. They are intended for concessionaire use only with no public access. One

goal of the Concession Program is to provide greater public presence at transit sites, which improves TriMet patron perceptions of safety and security.

3. Interior space programming for concession buildings shall be determined on a site by site basis and shall be designed for easy modification.

4. Separate water shut off and electrical shut off on the outside of the building must be provided and secured. TriMet will not have keys to the concessionaire interior space and may need to shut services off in an emergency.


1. Main Concession Room a) Size to allow for adequate counter top space and storage expected for

type of concession to be provided. Typical concession building equipment includes: espresso machine, refrigerator, freezer, ice machine, soda fountain, small microwave, and a blender. For help determining the expected needs for the main concession room area, refer to the Facilities Service Manager.

b) Provide counter space and sliding windows on the exterior of the building for serving the public.

c) Provide a display case window.

d) Windows at service area to slide open and lock.

e) No window coverings or blinds are required.

f) At a minimum provide two standard phone lines and jacks for concessionaire‟s use. Some locations may warrant a data link provided for public use.

g) Front door access should provide coverage from the elements.

h) Provide adequate, separate outlets for multiple appliances.


i) Provide cabinet space for storing concessionaire‟s supplies.

2. Restroom a) Provision of a restroom should be evaluated on a site specific/use

basis. 1. As a guideline, if a concession facility is in a remote location, or a

significant distance from an existing TriMet facility, a restroom should be provided. If provided, the restroom may be combined with mechanical room.

3. Mechanical and/or Electrical Room

a) Provide a room with adequate space for all equipment and servicing.

b) Locate the area drain near the water heater.

4. Janitor/Storage Space a) Allow for adequate storage of miscellaneous materials and supplies

such as toilet paper, paper towels, cleaning supplies, etc.

b) A separate storage room may be desirable depending upon the amount of storage space needed. In some cases, lockable cabinets may be all that is necessary.

c) Provide a mop sink.

5. Security Buildings 1. General

1. These buildings provide a facility for TriMet contracted security personnel use with no public access.

2. At some locations, the use of pre-manufactured or modular building

systems may be allowed. If a pre-manufactured system is chosen, review Section 16.3.E.1 with TriMet‟s Project Manager to determine the applicable criteria before proceeding.

2. Building Elements

1. Break Area a) Size to allow for a small table and chairs. b) Include a small area with counter space for a small microwave. c) Provide standard phone/data lines. d) Provide counters of plastic laminate. e) Provide a hardwired space heater.

2. Restroom a) This should be evaluated on a site specific/use basis.

1. As a guideline, if a security facility is in a remote location, or is a significant distance from an existing TriMet facility, a restroom


should be provided.

2. If provided, the restroom may be combined with a mechanical room.

3. Storage and Mechanical/Electrical Cabinet(s)

a) Provide locked closet/cabinet for water heater and electrical panel. b) Provide locked closet/cabinet for paper products and cleaning

supplies. c) The above uses may be combined in one closet/cabinet.

E. Light Rail Transit (LRT) System Building Design Objectives 1. General

a. It is critical that the specific function and performance objectives of the building are understood prior to beginning the design. These buildings receive essential equipment that has specific spacing and access requirements.

b. Confirm size type and location of these elements during the various stages of design. Review site requirements and confirm vehicular and pedestrian access requirements to these buildings.

c. There shall be no windows installed in any of the system buildings, unless directed otherwise.

d. Interior lighting will only be on at times when occupied by maintenance personnel.

e. Where possible, combine system uses into one building to reduce land

acquisition, project and maintenance costs, and parking spaces. For example, strong consideration should be given to one building shell for co-located signals and communications equipment. 1. If joint-use buildings are designed, a full height partition must separate the

uses securely and separate entrances must be provided.

2. Joint-use buildings shall have the capability of separate heating and cooling system control, or shall be provided with separate HVAC systems, for the traction power, signals and/or communications equipment, respectively.

2. Common System Building Design Requirements

a. General 1. The building shall be manufactured of masonry or concrete materials,

either modular or CMU.

2. Provide a Unistrut system (or approved equal) for hanging equipment and cabling at ceiling height (minimum 9‟-6”). Both maximum suspended loads and uniform loads shall be calculated for the system. Coordinate with TriMet‟s Project Manager.


3. The floor shall have a permanent moisture barrier under the concrete floor

to prevent moisture from wicking from the soil beneath the slab.

4. Floors shall be coated with a concrete floor sealer. Additional floor finish requirements apply to TPSS buildings (See Section 16.3.E.2.c).

5. Provide an in-floor manhole for cable entry into signal and communication buildings. Coordinate the location and structural characteristics wit TriMet.

6. If drywall interior is used, studs and framing shall be metal. Wood framing is not acceptable.

7. Electrical panels shall be surface mounted.

8. Fencing within 10 feet of any Systems Building or ground grid shall be non-metallic per the Oregon Electrical Specialty Code.

9. At commencement of design, consult TriMet‟s Project Manager to determine required service voltage, phasing, ampacity and metering. LRT traction power shall be metered separately from all other building and electrical services.

10. The building walls and roof shall be insulated to prevent condensation or heat build-up. Insulation shall be fiberglass batt in the walls and solid insulation on the roof.

11. Batt insulation shall be specified for use in attic spaces.

12. Roof joists or framing shall be non-combustible materials.

13. All door locks shall be Schlage type D with blank Primus type cylinders with dead bolt, or approved equal. Final keying will be by TriMet.

14. Lock guard plates shall be installed on exterior doors.

15. All Systems Buildings shall be equipped with TriMet‟s access control system (TRACS).

16. Provide one TMTS (TriMet Telephone System) phone for each use within a building. See Design Criteria, Chapter 13 - Communications.

17. Refer to grounding requirements in Design Criteria, Chapter 11 – Electrical System.

18. The roof must have enough slope to allow for proper channeling of water.

b. Fire Protection 1. Fire suppression will be via hand-held extinguishers.


2. Provide smoke detectors connected to SCADA for monitoring at TriMet‟s

Control Center.

3. In general, fire sprinklers are not acceptable in LRT systems buildings. Utilize alternative systems as necessary to satisfy local code requirements.

4. Satisfy applicable, local fire building code requirements and UBC.

c. Lighting and Receptacles See Design Criteria, Chapter 11 – Electrical System and Chapter 27 - Lighting. 1. Interior lighting plans shall be coordinated with the comprehensive

equipment furnishings layouts to minimize shadows from suspended equipment, raceways and equipment racks.

2. Receptacle location plans shall be coordinated with equipment layout and requirements.

3. Motion sensors shall be installed on interior lighting, location to be coordinated.

4. Interior fixtures shall be fluorescent.

5. Exterior and interior illumination levels are specified in Design Criteria, Chapter 27 – Lighting, Table 27.3.A.3.

6. Exterior and interior light requirements shall follow Section 16.3.C.

d. Clearance to Trackway 1. Buildings shall be located in such a way as to not obstruct the view of the

train operators or pedestrians, and to allow clear line of sight and grade crossing equipment. See Design Criteria, Chapter 15 - Light Rail Crossing Safety (Sight Line Triangle), and Design Criteria, Chapter 22 – Clearances.

2. Buildings, including roofline, etc., shall be placed at least 6 inches outside

the dynamic envelope. All attempts shall be made to avoid doorways opening toward the trackway. If this cannot be achieved, railing or other barrier must be installed at least 6 inches outside the dynamic envelope. The barrier shall allow full operation of the doorway and unobstructed access and egress.


3. Traction Power Substation Building a. General

1. The substation building contains equipment that transforms electric power to dc traction power.

2. The building‟s typical interior dimensions are 42 feet 10 inches L x 20 feet

and 2 ½ inches W.

3. A minimum clearance height of 9‟-6” shall be dedicated for equipment.

4. Final building dimensions and door location(s) to be determined in accordance with the requirements of Design Criteria, Chapter 10 – Traction Electrification System, and approved by TriMet.

b. Building elements

1. Access Substation buildings shall be located in such a way as to provide access for large equipment such as flat-bed trucks, cranes, etc.

2. Doors a) Traction Power Substation buildings shall be fitted with single and

double doors. 1. Double doors shall have a clearance height of 9‟-0” and a

clearance width of 9‟-0” to allow removal and installation of switchgear.

2. The exterior grade directly adjacent to the double door must be designed to allow installation and removal of equipment with a large forklift or crane.

b) Door thresholds, weather-stripping and grading must be adequate to

prevent water from entering the building.

3. Landings Concrete landings shall be provided at all doors, the top of the landing shall be ¾” below the threshold to allow for the placement of steel plates and to minimize water intrusion. The landing in front of the double doors shall be reinforced.

4. Framing Channel

Framing channel (Unistrut or equal) shall be provided every 4 feet on-center on walls and ceiling for the support of lighting and equipment.

5. Insulated Floor The substation building floor shall be finished to a flatness standard of FF30 as defined in ACI 302.1R-96. The dc equipment side of the floor shall be coated with an epoxy material in lieu of a concrete sealer to insulate and electrically isolate the dc switchgear from any grounded objects. This coating is normally applied by the switchgear installation


contractor.

6. Heating and Ventilation a) A ventilation system shall be provided to maintain the room under

slight air pressure to avoid dust infiltration. The system shall consist of two centrifugal fans, each of which shall handle 50% of the total cooling load.

b) The ventilation system shall be designed to cool the transformer-

rectifier unit, switchgear buses, and room solar gains, using the following criteria:

1. Maximum design outside air temperature 90 F

2. Minimum design outside air temperature 24 F 3. Substation equipment heat load TriMet to provide

4. Minimum permissible inside temperature 40 F

5. Maximum permissible inside temperature 104 F (*NOTE)

c) Filter bank(s) shall be designed to receive 2-inch pleated disposable filter(s). Filters shall be sized to a maximum face velocity of 400 fpm. A pressure differential device shall be furnished to read the pressure drop across filters.

d) Heating shall be provided by a ceiling-mounted, 15kw electric forced

air unit heater, and dedicated wall-mounted thermostat, set at 40 F.

e) Ventilation thermostats shall be two-stage and set as follows.

Ventilation System Thermostat Set Points Centrifugal Fan 1 Turns on at 85 F and off at 80 F Centrifugal Fan 2 Turns on at 95 F and off at 90 F

f) The programmable thermostat shall include a Temporary Program

Override that automatically resets to its set point. This feature will maintain comfortable temperature when maintenance personnel are working in the substation.

g) The heating and ventilation equipment, including starters and

thermostats, shall be furnished, installed, and wired back to the electrical panel board.

h) Prior to start design, the HVAC engineer shall provide a conceptual

design for TriMet‟s evaluation and approval, including the following information: 1. Rough sketch of the entire cooling and heating system. 2. P.E. stamped calculations of fan(s) HP and CFM 3. P.E. stamped calculations of maximum substation inside air

temperature given outside ambient of 95 F, 100 F and 105 F.


*NOTE: The electrical equipment is rated to function in ambient air up

to 104 F at 100% of capacity continuously without damage or

overheating. Operation above 104 F may shorten equipment life. TriMet recognizes that during extremely hot weather, the substation

temperature may rise above 104 F. Air conditioning shall not be used. 7. Emergency Lighting

See Design Criteria Chapter 27 – Lighting. a) Emergency lighting shall be by wall-mounted emergency lighting units

with integral battery suitable for 90 minutes minimum operation at rated lamp output.

b) Emergency lighting will be for egress only, and not sized for

illumination sufficient for maintenance of equipment.

c) Emergency lighting shall turn on upon loss off power, regardless of whether the substation is manned to provide for illumination in case of an accident within the substation that trips the auxiliary power.

8. Embedded Conduits and Trench

The contractor shall provide embedded and concealed conduits. Type EMT conduits shall be concealed in the walls, or PVC/GRS conduit or epoxy-coated GRS conduit run under the floor slab. Dedicated 18" by 18" trenches shall be provided for both dc and high-voltage ac conductors to allow for different configurations and manufacturers of equipment.

9. Branch Circuits

a) Separate, dedicated branch circuits will be provided for exterior lighting, interior lighting, exterior convenience outlets, and interior convenience outlets.

b) Branch circuits that feed loads not related to the substation loads, such as sprinkler controllers, are not permitted within the substation.

10. Intrusion Detection

Intrusion detection systems must be provided in all substation buildings. This intrusion detection system shall be connected to TriMet‟s SCADA system. When SCADA connections are provided, no other monitoring shall be used.


4. Signal Building a. General

1. The signal building contains all equipment necessary for the operation of the train signals, power switch machines and at-grade crossing protection.

2. The building‟s typical interior dimensions are 22‟ L x 11‟-6” W.

3. A clearance height of 9‟-6‟‟ clear height is dedicated for equipment.

4. Additional requirements for signal equipment interfaces and uses are presented in Design Criteria, Chapter 12 – Signal System. Specific dimensional requirements must be verified for each structure.


1. Doors a) A 6‟-4” W x 7‟-0” H double door will be provided for access.

1. The door will have louvers installed to increase ventilation.

2. The exterior grade directly adjacent to the double door must be designed to allow installation and removal of equipment with a boom truck.

b) Door thresholds and grading must be adequate to prevent water from entering the building under the door.

2. Heating and Ventilation

a) Signal rooms shall be equipped with and air conditioning or heat pump system designed using the following criteria:

1. Maximum design outside air temperature 90 F

2. Minimum design outside air temperature 24 F 3. Heat load TriMet to provide

4. Minimum permissible inside temperature 60 F

5. Maximum permissible inside temperature 85 F

b) The system shall maintain the room under slight air pressure to avoid dust infiltration. The system shall be furnished with a built-in economizer system and 2-inch pleated disposable filter(s).

c) The programmable thermostat shall include a Temporary Program

Override (TPO) that automatically resets to its set point. This feature will maintain comfortable temperature when personnel are occupying the signal/communications room.

d) The room shall be provided with a control device that sends a signal to

the SCADA System when the room temperature exceeds 85°F.


e) Refer to Design Criteria, Chapter 11 – Electrical System, for entrance manhole requirements.

4. Communications Building

a. General 1. The communications building contains all equipment necessary for

operational communications.

2. The building‟s typical interior dimensions are 11‟ L x 10‟ W. A clearance height of 9‟-6‟‟ is dedicated for equipment.

3. Additional requirements for equipment interfaces are presented in Design Criteria, Chapter 13 - Communications. Specific dimensional requirements must be verified for each structure.


1. Doors a) A 6‟-4” W x 7‟-0” H double door will be provided for access.

1. The door will have louvers installed to increase ventilation.

2. The exterior grade directly adjacent to the double door must be designed to allow installation and removal of equipment with a boom truck.

b) Door thresholds and grading must be adequate to prevent water from entering the building under the door.

2. Heating and Ventilation

Requirements for doors and HVAC shall be the same as Section 16.3.E.3 above.

3. Entrance Manhole Refer to Design Criteria, Chapter 11 – Electrical System, for entrance manhole requirements.

CHAPTER 17

PARKING FACILITIES


CHAPTER 17 – PARKING FACILITIES

17.1 GENERAL This section establishes TriMet’s design standards for surface parking lots, parking garages and bicycle parking facilities. The intent is to design facilities that are safe and efficient for automobiles, bicyclists and pedestrians. The design shall incorporate features that maximize passive security, i.e. increased lighting levels, visibility, and the elimination of dark corners and confined spaces.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 4 - Utilities 3. Design Criteria, Chapter 5 - Landscaping 4. Design Criteria, Chapter 6 - Stations 5. Design Criteria, Chapter 7 - Structures 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 11 - Electrical System 8. Design Criteria, Chapter 13 - Communications 9. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 10. Design Criteria, Chapter 15 - Light Rail Crossing Safety 11. Design Criteria, Chapter 16 - Small Buildings 12. Design Criteria, Chapter 18 - Sustainability 13. Design Criteria, Chapter 19 - Public Art 14. Design Criteria, Chapter 23 - Bus Facilities 15. Design Criteria, Chapter 24 - Security 16. Design Criteria, Chapter 25 - Signage and Graphics 17. Design Criteria, Chapter 26 - Elevators 18. Design Criteria, Chapter 27 - Lighting 19. Design Criteria, Chapter 28 - Amenities 20. TriMet Directive Drawings 21. TriMet Bicycle Parking Guidelines

B. Industry

1. American Association of State Highway and Transportation Officials (AASHTO), Guide for Design of Pavement Structures

2. ACI 362.1R - Guide for the Design of Durable Parking Structures 3. National Fire Protection Association (NFPA) – 14 4. National Parking Association, Parking Consultants Council 5. International Plumbing Code (IPC) 6. Association of Pedestrian and Bicycle Professionals (APBP) Bicycle Parking

Guidelines, 2nd Edition

C. Federal, State, Local 1. Americans with Disabilities Act Accessibility Guidelines (ADAAG) 2. ADA, 28CFR part 36 3. ADA Oregon Accessibility Guidelines 4. International Building Code (IBC)


5. ORS 447.233 6. State of Oregon

a. Oregon Structural Specialty Code b. Bicycle and Pedestrian Plan

7. FTA Transit Security Design Considerations, Chapter 6 8. Applicable local zoning codes and ordinances

D. Stakeholders

1. Capital Projects a. Project Planning b. Rail Projects c. Special Projects

2. Communications and Technology a. Information Technology b. Marketing c. Strategic Planning

3. Operations a. Facilities Management b. Field Operations c. Operations Support d. Safety e. Security f. Maintenance of Way


A. Vehicular Parking 1. Functional Design

Functional design includes parking geometrics, stall size, clearances, entrance and exit lane design, vehicle circulation, quick drop areas, and accessibility. a. Parking Geometrics

The parking geometric standards used in designing the parking areas shall be based on the recommendations of the Parking Consultants Council of the National Parking Association. The design shall provide no less than a “B” level-of-service (LOS) to all patrons. Alternate parking and traffic configurations must provide a comparable LOS.

b. Stall Size

Stall and aisle dimensions shall conform to local jurisdictional code requirements. Parking spaces shall be no larger than required by the applicable jurisdiction. Compact spaces should be placed in preferential locations to ensure that the first cars to arrive, regardless of size, do not fill the full sized spaces. Accessible parking space sizes and quantities shall be compliant with ADA requirements. When conflicts arise, the most stringent requirement shall apply. In the event a local jurisdiction does not have code requirements concerning parking, the following requirements shall apply: 1. The mix of standard and compact size spaces shall not be greater than a

60/40 percent mix of full size vehicles to compact cars.

2. The parking geometrics may not be less than the following:


Type of Space Width Depth 90° Depth 60°

Standard Size Spaces 8 ft – 6 in 18 ft – 0 in 14 ft – 6 in

Compact Size Spaces (see NOTE) 7 ft – 6 in 15 ft – 0 in

Accessible Spaces 9 ft – 0 in 18 ft – 0 in

Aisle Adjacent Accessible Space 6 ft – 0 in

Van Accessible Spaces 9 ft – 0 in 18 ft – 0 in

Aisle Adjacent Van Accessible Space

8 ft – 0 in

NOTE: Coordinate with the local authority having jurisdiction. (i.e. The City of Portland minimum stall size is 8’-6” x 16’-0”.

c. Clearances Maintain adequate clearance at all locations within the parking, driving, and pedestrian areas. At the head of the parking stalls, horizontal clearance shall be 2’-6” in from the front face of the curb to any obstruction. Between stalls and obstructions, no horizontal clearance need be provided except at walls, where a one foot (1’) minimum clearance is required.

d. Vehicle Circulation and Lane Widths

1. The system of traffic circulation produced by the arrangement of parking aisles and stalls shall be designed to minimize vehicle travel distances, conflicting movements, and number of turns. Disperse vehicle movements within the parking area by strategic location of entrances, exits, and aisles. Standards for lane widths and circulation roads shall be per the local jurisdiction. When not specified by the local jurisdiction, lane widths shall be as shown below:

STRAIGHT one lane multiple lanes at entry and exits

11 ft – 0 in 10 ft – 6 in 9 ft – 6 in

TURNING one lane, one-way two lanes, two-way

13 ft – 6 in 25 ft – 6 in

TURNING LANE

RADIUS SINGLE LANE

inside edge of pavement or curb outside edge of pavement or curb

21 ft – 6 in 35 ft – 0 in

2. Circulation roads within a parking lot may be required where normal aisle standards would provide inadequate circulation. a) Two-way circulation roads will be 24 ft wide. b) One-way circulation roads will be 18 ft wide. c) The minimum vehicular inside turning radius is 16 ft. d) The minimum outside turning radius is 26 ft.


e. Entrance and Exit Lane Design Design entrances, exits, parking spaces and internal traffic aisles to provide ease of use and maneuvering. Avoid visual obstructions for all automobile and pedestrian traffic at these points. See Design Criteria, Chapter 24 - Security. 1. Exit lanes shall be designed to operate at no less than a Level of Service

(LOS) of “B” during peak hours. 2. Entrance and exit lanes shall be designed to accommodate future

installation of access control equipment to consist of automatic gates, card readers, and ticket dispensers.

f. Quick Drop Areas

Quick Drop areas are for drop off or pick up only. ADA criteria must be accommodated as well. 1. Provide a minimum 10-ft sidewalk along quick drop spaces with parallel

parking. 2. Provide a minimum 12-ft sidewalk along the head-end of angle or

perpendicular quick drop parking spaces.

g. Accessibility 1. Accessible spaces shall be designed to satisfy the requirements of the

Americans with Disabilities Act 28 CFR Part 36, and ORS 447.233. The more stringent provisions of each shall govern.

2. In addition, the design must accommodate pedestrians with disabilities, as

required under the most current ADA requirements, the International Building Code, and other applicable codes.

h. Emergency Access

Emergency access through a parking facility shall be as required by the local emergency provider.

i. TriMet Maintenance Parking

Wherever practical, provide dedicated parking spaces for maintenance vehicles adjacent to platforms, utility rooms, and other frequently maintained items. The number of parking spaces shall be determined by TriMet.

2. Pedestrians

a. Encourage pedestrians to walk down aisles where vehicle drivers can see them easily.

b. Lot layout should be oriented with aisles parallel to pedestrian flows along the shortest routes to the transit stop.

c. When parallel aisles are not practical, perpendicular aisles with separate pedestrian sidewalks and crosswalks shall be provided.

d. Aisles shall be no longer than 400 feet. Aisle length may be limited by offsetting aisles, or by changing the aisle alignment.

e. Separate pedestrian aisles shall be included in the design as required by the local jurisdiction.


f. Comply with safety requirements in Design Criteria, Chapter 15 - Light Rail Crossing Safety.

g. All TriMet maintained paths and walkways shall be cast-in-place concrete, concrete unit pavers, or other low-maintenance materials.

h. Where possible, sidewalks shall be flush walkways in order to minimize ramps and curb cuts.

3. Parking Civil Design The civil design for vehicle parking includes curbs and medians, drainage and grading, pavement and includes the requirements outlined below: a. Curbs and Medians

1. Curbs shall be designed and built as specified by the local jurisdiction.

2. Exposed corners of curbs will have a minimum radius (to face of curb) of twelve (12) inches, or as required by the local jurisdiction.

b. Drainage and Grading

1. Cross-slope of pavement shall be no less than on (1) percent, nor more than six (6) percent.

2. It is preferred that the slope of a parking stall from the head to the back be

no greater than two (2) percent.

3. Direct drainage away from areas where pedestrians walk.

4. Where possible, catch basins should not be located in the aisles.

5. Along roadways near pedestrian paths, design drainage and grading to keep the spread of water flow to a maximum horizontal distance of two (2) feet from the face of the curb.

6. When possible, drainage shall flow into water quality treatment swales.

Other water quality treatment methods may be required by the governing jurisdiction. Oil water separators may be required. See Design Criteria, Chapter 5 - Landscaping, for more information on swales.

c. Pavement Design

1. The pavement design for parking areas, circulation roads, bus loading zones, and access roads shall, at a minimum, conform to the standards set forth by the local authority having jurisdiction.

2. At a minimum, the pavement design shall be the latest version of the AASHTO Guide for Design of Pavement Structures and the following parameters shall be used for design: a) 30-year design period b) 18-kip equivalent single axle loading c) 95% Reliability d) Overall standard deviation of 0.45 (flexible) and 0.35 (rigid) e) Terminal Serviceability 2.0


f) Use of load transfer devices (as applicable)

3. Where new pavement ties into existing pavement, the new pavement surface shall blend to match the existing surface elevation. Transition slabs shall be designed where differing pavement types tie into each other.

d. Wheel Stops

1. Parking adjacent to flush walkways shall utilize recycled plastic or rubber wheel stops, with integral color, in the parking spaces to prevent automobiles from parking and/or driving on the walkway. Wheel stops shall be located at the head of each ADA accessible parking stall.

2. All other wheel stops may be installed in every other parking space and shall straddle the parking stall painted divider, where needed and as allowed by the applicable jurisdictional code; however, in instances where a parking aisle ends and the last space does not include a straddled wheel stop, a wheel stop shall be placed in the center of that parking stall.

4. Landscaped Areas

The total area allocated for landscaping shall comply with the codes and requirements of the local jurisdiction. Landscaping design shall be in accordance with Design Criteria, Chapter 5 - Landscaping.

5. Electrical System and Lighting Standards Fixtures shall be chosen to complement the design and character of the facility and surroundings. Fixtures shall provide required illumination and shall be vandal proof and suitable for exterior mounting. Consideration shall be given to energy conservation and maintenance in the selection of fixtures and lamps. Refer to Design Criteria, Chapter 11 – Electrical System, Chapter 18 – Sustainability and Chapter 27 – Lighting for further details.

6. Communications

See Design Criteria Chapter 13 - Communications.

7. Signage and Graphics and Pavement Markings See Design Criteria, Chapter 25 - Signage and Graphics. a. Signage and Graphics

Provide sufficient signage and graphics to direct and identify the most convenient means of vehicular and pedestrian access and egress. Graphics shall be direct, simple, easy to read, clearly visible, and uncluttered as outlined in Design Criteria, Chapter 25 – Signage and Graphics.

b. Graphics and Painting Use graphics on each floor of a parking structure to provide patron orientation and to identify parking locations. Floor levels will be numbered and/or color-coded; use corresponding colors and color-coding in the stair/elevator lobbies and cabs.


c. Signs

Provide signs as follows: 1. Facility Identification Sign – Park and Rides utilize a TriMet standard

monument sign, and Parking Structures utilize wall mounted signage that identity the name of the facility, site or building as TriMet's, (see TriMet Directive Drawings)

2. Signage should be direct and imply the owner/operator's authority over the facility and genuine intent to enforce regulations.

3. Building identification signs shall be provided on the exterior of Parking Garages so as to be visible to motorists passing the garage. These signs shall contain TriMet’s logo and the name of the facility example “Gateway Transit Center Park and Ride”. This shall be achieved through the use of UV stable, non-corrosive dimensional letters. Letters shall be 1” thick, and securely fastened to the wall.

4. Signage with customer information (i.e. cost, hours, etc.) shall be placed at entrances to lots and garages.

5. Provide signs indicating direction to pedestrian exits and elevators.

6. Signs shall be placed at all points of decision to provide the operator destination choices for available parking and vehicle exits.

7. Signage and Graphics shall comply with Design Criteria, Chapter 25 – Signage and Graphics, Chapter 28 – Amenities, TriMet Directive Drawings and all applicable codes and requirements of the authorities having jurisdiction.

d. Pavement Marking Accessible spaces shall be striped and marked as required by code. All pavement markings such as directional arrows, stop bars, etc. shall be thermoplastic, with 4 inch wide lines at parking spaces. If required, clearly mark compact car spaces with the word COMPACT in the aisle adjacent to each space in 12-in high letters.

8. Maintainability a. Slabs and pavements shall be designed to minimize joints and connections

and to preclude high maintenance materials. b. Other materials should be galvanized, stainless steel, coated, or plastics

selected for vandal-resistance and maintainability. c. Design shall limit features that are likely to attract roosting birds.

9. Parking Garages

In addition to those requirements listed above, parking garages shall be designed with the specific requirements as described below. Garages shall be designed and constructed according to the requirements of all applicable codes and


ordinances. The design must comply with ADA requirements, International Building Code, and other applicable codes. Where conflict or differences in requirements exist between referenced codes and without a contrary ruling approved by the applicable inspection or enforcement authority, the more restrictive requirements shall govern. a. Internal Traffic Circulation

Design the garage for two-way traffic on all internal drive and turning aisles. Provide signs and graphics to direct and control the garage’s internal traffic to parking areas, entrances and exits, and locations of accessible spaces. Refer to Design Criteria, Chapter 25 - Signage and Graphics.

b. Ramping System Whenever possible, use a two-way, ramped center bay of the garage structure for vertical traffic circulation, so that the exterior elevations do not show sloping elements, but only vertical columns and horizontal beams. Minimize slopes on all ramps by using the longest possible length of ramp. Avoid local warping of slabs, except where required for drainage or to reduce ramp slopes. The maximum allowed slope of ramped parking floors is 5.5 percent.

c. Vertical Clearances All drive aisles and parking spaces shall have a vertical clearance not less than that allowed by the local jurisdiction. When not specified by the local jurisdiction, parking spaces must have at least a 7’-6” in headroom clearance. Clearance at van accessible spaces and at all locations along drive aisles leading to and from the vehicle entrance to van accessible spaces shall be at least 8’-2”, or per the most current ADA requirements. When conflicts arise, the most stringent requirement shall apply. Any changes in vertical clearance in drive aisles and parking spaces shall be clearly marked with signage.

d. Vertical Clearance Bars

Provide Minimum Vertical Clearance signs (headache bars) at vehicle entrances and beyond the Van Accessible parking spaces, should the headroom clearance become reduced, such as at ramps and parking spaces. Headache bar connection points and hardware shall be structurally designed for appropriate wind loads.

e. Pedestrian Accommodations

Pedestrian accommodations shall include stairs and elevators to meet IBC egress requirements. Design of pedestrian lobbies at stairways and elevators shall be in accordance with Design Criteria, Chapter 24 - Security, Chapter 25 - Signage and Graphics, Chapter 26 – Elevators, and Chapter 27 - Lighting. 1. Locate stairs and elevators at the corners of the garage that best suit the

surrounding transit activities. Stairs and elevators may not be required at all corner locations.

2. Maximize stair/tower openness to allow for visual surveillance in addition to keeping the design consistent with an architectural treatment of the exterior.


f. Building Classification Park and Ride garage occupancy ratings shall be based upon local applicable codes.

g. Structural Design

The State of Oregon Structural Specialty Code is the basis for design. Garages shall meet structural and seismic loading requirements per Design Criteria, Chapter 7 – Structures, and the OSSC.

Additional basic standards of structural design and superstructure requirements include: 1. Basic Standards

a) The structure will be of Type II, one-hour construction, or Type II – Fire Rated, in accordance with Oregon Structural Specialty Code criteria.

b) Use conventional methods of construction, such as cast-in-place, post-tensioned concrete, composite pre-tensioned pre-cast concrete, or structural steel.

c) Structural drawings and calculations will be prepared under the

direction of, and signed and sealed by, a qualified Registered Professional Engineer in the applicable State of Record.

2. Superstructure a) Design of the superstructure must incorporate provisions to minimize

cracking and promote long-term durability of the members. Design of superstructure elements shall be based on the recommendations of the ACI 362.1R, Guide for the Design of Durable Parking Structures.

b) Use cast-in-place concrete for all structured floors and ramp surfaces.

Minimum thickness for post-tensioned slabs is 5 inches.

c) Long-span construction is required to provide flexibility in the parking areas of the structure over the life of the facility.

d) Stall width modifications, and/or relocation of designated disabled

persons parking spaces may not be restricted by column or other structural member interferences. Maintain clearances shown at drive aisles and turning aisles.

e) Lateral load resisting elements must not interfere with lines of sight or

visibility at the ends of the interior rows of parking, at entrances and exits, at aisle intersections or along pedestrian access routes to stair and elevator lobbies.

f) Shear walls shall not be used on the building exterior walls.


g) To minimize cracking without the use of expansion joints in concrete decks, the deck shall be designed with closure pour strips that are cast after initial plastic shrinkage dissipated. Volume change analyses shall be performed for shrinkage, creep and temperature effects. Structural members shall be sized and detailed to control cracking. All cracks and pour strips on the top floor of a structure shall be sealed to eliminate leaking onto parked cars below.

h) Overhead elements (i.e. beam or slab soffits, pipes, ducts, signs,

CCTV cameras, etc.) shall be located to maintain the minimum vertical clearances stated herein. All conduit, pipe and ductwork shall be routed through sleeves in beams or be located tight to columns.

i) All corners of columns at traffic zones and all vertical conduit, duct and

piping within the parking areas subject to vehicle impact must be armored within 3’-0” of the floor surface to protect them from damage or spalling if struck by vehicles.

j) The minimum slope to all floor and roof slabs shall be 1.5 percent for drainage. Floor drains shall be located at interior column lines. Provide drainage washes or raised curbs at all interior walls and columns to prevent ponding of water against these elements. Floor slabs shall slope away from all stairs and elevators to prevent water from flowing into stair and elevator openings.

k) All slab control and construction joints must be watertight and sealed

using elastomeric sealant. Surfaces over occupied rooms will be covered with urethane based traffic membrane. All other slab surfaces shall receive silane based penetrating sealant.

h. Fire Protection

Provide fire protection systems as required by applicable codes and jurisdictional authority. 1. Unless otherwise required by the local authority having jurisdiction,

TriMet’s preference is to provide a dry standpipe fire protection system.

2. Spinklers shall not be installed unless required by local jurisdictional code.

3. Locate system drains at all low points to permit complete draining of the system to the building floor drainage system.

4. Protect pipes and valves from vehicle damage with bollards or other armoring to within 3-ft above the finished floor surface.

i. Storm Drainage System

Design the parking structure so there will be no discharge of storm water off the exterior and interior edges of the elevated floors. 1. Slope the entire perimeter of each floor toward the interior to provide

positive drainage for water carried in by vehicles and blown in through


exterior wall openings during inclement weather. Drain inlets shall be provided at each of the supported levels and will be sized to prevent spillover to adjacent drains.

2. Base the sizing of the floor and roof drainage system on not less than 2-1/2 inches per hour design rainfall or as required by the local authority having jurisdiction.

3. Locate floor and roof drains to drain no more than 5,000 sq. ft of floor surface.

4. Floor drains will be heavy-duty, coated cast iron, with double drainage

flange, weep holes, deep set adjustable tractor grate, and vandal proof top.

5. Provide backwater valves in all slab-on-grade floor drains. Provide

overflow drains where required.

6. Use gravity drainage piping to the storm drain system for the facility storm drain system.

7. Provide pumps operated by duplex pumps only as needed to maintain

minimum drainage slopes in all lines. Provide a sump pump in the elevator pit, connected through a check and gate valve to the storm drain. Sump pumps will have automatic on-off controls and a high-level alarm.

8. Provide cleanouts at all changes in direction and at 100-ft intervals of

below grade drainage piping, as required by the Uniform Plumbing Code.

9. Include storm water detention, oil/grease separators and/or sand traps – as required by DEQ and other permitting agencies – in the storm drainage system.

10. Subgrade foundation drainage and drain tile piping will be PVC or

corrugated polyethylene piping.

j. Elevators A minimum of one elevator shall be located in a structure or as required by the local jurisdictional code. See Design Criteria, Chapter 26 – Elevators.

k. Electrical / Communications / Systems / Mechanical / Storage / Fire

Riser Equipment Rooms Separate rooms shall be designed for each type of utility room. Spaces shall be designed in accordance with the appropriate provisions of the applicable building codes governing occupancy, use group and type of construction. 1. Each room shall contain provisions for a telephone. Provide convenience

outlets, unit heater, mechanical ventilation, fluorescent lighting and locking metal doors and hardware. All exterior doors shall be double doors. Rooms shall be sized appropriately for the intended use.


a) For signal and communications rooms refer to TriMet Directive

Drawings.

b) Electric rooms shall be a minimum of 10’ x 20’ with 8’ ceiling and full height walls to contain building electrical power and lighting panels, public telephone backboards, backup batteries/inverters, switches providing for manual override for automatic switching of the lighting system, and all other necessary electrical features. Lay out room to provide required clearances around and between all panels as required by Code and as necessary for maintenance access. Provide necessary conduits between this room, elevator machine room(s), stairway lobbies, parking equipment and CCTV cameras.

l. Garage Lighting

See Design Criteria, Chapter 24 – Security and Chapter 27 – Lighting.

m. Maintainability 1. To facilitate daily cleaning, provide at least two hose bibs per level no

closer than 300-ft apart, typically at each stairwell or opposite ends of the garage.

2. Elevators and stair towers shall have a separate hose bib on each floor to facilitate cleaning the tower.

3. Make provisions for shutting off and draining supply piping exposed to freezing during winter months.

4. Design stairs to prevent trash accumulation and to facilitate sweeping and

wash-down.

5. Provide trash receptacles at all elevator and stair lobbies. Trash receptacles must be easy to empty and to flush periodically with a hose. Also refer to Design Criteria, Chapter 24 – Security, and Chapter 28 Amenities.

6. Lighting equipment on the top floor of the garage shall be of a type that

allows for changing out of bulbs without the use of a bucket truck or other lift type maintenance equipment, as this type of maintenance equipment cannot typically access the top floor of a garage due to height restrictions on the ramps leading up to the top of the garage.

7. Refer to Design Criteria, Chapter 11 - Electrical System and Chapter 27 –

Lighting, regarding top floor landing stairwell lighting maintenance and safety requirements.

n. Garage Security

See Design Criteria, Chapter 11 – Electrical System, Chapter 13 - Communications, Chapter 24 - Security, Chapter 25 - Signage and Graphics


and Chapter 27 – Lighting, for security requirements in addition to this chapter.

o. Garage Finishes Garage finished floor surfaces shall be a raked tine finish perpendicular to the main direction of travel. In areas where a traffic coating is to be applied, floor surface may be a rough broom finish.

p. Exposed Utility Lines

In parking structures, run all horizontal piping as close to the ceiling as possible and vertical piping as close to columns and/or walls as possible while maintaining the required clearances. Lines that cannot be embedded in a structure shall run parallel with the garage structure, i.e. beams and columns, to the maximum extent possible in order to maximize clearances and minimize vandalism opportunities. Where possible surface mounting mechanical and plumbing lines to the underside of a slab is desirable. If it is necessary to run mechanical and plumbing lines perpendicular to beams, beams shall be sleeved to the maximum extent possible.

q. Future Retail Spaces

If required by the local jurisdiction, space shall be designed to allow ease of future expansion for all utilities. Flooring shall be left as compacted rock and all pipe and conduits for sanitary, water, and electrical service shall be extended into the future space, capped, and clearly marked and identified. Provide operating smoke detectors, emergency lighting system, and security lights with uniform lighting levels per Design Criteria, Chapter 27 - Lighting.

B. Bicycle Parking

TriMet provides bicycle parking at locations such as bus stops, transit stations, and LRT stations, for customers accessing transit by bicycle. The following are General Design Considerations. For more specific detailed design information, refer to the TriMet Bicycle Parking Guidelines. 1. Bicycle Parking Equipment

Bike Parking Facilities equipment types include: a. Bike Rack – A metal rack attached to the ground utilized for supporting and

locking bicycles.

b. Sheltered Bike Rack – A group of Bike Racks with a roof structure providing shelter from the elements.

c. Keyed Bike Lockers – A lockable bike storage unit with an integrated T-Handle lock mechanism, accessed by a TriMet-issued key. Typical installations consist of diagonally partitioned two-bike capacity units with opposing doors. Individual units can be installed in groups of multiple units.

d. Electronic Bike Lockers – A lockable bike storage unit accessed by using

an electronic key card. Typical installations consist of diagonally partitioned two-bike capacity units with opposing doors. Individual units can be installed in groups of multiple units.


e. High Capacity Bike Parking – An enclosed area containing multiple bike

rack units, generally with a capacity of 50 or more bicycles, located either indoors or inside an enclosure. Security features may include: entry gates with smart card access and CCTV coverage within the enclosure. Two-tier bike racks may be used in increase capacity of the parking area.

2. Performance Measures

a. Bike racks shall vertically support a bicycle in at least two places on the same horizontal plane.

b. Bike racks shall be anchored with tamper proof hardware. c. For additional performance measures refer to the TriMet Bicycle Parking

Guidelines.

3. Design Considerations – Bicycle parking design considerations shall include: a. Amount and capacity of parking provided b. Type and placement of equipment c. Security features d. Entrance and exit design e. Access and circulation f. Urban design. g. For element design coordination, refer to the TriMet Bicycle Parking

Guidelines and Design Criteria, Chapter 6 – Stations, Chapter 11 – Electrical System, Chapter 24 – Security, Chapter 27 – Lighting and Chapter 28 - Amenities.

4. Materials and Finishes

See Design Criteria, Chapter 28 - Amenities.

C. Parking Facility Security Considerations Zoning ordinances and codes shall be considered and coordinated with the safety and security requirements. 1. General

a. Provide maximum visibility and clear sightlines into and out of all transit facilities from as many sides as possible.

b. Provide clear, direct access to parking facilities.

c. Provide clear, direct, easily understood access to and exit from each facility.

d. Provide well-lit entrance and exit points for pedestrians to the station.

e. Design parking facilities using elements, materials and finishes that enhance maintenance and graffiti removal.

f. Eliminate and prevent blind corners and other hiding places for criminal activity.


g. Provide a sense of arrival. Users should clearly understand when they have entered a TriMet facility.

h. Design facilities by placing and utilizing amenities, furnishings, lighting, pathways, landscaping and signage that clearly guide people to concentrate in areas where observation is possible via security personnel and CCTV.

i. Enhance the Safety and Security of facilities by providing adequate lighting and illumination levels that meet the requirements as shown for each element and area in Design Criteria, Chapter 27 – Lighting.

j. Access control and perimeter security should always be considered in the initial design stage. Considerations for future risk should be assessed and analyzed.

k. Emergency communications such as telephones and CCTV should be considered and designed for easy installation.

l. Locate facilities in active areas and design the surrounding area to maximize use and views.

m. Design major facilities as distinctive “landmarks”.

n. Use laminated safety glass instead of plexiglass for most enclosures as plexiglass yellows and scratches impeding transparency and gives an impression of lack of maintenance.

2. Parking Structures a. Where large parking garages complement a large station, care should be

given to enhance observation of the garage from the transit areas.

b. Elevator lobbies and stairs in open parking garages should be open to the parking areas, except at roof levels where glass enclosures may be provided for weather protection.

c. Enhance visual surveillance into elevators from exterior areas by utilizing glass back elevators.

d. Where possible, elevators and stairs should be located on the perimeter to permit and maximize openness to allow for visual surveillance from exterior public areas via glass-back elevators and glass at stairs and elevator lobbies.

e. Avoid pedestrian tunnels and overpasses when possible.

f. When tunnels and overpasses are approved as project elements, they shall provide the most direct route to the station, be accessible to police patrol and surveillance and meet ADA requirements.

g. Overpasses should be open to view to the maximum extent possible.


3. Surface Lots a. Provide convenient and open vehicular circulation routes at park-and-ride

surface lots that allow maximum visibility and convenient police surveillance.

b. Avoid structures, landscaping and any amenities that cast long shadows.

4. Bicycle Parking Facilities a. Locate bicycle parking equipment in well-lit, frequently visited areas, within

sight of boarding platforms or bus shelters.

b. Do not locate bicycle lockers on platforms, in pedestrian pathways, over utilities or vaults, against walls, in parking structures or under highway structures.

c. Ensure adequate access around bicycle lockers for users and ensure that

use of the locker and locker equipment does not interfere with bus or rail operations.

d. Bicycle parking equipment shall not obstruct clear lines of sight for operators

and security personnel.

e. Bicycle lockers shall allow for visual inspection of the entire interior using available levels of light without having to open the doors to view contents.

f. Materials for bicycle parking equipment shall be made of vandal resistant,

non-flammable materials and shall not be easily carved, melted or otherwise damaged. Refer to Design Criteria, Chapter 28 - Amenities, Materials and Finishes section.

CHAPTER 18

SUSTAINABILITY


CHAPTER 18 – SUSTAINABILITY 18.1 GENERAL

A. Definition

APTA Sustainability Definition

“The American Public Transportation Association (APTA) defines sustainability as practices that make good business sense and good environmental sense. It is balancing the economic, social and environmental needs of a community. For the public transportation industry this means:

• Employing practices in design and capital construction, such as

sustainable building materials, recycled materials and solar or other renewable energy sources to make facilities as ‘green’ as possible.

• Employing practices in operations and maintenance, such as reducing hazardous waste, increasing fuel efficiency, creating more efficient lighting and using energy-efficient propulsion systems.

• Employing community-based strategies to encourage land use and transit-oriented development design to increase public transit ridership.”

B. Policy TriMet’s own sustainability policy is grounded in a long standing commitment to provide complete and quality public transportation services that complement and are integrated with the community. A transit system that is truly an attractive transportation option and which fosters compact, livable communities is the essence of sustainability for any public transit provider. This chapter is to be used as a guide for TriMet’s green design and construction practices and to fulfill its mission to construct community-friendly and earth-friendly projects. TriMet is committed to being an environmental leader. This commitment means that we will strive to go beyond environmental compliance in the design and construction of our projects. Our goal is to minimize negative impacts to air, water, and land while choosing sustainable materials and construction practices. TriMet also aims to increase awareness of environmental issues among agency employees and the public. We strive to do this through building positive relationships with all stakeholders and demonstrating the environmental and social relevance in transit projects. TriMet’s Sustainability Policy is as follows:


TriMet Sustainability Policy

TriMet is committed to advancing the social, economic and environmental sustainability of the Portland metropolitan region and has adopted the following mission to guide its policies and practices:

TriMet provides viable transportation options to support regional livability goals by building and operating a safe, attractive, easy-to-use transit system that ensures transit equity, promotes human and ecosystem health and facilitates the use of other transportation alternatives in our community.

To fulfill this mission, TriMet pursues continuous improvement in three main areas.

Providing Quality Transit Service As a key player in the regional transportation arena, TriMet strives to provide residents and visitors with viable transportation options. When people use transit, the entire region benefits socially, economically and environmentally. Regional livability and quality of life improve with better air quality, decreased traffic congestion and increased individual mobility for all.

Constructing Community- and Earth-Friendly Projects As TriMet grows its transit system to meet the increasing transportation needs of the community, it works closely with its regional partners to tie land use and transportation together to limit the region’s ecological footprint. Each project offers the opportunity to make community- and earth-friendly use of space. Through carefully selecting products, incorporating green design principles and analyzing the impact of its construction choices, TriMet can ensure projects built today support a healthy community tomorrow.

Incorporating Sustainability into Daily Operations

TriMet’s basic operation, maintaining and operating heavy, passenger vehicles, presents many sustainability challenges on a daily basis. These challenges present opportunities to continually examine ways to minimize social and environmental impact and find innovative solutions to common operations issues. TriMet is in a unique position to experiment with community-friendly and earth-friendly products, services and techniques and to encourage industry partners to explore workable solutions. To gauge its progress towards sustainability, TriMet considers to what extent its services: • Promote human and ecosystem health by improving air quality, addressing global

warming and encouraging healthy lifestyles; • Are affordable, attractive and efficient, while offering a safer choice of transportation mode

and supporting a healthy regional economy; • Limit emissions and waste by continually reducing the resources used, using renewable

resources when possible, and finding alternatives to nonrenewable resources. • Support equity of access to transit and the social and economic opportunities it provides,

while avoiding disproportionate harm to members of our community in terms of environmental quality.”



1. Design Criteria, Chapter 1 - General 2. Design Criteria, Chapter 2 - Civil 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 6 - Stations 6. Design Criteria, Chapter 7 - Structures 7. Design Criteria, Chapter 8 - Light Rail Vehicles 8. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 9. Design Criteria, Chapter 11 - Electrical System 10. Design Criteria, Chapter 16 - Small Buildings 11. Design Criteria, Chapter 17 - Parking Facilities 12. Design Criteria, Chapter 19 - Public Art 13. Design Criteria, Chapter 20 - Noise and Vibration 14. Design Criteria, Chapter 23 - Bus Facilities 15. Design Criteria, Chapter 26 - Elevators 16. Design Criteria, Chapter 27 - Lighting 17. Design Criteria, Chapter 28 - Amenities

B. Industry

1. LEED Reference Guide for Green Building and Construction, US Green Building Council (USGBC).

2. The Building Commissioning Association Handbook, Building Commissioning Association

3. The Energy Trust of Oregon Library 4. ASHRAE standards and guidelines 5. APTA Transit Sustainability Practice Compendium 6. Institute of Transportation Engineers’ Proposed Recommended Practice on

Context Sensitive Solutions, Online Resource Center

C. Federal, State or Local 1. Commissioning for Better Buildings in Oregon, Oregon Department of

Energy. 2. Final Guidance on Environmentally Preferable Purchasing, US Environmental

Protection Agency (EPA). 3. Reducing Urban Heat Islands: Compendium of Strategies, US EPA. 4. U.S. EPA’s Indoor Environments Program 5. The Nature of 2040 – The 50-year Strategy for Managing Growth, Metro

D. Stakeholders

1. Capital Projects a. Environmental b. Project Planning

2. Operations a. Facilities Management b. Maintenance of Way c. Rail Equipment Maintenance


3. Communications and Technology a. Strategic Planning


A. Optimization of Building Operations 1. Maximize Building Performance

a. Goal Ensure that the building envelope, roof, and interiors are designed and constructed in such a way as to complement and enhance the building systems operations, to promote longevity of use, ease of maintenance and are constructed as designed. See Design Criteria, Chapter 9 – Light Rail Transit Operations Facilities, Chapter 16 – Small Buildings and Chapter 23 – Bus Facilities. Integrate building commissioning requirements into the design and construction phases.

b. Strategies 1. Obtain a detailed list of standard and preferred brands from the TriMet

Facilities Management Department. 2. Hire commissioning agent to participate in design process. 3. Schedule design review meetings with front line staff from TriMet

Operations departments, including Facilities Maintenance. Review the use of energy efficient fixtures, such as task lighting, occupancy sensors, radiant heating, etc.

4. Work with Energy Trust or other agencies to determine products and processes that apply to current building and availability of Trust incentives and rebates.

5. Refer to LEED Reference Guide for a wide variety of efficiencies and conservation measures, such as passive heating and cooling strategies and day lighting.

6. Consider Indoor Environmental Quality (IEQ) factors in the building design by optimizing the temperature, relative humidity, light, sound, etc., for employee comfort.

2. Maximize Building Systems Performance

a. Goal Ensure that building systems (e.g., HVAC, plumbing, mechanical, electrical, fire, life safety) are designed, installed, and calibrated to operate as efficiently as possible, while providing ease of maintenance and sufficient training to TriMet personnel to maintain peak performance. Introduce commissioning standards and strategies early in the design process and include the performance requirements in construction documents. See Design Criteria, Chapter 5 – Landscaping, Chapter 9 – Light Rail Transit Operations Facilities, Chapter 11 – Electrical System, Chapter 16 – Small Buildings, Chapter 17 – Parking Facilities, and Chapter 23 – Bus Facilities, Chapter 27 - Lighting.


b. Strategies

1. Locate systems so they are accessible for ease of maintenance or replacement to ensure building remains at optimum performance.

2. Determine project performance requirements in the design phase, plan the commissioning process, verify, and document compliance.

3. Provide preventative maintenance and troubleshooting training to TriMet’s Facilities Management Department.

4. Ensure prompt and complete turnover of all Operation and Maintenance manuals from the project to TriMet maintenance staff.

3. Water Conservation a. Goal

Design cost-effective, water efficient buildings, and water-wise landscaping that reduce the burden on municipal water supply and wastewater systems. The design shall include high water efficiency equipment (dishwashers, compressors, cooling towers, etc.) and other cost-effective, water conserving plumbing fixtures. See Design Criteria, Chapter 4 – Utilities.

b. Strategies 1. Eliminate the use of potable water for landscape irrigation other than

during the plant establishment period. See Design Criteria, Chapter 5 – Landscaping.

2. Install on-site grey water treatment and reuse systems. 3. Utilization of ‘smart controllers’ for irrigation systems, where feasible. 4. Utilize non-potable or storm water for toilet flushing, landscape

irrigation, or HVAC/process make up water. 5. Specify high efficiency or dry fixtures, such as waterless urinals.

4. Heat Mitigation

a. Goal Minimize the impact on microclimates and wildlife habitat by reducing heat islands (thermal gradient differences between developed and undeveloped areas). Integrate strategies, materials, and landscaping that reduce heat absorption of exterior materials into project design. See Design Criteria, Chapter 5 – Landscaping, Chapter 6 – Stations, Chapter 9 – Light Rail Transit Operations Facilities, Chapter 16 – Small Buildings, Chapter 17 – Parking Facilities and Chapter 23 – Bus Facilities.

b. Strategies

1. Include reflectance requirements in the specifications and drawings. 2. Provide shade using native or climate tolerant trees and large shrubs. 3. Install vegetated trellises or other exterior structures supporting

vegetation. 4. Substitute vegetated surfaces for hard surfaces. 5. Utilize light colored materials. 6. Explore elimination of asphalt and the use of new coatings and integral

colorants for asphalt to achieve light colored surfaces.


7. Place parking underground. 8. Maximize the use of an open-grid pavement system. 9. Install Energy Star compliant, high-reflectance and low emissive

roofing. 10. Install a “green” vegetated roof on a portion of the roof. 11. Utilize the U.S. EPA’s Reducing Urban Heat Islands: Compendium of

Strategies.

B. Waste Reduction 1. Reuse of Materials during Construction

a. Goal Redirect reusable material from demolition or other land use changes into the new construction design process. See Design Criteria, Chapter 19 – Public Art and Chapter 28 - Amenities.

b. Strategies

1. Reuse existing buildings, while updating outdated components. 2. Use excavated material used for fill onsite during new construction,

minimizing cost of new fill and transportation costs. 3. Reuse building components and TriMet structures, such as lumber,

doors, fixtures, ironwork, masonry, shelters, benches, etc. 4. Salvage trees in need of removal for use in furniture, residential

structures, or bark mulch. Where possible, relocate large trees. 5. Reuse demolished concrete and aggregates by crushing, cleaning and

using as a base material.

2. Use of Durable and Recycled-Content Goods a. Goal

Minimize long-term maintenance costs, and to reduce the use of virgin material in construction processes. Also, minimize the transportation costs associated with procuring new materials. See Design Criteria, Chapter 19 – Public Art and Chapter 28 - Amenities.

b. Strategies

1. Avoid the use of non-renewable raw and long-cycle renewable materials, and instead use more rapidly renewable materials.

2. Choose materials that are easily maintainable to minimize the use of cleaning products, water, electricity, and other inputs required for maintenance work while still allowing for high quality transit service.

3. Weigh the anticipated increase in usable life against the potential cost premium to determine cost effectiveness.

4. Install materials with recycled content, like recycled plastic railroad ties and bollards or recycled paint.

5. Utilize other potential wastes as construction fill, such as recycled tire chips or demolished concrete.

6. Design for growth, including system expansion and increases in ridership.


3. Construction Recycling

a. Goal Divert waste from landfills by recycling construction debris that cannot be reused in the new construction design.

b. Strategies

1. Collect waste materials separately to allow them to be sent to appropriate facilities for recycling.

2. Investigate relationships with local recyclers to minimize transportation costs.

3. Provide incentives to construction contractors to improve recycling of construction debris.

4. Designated Recycling Areas

a. Goal Create infrastructure needed to accommodate recycling areas for all new and rehabilitated TriMet facilities. See Design Criteria, Chapter 6 – Stations, Chapter 8 – Light Rail Vehicles, Chapter 16 – Small Buildings and Chapter 23 – Bus Facilities.

b. Strategies 1. Consider the use of the site and what types of waste and recycling will

be generated. 2. Create systems that allow for easy transport of recyclables and trash

from small collection containers to waste hauler provided containers. 3. Provide a covered area for waste hauler provided containers to

minimize runoff from containers to stormwater systems. 4. Provide central recycling stations that encourage employee

participation.

C. Site Considerations 1. Site Selection and Utilization

a. Goal Direct development toward urban areas, with existing infrastructure, protecting greenfields and preserving habitat and natural resources. Preserve or improve connectivity of the transportation network within the station and alignment areas of influence and support the Metro 2040 growth concept. Maximize the potential for on-site renewable generation and stormwater treatment.

b. Strategies 1. During the site selection process give preference to previously

developed sites with urban redevelopment potential. 2. Where possible and practical, rehabilitate damaged sites that are

complicated by environmental contamination, thereby reducing pressure on undeveloped land.


3. Where appropriate, implement Context Sensitive Design/Solutions including those which demonstrate cultural and historic sensitivity and preservation.

4. Consider building siting, orientation, and forms that take advantage of on-site renewable energy generation or energy conservation strategies, such solar thermal or electric generation or passive solar energy conservation.

5. Consider the stormwater management implications of building siting, orientation, and form during construction and operations.

6. Consider the noise and vibration implications of siting, orientation and form during construction and operations. See Design Criteria, Chapter 20 - Noise and Vibration.

2. Air Quality and Greenhouse Gas Emissions

a. Goal Reduce the air pollutant and greenhouse gas emissions associated with projects through design, material selection and construction activity.

b. Strategies

1. Minimize emissions from construction equipment by reusing materials from the site demolition instead of having new materials transported to the site. When onsite use is not appropriate, utilize local suppliers in an effort to minimize travel distance of goods and associated emissions.

2. Fuel construction equipment with lower-emitting alternatives to fossil fuels, such as biodiesel or electricity.

3. Utilize non-toxic and low Volatile Organic Compound (VOC) building materials and cleaning supplies.

4. Reduce emissions associated with concrete utilization by reducing the amount used and exploring substitution of lower-emitting types of cement such as fly ash-blended and “carbon-eating” concrete as well as other green alternatives that meet structural performance needs.

5. Optimize energy consumption through refinements in vertical alignment. Where possible, slope tracks up approaching a station and down for departing a station, allowing gravity to naturally decelerate/accelerate the transit vehicle.

6. Optimize system capacity for regenerative braking and energy capture/reuse through incorporation of wayside energy storage systems in traction electrification system design and implementation (see Design Criteria, Chapter 10 – Traction Electrification System) to complement on-board regenerative braking capacity (see Design Criteria, Chapter 8 – Light Rail Vehicles).

3. Commute Options for Employees, Contractors, and Public

a. Goal Support alternatives to the single-occupant automobile for employee and contractor commutes as well as for the general public.


b. Strategies

1. Locate new facilities within ½ mile of a commuter rail or light rail station or ¼ mile of 2 or more bus lines.

2. Refer to Design Criteria, Chapter 17 – Parking Facilities, for bike parking at light rail stations, Park and Rides, bus stops and other facilities.

3. Provide suitable means for securing bicycles at all district facilities, including field offices and construction sites, for 5% or more of building occupants.

4. Provide convenient changing/shower facilities for use by cyclists, for 5% or more of building occupants.

4. Habitat Protection a. Goal

Reduce land development impacts on native vegetation and natural habitats.

b. Strategies

1. Reduce building footprints by tightening program needs and stacking floor plans.

2. Establish clearly marked construction and disturbance boundaries. See Design Criteria, Chapter 2 – Civil.

3. Delineate lay down, recycling, and disposal areas. 4. Use areas to be paved as staging areas. 5. Select indigenous plant species for site restoration and landscaping.

See Design Criteria, Chapter 5 – Landscaping. 6. Protect existing habitat and wildlife corridors.

CHAPTER 19

PUBLIC ART


CHAPTER 19 – PUBLIC ART

19.1 GENERAL This chapter establishes criteria for public art within TriMet’s transit facilities. These criteria have been developed as a technical guide for implementing TriMet’s Public Art Program. Public art is intended to enhance the quality of the region’s transit experience. In an effort to keep project funds in the local economy, the public art program strives to contract with local or regional artists and fabricators. All public art features within the transit system shall meet applicable ADA guidelines.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 5 - Landscaping 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 7 - Structures 5. Design Criteria, Chapter 11 - Electrical System 6. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 7. Design Criteria, Chapter 15 - Light Rail Crossing Safety 8. Design Criteria, Chapter 16 - Small Buildings 9. Design Criteria, Chapter 17 - Parking Facilities 10. Design Criteria, Chapter 18 - Sustainability 11. Design Criteria, Chapter 23 - Bus Facilities 12. Design Criteria, Chapter 24 - Security 13. Design Criteria, Chapter 25 - Signage and Graphics 14. Design Criteria, Chapter 26 - Elevators 15. Design Criteria, Chapter 27 - Lighting 16. Design Criteria, Chapter 28 - Amenities 17. TriMet Directive Drawings 18. Public Art Program Operating Policy 19. TriMet Board of Directors Resolution 97-03-21

B. Industry

1. Americans for the Arts, Public Art Network - Best Practice Goals and Guidelines

2. Americans for the Arts, Public Art Network - Call for Artists Resource Guide 3. Americans for the Arts, Public Art Network - Annotated Model Public Art

Commissioning Agreement

C. Federal, State, Local 1. International Building Code (IBC) 2. Oregon Structural Specialty Code (OSSC) 3. Oregon Electrical Specialty Code (OESC)


4. State of Washington Structural Code - International Building Code with statewide amendments

5. State of Washington Electrical Code - National Electrical Code (NFPA 70) 6. U.S. Department of Transportation's Transportation for Individuals with

Disabilities; Final Rule, including 49 CFR Parts 27, 37 with Appendix A – Standards for Accessible Transportation Facilities and Part 38

7. Federal Transit Administration Design and Art in Transit Projects – C 9400.1A 8. Federal Transit Administration Best Practices Procurement Manual – Chapter

6 – Procurement Object Types: Special Consideration 6.7 ARTWORK D. Stakeholders

1. Capital Projects a. Community Affairs – Public Art b. Program Construction c. Program Design d. Program Management e. Rail Projects

2. Operations a. Maintenance of Way b. Operations Support c. Safety d. Security

3. Communications and Technology a. Information Technology b. Marketing

4. External a. City of Portland – Portland Bureau of Transportation (PBOT), Bridges and

Structures Department

19.3 CRITERIA / GUIDELINES A. Public Art Program

1. Federal Policy Federal Transit Administration policy Circulator 9400.1A encourages public art in mass transit projects: “The visual quality of the nation’s mass transit systems has a profound

impact on transit patrons and the community at large. Mass transit systems should be positive symbols for cities, attracting local riders, tourists, and the attention of decision makers for national and international events. Good design and public art can improve the appearance and safety of a facility, give vibrancy to its public spaces, and make patrons feel welcome. Good design and public art will also contribute to the goal that transit facilities help to create livable communities.”

2. Background

TriMet’s participation in public art began with the permanent sculpture collection on the original downtown Portland transit mall in the 1980s. In 1992, TriMet voluntarily initiated the Public Art Program as part of the


planning and construction of the Westside extension of the MAX Blue Line. The TriMet Board of Directors formally adopted a policy of incorporating public art elements into TriMet’s capital projects in 1997. The Public Art Program is a component of the Community Affairs department.

3. Goals and Principles a. Promote increased transit use and community pride by integrating

temporary and permanent art works into TriMet’s public transit system. b. Celebrate the contributions of public transportation and recognize cultural

richness in the region. c. Utilize local, regional and national artists to develop high quality public

artwork to enhance the transit environment and adjacent communities.

4. Funding TriMet’s public art program is funded from portions of selected projects that directly benefit TriMet customers and the general public and have total budgets greater than $100,000. Funding for public art projects is typically 1.5 percent of the civil construction costs on qualifying projects. Projects with a provision for public art will be identified prior to the beginning of design.

5. Program Management The Public Art Program is administered by professional staff that prepare and issue RFPs or RFQs, coordinate artist selection, artwork design and technical reviews, write and manage artist contracts, and oversee the fabrication and installation of artwork. Public Art Program staff guide the activities of the Public Art Advisory Committee (PAAC), direct additional public involvement efforts, produce internal and external communication materials and project documentation. The Public Art Program staff work closely with project design and construction staff to ensure the successful integration of artwork into projects.

6. Public Art Advisory Committee (PAAC) The PAAC is the decision-making body for the implementation of projects by the public art program. The committee is a primary component of public involvement and members act as liaisons with the larger community. They select project artists for specific art opportunities, review artwork concept proposals and approve artwork final designs. The committee is comprised of volunteer public art and design professionals from the three counties of the district and limited TriMet staff. Additional public art advisory committees may be created to oversee the management of public art programs for large-scale capital construction projects.

7. Selection Criteria: Artists

Design team and project artists are evaluated by the PAAC on the basis of the following: a. Quality of past work b. Documented experience c. Demonstrated ability to complete the work within a given time and budget d. Any special qualifications for a specific project as determined by the PAAC


8. Approval or Selection Criteria: Artwork

Artwork is usually commissioned and is submitted in the form of a written and visual proposal at conceptual and final design phases by the artist. Artwork may also be purchased outright. All artwork must meet the following criteria to be approved by the PAAC: a. Craftsmanship

Inherent quality of materials and workmanship.

b. Context Artwork shall be compatible in scale, material, form and content with its surroundings. Where appropriate, the architectural, historical, geographical and socio-cultural contexts of the site shall be considered.

c. Permanence Artwork shall be structurally sound, resistant to theft, vandalism, weathering, and excessive maintenance or repair.

d. Public Safety & Accessibility

Artwork shall not present a hazard to public safety, conflict with ADA requirements, or be attractive nuisances that will entice people to enter the operating transit way.

e. Variety Public artwork shall strive to vary in style, scale, media and content. Exploratory work as well as established art forms will be encouraged.

f. Feasibility

Proposed artwork shall be evaluated for feasibility. Factors to consider include the artist’s ability to successfully complete the work as proposed, project budget, timeline, and soundness of materials and permit requirements.

9. Public Artwork Conceptual Design Proposals Conceptual proposals for public art will be developed in close collaboration with local communities, design teams, TriMet technical staff and Public Art Program staff. The development of artwork proposals should parallel the schedule of the host project when possible to be integral to the project design process. Proposals should be considered 30% complete. Further details regarding concept proposals are detailed in individual contracts.

10. Technical Review of Proposed Public Artworks Following conceptual design approval and prior to submission of Final Design, all proposals for artwork will be reviewed for technical, structural and operational feasibility, including life cycle costs, by TriMet staff. The review panel includes staff members from technical (design and engineering), safety and security, operations, and maintenance departments. Select proposals may also require review by a qualified artwork conservator. Significant design


changes may result in the need for additional technical reviews. Draft structural engineering for artwork proposals must be submitted in advance of the Technical Review. (See Section 19.3.A.12, Structural Engineering and Permitting Requirements.)

11. Artwork Final Design Final design proposals are developed upon approval of the conceptual design by the PAAC and completion of the Technical Review. Final design proposals should be considered 95% complete. Further details regarding final design requirements are detailed in individual contracts.

12. Structural Engineering and Permitting Requirements

a. Prior to issuance of a Notice to Proceed (NTP) to fabricate artwork, artwork subject to loads shall be designed by a Registered Professional Engineer licensed in Oregon. Structural details and calculations for all artwork that is to be located within or directly adjacent to the City of Portland Right of Way must also be reviewed by the Portland Bureau of Transportation - Bridges and Structures Department.

b. The artist is responsible for retaining a Registered Professional Engineer for all structural details and supporting calculations for the artwork and its attachment to the foundation.

c. TriMet is responsible for the structural design and construction of artwork foundations.

d. The artist shall communicate with TriMet prior to the development of structural details to ensure design intent, coordination and clarity of scope between the foundation and the artwork.

e. All calculations and details shall be stamped and signed by the artist’s Engineer and submitted to TriMet for review and approval.

f. Artwork may be subject to local jurisdictional permitting processes. The

artist is responsible for ensuring that the artwork will meet the requirements of the permitting agencies which may include, but are not limited to, providing structural calculations and details, meeting building code requirements, meeting special inspections requirements, meeting zoning requirements, and completing design or historic commission reviews. Any required revisions are the responsibility of the artist and artist’s Engineer.


13. Maintenance and Durability Considerations a. In general, materials, finishes and fabrication methods of artwork should

conform to the same standards of durability as used in other aspects of TriMet facilities, with exceptions. The expected lifespan of artworks and design enhancements should be 20 years at minimum.

b. Assembly and fabrication of artwork elements shall be designed for accessibility to aid ease of maintenance and to facilitate replacement or report of any operational components.

c. Artwork designs are to factor in vandalism and sustained exposure to public contact. Additionally, climate and environmental factors such as heat, cold, moisture, ice and wind, shall be considered when reviewing artwork designs.

d. Artworks are considered unique within TriMet facilities; however certain applications may require the same or similar performance standards for amenities as referenced in Design Criteria, Chapter 28 – Amenities.

14. Substitution of Standard Amenities When an artist-designed amenity, such as a bench or railing, is substituted for a standard amenity, it must meet the same design and safety/security criteria as the standard amenity.

15. Safety and Security Considerations

Public art can support and contribute significantly to safety and security of the transit environment when Crime Prevention through Environmental Design principles (CPTED) are applied throughout design. Installed artwork must comply with the following Safety Certification protocols: a. Maintainability

1. Artistic elements, especially freestanding artworks, should be designed with durable, vandal-resistant materials to the greatest extent possible.

2. Artwork should be of a design and material consistent with its long-term appearance and function.

3. Artistic elements should not require high levels of routine maintenance. Clean and undamaged surfaces contribute to a sense of personal safety.

b. Placement or Siting of Artwork 1. Artwork should be located where it doesn’t unduly obstruct views or

cast shadows.

2. Artwork shall be sited to comply with ADA and IBC code requirements for accessibility.


3. Public art elements shall not be placed in the trackway or in other locations which could pose a safety hazard to viewers or patrons or obstruct line-of-sight between train operators and persons.

4. Foundations and support work should be designed to not create hiding places or obstruct views of transit vehicle operators.

5. Artwork might be placed out of reach in some cases, where it can be viewed with less risk of damage.

6. In general, artwork should not create facilities for loitering, such as places to sit or occupy for an extended period of time.

c. Other 1. Artwork should be securely attached and should be free of sharp or

heavy elements that could be used to inflict bodily harm.

2. Metal artwork elements within the catenary wire safety zone shall be grounded as defined in Design Criteria, Chapter 11 – Electrical System.

16. Permanence of Public Artwork

General guidelines exist regarding TriMet’s public art collection: a. TriMet will be responsible for maintaining all works in its public art

collection.

b. Site specific works shall remain at the site for which they were created, unless circumstances dictate otherwise.

c. Alterations to existing artwork or additions to the artwork must be reviewed and approved by the PAAC.

d. Functional changes and additions to existing transit facilities that indirectly impact artwork will be reviewed though an internal TriMet process that includes Public Art Program staff.

e. Planned maintenance that will disrupt existing artwork in anyway, should be brought to the attention of the Public Art Program staff by the TriMet Maintenance staff as early as possible in the planning process.

f. Design work may lead to a request to relocate artwork. This may arise for several reasons, such as a change in the context or use of the site such that the artwork is no longer compatible. In these cases, the project lead shall notify the Public Art Program Manager, who will follow an established process for resolution of the request as outlined in the Public Art Program Operating Policy.


17. Lighting Specific lighting for artwork may be desired to illuminate the work at night or other low light level conditions. It may be desired to enhance the viewing of the work, to accentuate its urban design presence, or it may be an integral element of the art’s concept. All artwork lighting will need to be reviewed and approved by TriMet’s internal Technical Review. a. Artwork lighting shall coordinate with other functional or aesthetic lighting,

and will comply with Design Criteria, Chapter 27 - Lighting, unless a variance is granted by TriMet.

b. Lighting provided for viewing the artwork may be provided by public art infrastructure budget. This shall be confirmed during the conceptual development of the artwork. The lighting levels and character of the lighting will be coordinated by TriMet with the artist’s input.

c. Lighting that is integral to the artwork shall be reviewed and approved by TriMet. It may need to meet TriMet Operational, Safety, Security, and Maintenance needs. The artist will provide the necessary electrical engineering to satisfy TriMet and/or local jurisdictional approvals. To the greatest extent possible, lighting elements and systems should be long lasting, low energy use, durable, weather resistant, and low maintenance.

d. Artwork lighting may need to meet ADA requirements, CPTED principles, and TriMet Operational needs. Artwork lighting shall endeavor to meet the public art program objectives while not impinging upon other requirements.

CHAPTER 20

NOISE AND VIBRATION


CHAPTER 20 – NOISE AND VIBRATION

20.1 GENERAL Noise and vibration are important concerns for light rail systems, especially when LRT operates near sensitive receptors. This chapter provides a brief overview and describes some of the methods for the control of light rail noise and vibration. Reference FTA publication “Transit Noise and Vibration Assessment” for detailed criteria and procedures for predicting transit noise and vibration. Although the majority of this chapter is noise and vibration generated by the interaction of wheel and rail from light rail operations, noise and vibration from construction activities is also discussed.


1. Design Criteria, Chapter 3 - Track Geometry and Trackwork 2. Design Criteria, Chapter 7 - Structures 3. Design Criteria, Chapter 8 - Light Rail Vehicles 4. Design Criteria, Chapter 15 - Light Rail Crossing Safety 5. Design Criteria, Chapter 18 - Sustainability

B. Industry

1. TCRP Report 23, Wheel/Rail Noise Control Manual, 1997

C. Federal, State, Local 1. Federal Transit Administration (FTA) - “Transit Noise and Vibration Impact

Assessment” 2. Federal Highway Administration (FHA) 3. Oregon Department of Transportation (ODOT)

D. Stakeholders

1. Operations a. Maintenance of Way b. Rail Transportation

20.3 CRITERIA / APPLICATION A. Goals

The goals for achieving acceptable levels of noise are not to eliminate all potential for noise annoyance, but rather to: 1. Provide a means for objective comparisons of the noise impacts of different

alternatives.

2. Identify areas where noise mitigation should be considered and provide designers with fair and impartial methods of determining where noise mitigation measures, such as sound walls, should be installed.

3. Ensure all reasonable steps are taken so noise levels in the rail corridor will

not be an unreasonable burden on sensitive receptors exposed to the noise.


This step defines what type of noise environment will be acceptable to most people.

4. Provide a basis for evaluating isolated individual claims.

B. Design Commitment

The Environmental Impact Statement for a light rail construction project includes a “Noise and Vibration Mitigation Plan.” This plan predicts the noise and vibration levels generated from light rail operations over the length of the project. Specific noise and vibration mitigation measures may be committed to via approval of this document. TriMet shall review and approve the “Noise and Vibration Mitigation Plan.” All cost associated with the mitigation measures must be included in the project budget.

C. Light Rail Operations Noise Mitigation

1. General There are several viable methods of mitigating light rail noise, which are covered in this section. The designer shall identify the type of mitigation best suited for the particular application. New technology that becomes available should be investigated as a possible mitigation option. On-going communication with other transit agencies to learn more about this complex problem is also recommended.

2. Alignment Design

Experience at TriMet has shown that noise from wheel squeal is often generated from curves of less than a 400 foot radius. Track curvature shall be designed with a radius as large as allowable within the confines of the right-of-way corridor. Provisions shall be made to install rail lubricators in the vicinity of curves with radii less than 400 feet.

3. Location of Special Trackwork

LRT trains passing over special trackwork such as turnouts, crossovers, and expansion joints are a source of noise and vibration. Whenever possible, special trackwork shall be located in an area not sensitive to noise and vibration.

4. Special Trackwork Design

Whenever turnouts and crossovers are located in noise sensitive areas, spring frogs should be considered. Spring frogs may be used in locations where trains moving through the diverging side of turnout are infrequent.

5. Rail Lubrication

a. Electrically powered rail lubricators shall be installed at all locations where wheel squeal is generated from sharp curves. The purpose of the lubricator is to reduce the level of friction between the light rail wheel and rail sufficiently to eliminate the wheel squeal and yet maintain adequate adhesion for propulsion and braking.


b. Prior to specifying the details for the lubricator the designer shall review the plan with TriMet. TriMet has experience with several types of rail lubricators and lubricants. Based on this experience, the best-suited lubricator can be specified. All lubricant shall be environmentally friendly and must be biodegradable. The goal is to eliminate the wheel squeal with the least possible amount of lubricant.

c. Provisions for paved track lubricators include track boxes mounted to the field side of both rails, 3” conduit connecting the track boxes, 3” conduit between one of the track boxes and a lubricator cabinet pole, and 120-volt power to the lubricator pole. Open track lubricators shall have 120-volt power supplied to the lubricator location.

6. Noise Barriers

Noise barriers can be an effective method of light rail mitigation. Noise barriers can be constructed as walls or earth berms where the right-of-way allows. Noise barriers must be constructed with sufficient height to break the line-of-sight between the noise source (top of rail) and the nose sensitive receiver. Noise walls must be long enough to prevent significant noise intrusion from around the ends.

7. Sound Absorption Materials

In certain situations it may be necessary to install sound absorptions materials on adjacent wall to absorb noise. In cases where walls may reflect the noise to sensitive receptors, outdoor low maintenance sound absorption material attached to sound walls should be used with approval from TriMet. At the same time, barriers shall not create line-of-sight obstructions between trains and pedestrians. Refer to Design Criteria, Chapter 15 – Light Rail Crossing Safety, for specific criteria.

8. Sound Installation

In some cases it may be most cost effective to provide sound insulation at the noise receptor. Installation of upgraded windows and doors, storm window, and building insulation are ways to reduce the interior noise in a building. A noise specialist should be consulted to predict the level of noise reduction for each element of sound insulation. A benefit to cost comparison can then be made among the various options.

9. Shredded Tires

TriMet is aware of rail transit construction projects that have installed a layer of shredded tires under the ties in open track tie and ballast construction. Information regarding the noise and vibration reduction from this type of construction shall be evaluated and assessed for possible implementation on TriMet projects.

D. Construction Noise and Vibration

1. Although the focus of this chapter is the mitigation of noise and vibration generated from light rail operations, construction noise and vibration may also require mitigation. Vibration from demolition of existing concrete and


structures, vibratory rollers, and pile drivers are often more severe than that from train operations. When construction is expected to require these activities, the designer may use a noise and vibration specialist to assess the potential for damage from vibration.

2. Measures should be considered when high noise and vibration construction activities occur at locations with potential for damage: a. Perform monitoring at high impact locations to verify safe levels of

vibration. b. Install crack monitors over existing cracks to measure the amount of

movement or crack widening caused by construction. c. Sound walls, if included in the design of permanent facilities, should be

considered for installation early in the project to help mitigate construction noise.

d. Specifications may require high impact work to be performed only during

certain times of the day (at night when businesses are unoccupied; or day time only through residential areas)

3. In some rare instances it may be necessary to provide sound insulation to

homes and businesses that will experience extreme impacts over long periods of construction.

E. Construction Vibration Standards

The U.S. Department of Transportation (U.S.DOT) has developed guidelines for vibration levels from construction activities. Table 20.3.E summarizes the levels of construction vibration and the usual effect on people and buildings.

TABLE 20.3.E EFFECTS OF CONSTRUCTION VIBRATION

EFFECTS OF CONSTRUCTION VIBRATION

Peak Particle Velocity (in/sec)

Effect on Humans Effect on Buildings

<0.005 Imperceptible No effect on buildings

0.005 to 0.015 Barely perceptible No effect on buildings

0.02 to 0.05 Level at which continuous vibration begins to annoy occupants of buildings

No effect on buildings

0.1 to 0.5 Vibrations considered unacceptable for people exposed to continuous or long-term vibration

Minimal potential for damage to weak or sensitive structures


EFFECTS OF CONSTRUCTION VIBRATION

Peak Particle Velocity (in/sec)

Effect on Humans Effect on Buildings

0.5 to 1.0 Vibration considered bothersome by most people, however tolerable if short term in length

Threshold at which there is a risk of architectural damage to buildings with paltered ceilings and walls; some risk to ancient monuments and ruins

1.0 to 2.0 Vibrations considered unpleasant by most people

U. S. Bureau of Mines data indicated that blasting vibration in this range will not harm most buildings; most construction vibration limits are in this range

>3.0 Vibration is unpleasant Potential for architectural damage and possible minor structural damage

F. Light Rail Operations FTA impact criteria for ground-borne vibration shall be the standard applied to light rail design. These criteria, defined in Chapter 8 of the FTA manual “Transit Noise and Vibration Impact Assessment” establish acceptable levels of ground borne vibration generated from light rail operations for various types of buildings.

G. Light Rail Operations Vibration Mitigation

1. Paved Track Vibration Mitigation TriMet vibration studies have concluded that various types of paved track (rails embedded in elastomer, rail in a rubber boot) perform nearly identically in regards to vibration mitigation. The most effective method of minimizing paved track vibration is the proper maintenance of light rail vehicle (LRV) wheels and rail. LRV wheels should be kept free of flat spots and trued at least every 50,000 miles. Rails shall be kept free of rough spots and corrugation by grinding once every 5 years with an on-track production rail grinder or more frequently if warranted. See Design Criteria, Chapter 3 – Track Geometry and Trackwork.

2. Open Track Vibration Mitigation

In sensitive areas where vibration is anticipated to be a problem, vibration mats and/or vibration concrete slabs may be installed under the ballast. When open track special trackwork is located in an area where vibration impacts cannot be avoided, ballast mats and/or concrete vibration slabs shall be installed. The use of a layer of shredded tires placed under the track ballast shall also be evaluated for both noise and vibration reduction.

CHAPTER 21

FARE COLLECTION


CHAPTER 21 – FARE COLLECTION

21.1 GENERAL The fare collection system for the Light Rail Projects shall use a barrier-free, self-service method consistent with the existing system. The fare collection system equipment shall have been proven in transit revenue service. Ticket Vending Machines (TVMs) shall have the capability to vend single-ride and multiple-ride tickets, of various pricing levels. The TVMs shall have the capability to accept United States currency and issue change for overpayment of the ticket. They shall accept credit and debit cards. Ticket Validators shall validate pre-purchased tickets by stamping a single inserted ticket with current date, expiration time, and a station and validator code. No fare collection equipment shall be on-board MAX light rail vehicles.


1. Design Criteria, Chapter 6 - Stations 2. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 3. Design Criteria, Chapter 11 - Electrical System 4. Design Criteria, Chapter 13 - Communications 5. Design Criteria, Chapter 24 - Security 6. Design Criteria, Chapter 25 - Signage and Graphics 7. Design Criteria, Chapter 27 - Lighting 8. TriMet Directive Drawings

B. Industry

1. National Electrical Code (NEC) 2. National Electrical Safety Code (ANSI/IEEE C2) 3. National Fire Protection Association ANSI/NFPA 70


1. Authorities having jurisdiction 2. Americans with Disabilities Act, Title 49, Code of Federal Regulations, Part

37 with rules related to Automated Teller Machines (49CFR37, Appendix A, Section 4.34) and appended guidelines for Controls and Operating Mechanisms (Appendix Section A, Section 4.27)


a. Systems 2. Communications and Technology

a. Customer Service b. Information Technology

3. Operations a. Maintenance of Way


21.3 CRITERIA / APPLICATION A. System Technology

1. Standard Fare Collection TriMet currently utilizes a ‘standard fare collection’ system consisting of equipment that vends various priced single-ride and multi ride tickets/passes, accepting US based currency in the form of cash (coins and bills) and credit / debit cards.

2. Advanced Fare Collection TriMet is in the process of evaluating advanced electronic fare collection systems, using devices such as smart cards, tag-on/tag-off processes and other means for determining distance based and other specialty fares. This design criteria section will be amended when the system architecture for advanced fare collection systems is finalized.

B. System Design Requirements

1. Fare collection equipment shall be designed for a minimum service life of 15 years. Equipment shall be operational seven days per week, 24 hours per day. The fare collection equipment shall be continuously operable while

exposed to the elements, and ambient temperature ranges of -3 F to 107 F and in relative humidity from 5% to 100% over the given ambient temperature range. This shall include periods of condensation and rainfall. Direct sunlight conditions will cause cabinet temperature to rise considerably above ambient.

2. Fare collection equipment shall be designed, engineered, and manufactured

in accordance with specified standards for serviceability, maintainability, reliability, and human factors. The exterior surfaces of fare collection equipment, including all controls and appurtenances, shall have no sharp edges in areas exposed to patrons.

3. The fare collection equipment cabinets shall be accessible and serviceable from the front and shall be made of unpainted stainless steel. The cabinets and components accessible from the exterior shall be built to resist damage due to abuse and vandalism. Metal parts of the machines that can be contacted by patrons or service personnel shall be electrically grounded to the platform ground mat, if installed on the platform.

4. The fare collection equipment shall be designed to meet applicable and current sections of the national codes and authorities having jurisdiction. The equipment shall be operable under electrical interference and shock and vibration conditions present at, and adjacent to, the light rail system.

5. The fare collection equipment shall accommodate the broad range of patrons that use public transportation and shall be ADA compliant.


C. Ticket Vending Machines Single-ride tickets and multiple-ride tickets shall be sold by self-service TVMs located immediately adjacent to the light rail system, and may be installed at other locations convenient to MAX patrons. Locate TVMs/Ticket Validators in a manner such that patrons can access fare machines without having to enter a ‘Fare Paid’ zone. 1. General Requirements

a. In general, the TVMs shall be designed to sell transit tickets to MAX patrons by coins and bills, credit and debit cards. TVMs shall be capable of printing and issuing various tickets from within the same housing.

b. The minimization of transaction time shall be considered in TVM design.

c. Each TVM shall be equipped with a fluorescent lighting fixture to illuminate the front area of the TVM when the ambient light conditions are low. 1. A photoelectric eye shall control this light. 2. There shall be a light inside the cabinet to aid maintenance and

service personnel, and it shall illuminate each time the cabinet door is open.

d. The TVMs shall be constructed of modular components that include: 1. Push buttons or touch screen display for selection of the appropriate

fare by the patron 2. A coin slot with verifier and escrow unit 3. A bill acceptor, verifier, and escrow unit 4. Coin hoppers and coin recirculation 5. Ticket stock storage and printing/cutter unit 6. A ticket chute for ticket dispensing and returning change 7. PC-based microprocessor logic for user interaction, controlling the

machine, and monitoring its condition 8. Coin vaults 9. Bill stackers and vaults 10. A security system. Remote reporting of failure, security, and service

indications via communications network 11. Real-time authorization and settlement of credit/debit sales

transactions, as required

2. Fare Selection a. A patron purchasing a ticket or pass shall select the type of ticket they

require by depressing one or more push buttons. The TVM shall display the amount of fare to be deposited into the TVM to complete the indicated ticket purchase.

b. The TVM shall have the capability to be programmed by authorized TriMet

service personnel to modify the ticket to be printed, fares associated with each button and the Patron Interface Display. Whether or not the ticket is issued already validated shall be modifiable by authorized TriMet service personnel.


3. Patron Interface Display

A display screen shall be contained on the front of the TVM. The display screen shall be capable of displaying fare amount due in characters at least 0.4" inches in height. The approximate height-to-width ratio of the displayed characters shall be 5:7. The display screen shall be capable of displaying instructions to the patron.

4. Currency and Credit/Debit/Cash Card Capability

There are currently two types of TriMet TVMs: Cash/Credit Full Service TVMs and Cashless/Card Only TVM. a. Cash/Credit Full Service TVM (FSTVM)

1. Accept, validate and retain United States currency: one, five, ten, and twenty-dollar bills, dollar coins, quarters, dimes and nickels. The coin validator shall reject all other coinage and counterfeits. Bills shall be vaulted separately from the coinage, and stacked. The bill validator shall reject foreign objects. It shall be possible to remove or disable the bill validator from service and allow the TVM to remain in service for coin paid vends.

2. Reject all currency not in acceptable condition, and store all currency that is accepted once the TVM has begun processing a ticket. The TVM shall have change-making capability. Change shall be given in coin currency ( dollars, quarters, dimes and nickels).

3. Have coin recirculation features, and bill escrow units. The maximum amount of change to be returned and the denomination(s) of bills to be accepted shall be modifiable by authorized TriMet personnel.

4. Must have the following: a) Capability to display appropriate instructions to the user b) Keypad for entry of personal identification codes c) Card reader d) Capability to print a receipt in accordance with the applicable

requirements associated with debit/credit card transactions e) Communications network and control software to process the

transaction and guard against fraudulent use of debit/credit/cash cards

f) Centrally located network controller in order to process each electronic transaction over the banking network.

b. Cashless/Card Only TVM

1. Must have the following: a) Capability to display appropriate instructions to the user b) Keypad for entry of personal identification codes c) Card reader d) Capability to print a receipt in accordance with the applicable

requirements associated with debit/credit card transactions


e) Communications network and control software to process the transaction and guard against fraudulent use of debit/credit/cash cards

f) Centrally located network controller in order to process each electronic transaction over the banking network.

5. Ticket Stock

a. The TVM shall have the capability of printing and dispensing a minimum of five ticket stocks of various sizes, including roll, fan-fold, and/or pre-cut stock. Ticket stock shall be sufficiently stiff to withstand patron handling, humidity, and Ticket Validator requirements. Unvalidated tickets dispensed by the TVMs shall be capable of being validated using TriMet's existing validators.

b. Two stocks and two printer options may be considered for the ease of maintenance.

6. User Information

a. Each TVM shall contain sufficient information to instruct patrons in the purchasing of tickets. The TVM shall be arranged to enhance logical step-by-step use by patrons. The information shall be presented in American English and Spanish and by Type II Braille and/or raised letters, to comply with the requirements of ADA. Information presentation must comply with 49 CFR 37.

b. The front, sides, and back of the TVM may be used for system maps, and further information useful to patrons.

7. Other Features

The following features shall also be provided for each TVM: a. Cancel Button

A cancel button shall be located on the operating face of the TVM. When the cancel button is depressed, the TVM shall annul the transaction and return any coins and bills that have been deposited and held in escrow. If the vend has been canceled after ticket selection but before beginning money deposit, the patron shall be allowed to re-commence selection.

b. Automatic Time-Out

If a transaction is not completed within a preset time, the deposited money shall be returned, and the TVM shall return to an idle condition.

c. Clock and Memory Power Supply

A separate power supply with battery back-up is required for the internal clock and for protection against loss of memory. The design shall provide for an orderly shutdown.

d. Pin Pads

Provisions for PIN pads and Smart Cards


8. Security Each TVM shall be designed and mounted to minimize the effects of tampering, removal, thievery and vandalism. High security locks and keys shall be used. All doors shall be locked with at least a three-point latching device with a bascule bolt and a hook locking bar, or equivalent. a. Other security features shall include:

1. All latches secure and robust. 2. All external screws and hinges covered; security locks with profile

catches 3. Drill-resistant locks, mounted flush with the outside surface of the door 4. Overlapping doors constructed with a joining gap less than or equal to

2mm; other reinforcement as necessary to prevent burglary. 5. All vaults and cash storage devices require electronically encoded

serial numbers. 6. At a minimum, vault access shall be mounted to prevent tampering

and shall have the protection of high security locks with controlled keying.

7. Upon opening a TVM, service personnel shall be required to enter a personal identification number as authorization for access to the TVM.

8. Access to the TVM for maintenance shall not provide access to the money vaults.

9. A connection for TVM contact closures to Central Control via a communications link furnished by others shall be provided.

b. The integrity of the communications system shall be checked on a

periodic basis to confirm that it is functional. c. Access to the interior of the equipment enclosure and to the cash vaults

shall be restricted to a "need to gain access" basis, as approved by TriMet. 1. The coin and bill vaults shall be protected so that they can only be

opened by authorized personnel in the counting room. 2. Cash vaults shall have an exclusive, secured chamber in the TVM

assembly or pedestal. 3. A register ticket showing vaulted money shall be available for counting

room audit.

9. Self-Diagnostics The TVM shall be equipped with self-diagnostic capability to indicate required maintenance and/or servicing actions. a. Event recording of each opening of a TVM door is required.

b. Portable test equipment and systems indications internal to each TVM

shall assist the service/repair technician in determining appropriate corrective or service action

10. Accounting and Registration

a. Each TVM shall be equipped with an electronic control unit that shall process and store all ticket sales, TVM status, and/or diagnostics in the


data memory unit.

b. The TVM shall be furnished with the capability to send and receive over the communications system all accounting and registration data and information. The TVM shall be able to transfer data nightly to the Fare Management System (FMS) fare collection computer in batch.

c. Service personnel shall be able to access and print out data on ticket stock. All accounting and registration information as listed above shall be transferable to a removable solid-state data carrier module, within the TVM. The accounting and registration information stored by the TVM on the floppy disk/data carrier module shall be protected against any unauthorized manipulation.

d. Accounting software, operable on a desktop IBM-compatible personal computer, shall be provided and shall convert the above data into reports for TVM, fare collection, and fare policy management.

11. Dimensions The maximum dimensions of the TVM, including its mounting base, are the following:

Height: 75" Width: 38" Depth: 25" Range of operable height: 15" to 48" from ground

Within the constraints of ADA, due consideration shall be given to height range of comfortable operable control for ambulatory patrons.

D. Ticket Validators 1. General Requirements

a. Ticket Validators shall be stand-alone devices that imprint an inserted ticket with such information as date, ticket expiration time, and station and validator identification code. A validation mark shall be clearly visible on the ticket. Ticket validators shall be furnished with mounting bases.

b. The Ticket Validator shall be modular in construction and shall permit

ready field replacement of inoperative components to return the machine to service in minimal time. Major repair and adjustment shall be affected in shop facilities.

c. The functions performed by the Ticket Validator shall include the

following: 1. Printing the following data on inserted tickets:

a) Date b) Time of ticket expiration c) Station or Zone


2. Detection and indication of machine failures to the Status and Alarm System

3. Counting and storage of a running total of tickets validated

4. Ticket insertion and retrieval shall be through a horizontal slot and shall not require downward or upward movement of the ticket to effect ticket validation. The ticket slot face shall be shaped to serve as a guide for inserting a ticket.

2. Security

a. Ticket Validators shall be designed and mounted to minimize the effects of tampering, removal, thievery and vandalism.

b. A connection for Ticket Validator status to the Fare Management System

via a communications link shall be provided. The equipment shall provide an out of service indication.

c. The integrity of the communications system shall be checked on a

periodic basis to confirm that it is functional.

3. Validator Dimensions Approximate dimensions of the validator without its mounting post are:

Height: 1½ feet Width: 9 inches Depth: 10 inches Range of operable height: 48 inches from ground maximum

Within the constraints of ADA, due consideration shall be given to height range of comfortable operable control for ambulatory patrons.

E. Centralized Information/Network Requirements 1. The fare collection equipment shall provide remote indications of the status of

the TVM, as described in Sections 21.3.C.8 and 21.3.D.2 via the communications systems to the Fare Management System. These basic security functions include: a. Notification of a central control office of machine identification number and

location, date and time of reported condition, via dedicated communication line, of: 1. Security violation 2. Service entry for normal maintenance 3. Restocking, vault exchange 4. Normal servicing request such as, ticket restocking, out-of-change,

etc. 5. Malfunctions such as: jammed coin/bill/ticketing mechanism, printer

malfunction, other electrical, electronic, and/or mechanical fault condition.

F. Network Interface Each TVM shall be connected to the Fare Collection Network Computer (FCNC)


via the communications network, as described in Design Criteria, Chapter 13 - Communications. The network will consist of a 10/100 base F Ethernet, carried over fiber optic cable to a fiber optic network interface card in the ticket vending machine.

G. TVM Mounting/pedestal

1. Equipment cabinet mounting to the station platform shall be by means of stainless steel anchor bolts, which shall be embedded in a concrete platform. The fare collection equipment cabinets shall have an integral pedestal with suitable means for leveling the machines upon installation to accommodate the platform slope of up to 5%, longitudinal and transverse. Access to the anchor bolts shall be through the hinged service front door or other access panels, subject to TriMet approval, in a manner that shall prevent unauthorized access.

2. The mounting pedestal shall contain sufficient room and mounting hardware for: a. Power circuit breaker panel b. Communications network interface c. Convenience outlets

H. TVM/Validator Power

1. The fare collection equipment shall be designed to accept 3-wire, 120 volt AC, 60 Hz, single phase. The equipment shall provide its own circuit protection. Power and communications shall enter the machine by way of conduit stubbed up into the pedestal area. Refer to the TriMet Directive Drawings.

2. All equipment shall be designed to tolerate ± 10% fluctuation in line voltage without any damage or service interruption. Breaks in the voltage (below 10% of the source voltage) or supply interruptions shall cause shutdown of the TVM. Voltage transient suppression shall be provided.

I. Security Considerations

1. Vending area illumination shall comply with Table 27.3.A.3 and shall be covered by CCTV.

2. Locate vending machines in areas where other transit information is provided, ideally off the immediate platform footprint. (i.e. Outside of ‘Fare Paid Zones’)

CHAPTER 22

CLEARANCES


CHAPTER 22 – CLEARANCES

22.1 GENERAL A fundamental goal of light rail design is to provide clear passage of light rail trains within a minimum width right of way corridor. In order to achieve this goal, the clearance requirements for the light rail vehicle must be well defined and understood. Adequate clearance between the moving light rail vehicle and OCS poles, signal poles, bridge piers, retaining walls, walkways, curbs, and all other trackside facilities is imperative. This chapter provides the detail necessary to calculate adequate clearance for any trackside facility.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 7 - Structures 5. Design Criteria, Chapter 8 - Light Rail Vehicles 6. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 7. Design Criteria, Chapter 10 - Traction Electrification System 8. Design Criteria, Chapter 11 - Electrical System 9. Design Criteria, Chapter 12 - Signal System 10. Design Criteria, Chapter 15 - Light Rail Crossing Safety 11. Design Criteria, Chapter 27 - Lighting

B. Industry

1. None noted

C. Federal, State, Local 1. None noted

D. Stakeholders 1. Operations

a. Maintenance of Way

22.3 CRITERIA / APPLICATION A. Clearances

1. Manual Clearance Calculation Design criteria for clearances are complex and are based on numerous assumptions and interfaces. There are several methods that may be used to determine the required clearance. a. Manual calculations using the tables and formulas provided in this chapter

may be used to assure adequate clearance.

b. Computer spreadsheets are also available to make these calculations. Extra care must be taken to insure that correct input data is used. For example, Attachment 22.3.A.1 includes Vehicle Dynamic Envelope (VDE)


data for both open and paved or Direct Fixation (DF) track. 1. The designer shall select the correct table based on track type: paved

and DF use tables showing 0.50 inches of cross level variation while open tie and ballast track tables show 1.00 inch.

2. The designer shall use straight-line interpolation between the values shown in the table and actual values for curve radius and for superelevation. The tedious interpolation calculations may also be performed using spreadsheet programs designed for this purpose.

2. Computer Generated Clearance Outlines

Computer generated clearance outlines on AutoCAD track alignment drawings are an acceptable method of performing clearance checks. a. Only TriMet-approved AutoCAD programs that incorporate actual TriMet

light rail vehicle data may be used to generate clearance outlines. The input data shall be displayed on the drawing with the clearance outlines.

b. When used properly, this method produces the most accurate clearance

envelope and is less conservative than manual calculations using Attachment 22.3.A.1.

c. The remaining sections of this chapter describe in detail all factors that need to be considered to establish the light rail vehicle clearance envelope.

3. Final Design Clearance Check

To ensure adequate clearances, all elements of design must be coordinated and clearances check by calculation as the design evolves. a. At completion of all final design documents that relate to LRT operations,

a final clearance check shall be made.

b. Final clearance check drawings and calculations shall be delivered to TriMet’s Project Manager.

B. Clearance Envelope (CE)

1. Definitions The clearance envelope (CE) is defined as the space occupied by the vehicle dynamic envelope (VDE) plus the effects of other wayside factors (OWF) including construction, fabrication, and maintenance tolerances for certain track and facilities, plus running clearances (RC). a. Simplistically, this relationship can be expressed as follows:

CE = VDE + OWF + RC

b. Generally speaking, the clearance envelope represents the space into

which no physical part of the system may be placed or constructed or may protrude, other than the light rail vehicle itself. The clearance envelope is normally referenced from the theoretical centerline of track at top of rail (TOR), including the effects of superelevation.


2. Vehicle Dynamic Envelope (VDE)

a. In addition to the car static dimensions, the vehicle dynamic envelope (VDE) includes all possible vehicle movements, vehicle tolerances, and certain closely related rail/track tolerances. More specifically, the VDE is based upon the following assumptions: 1. Static geometry of the vehicle

2. Roll angle of ± 4 3. Suspension lateral travel (per side) of 1.340 in 4. Wheel gauge construction tolerance (per side) of 0.031 in 5. Lateral wheel wear (per side) of 0.300 in 6. Radial wheel wear of 1.000 in 7. Rail gauge construction tolerance (per side) of 0.125 in 8. Lateral rail wear (per side) of 0.500 in 9. Wheel-to-rail side play (per side) of 0.375 in 10. Pantograph lateral sway of 1.5 in 11. Pantograph dynamic uplift of 3 in above static pantograph height

b. Attachment 22.3.A.1 provides further explanation of these assumptions plus the calculated VDE dimensions in tabular form for 28 representative locations on the light rail vehicle cross-section as a function of radius of curve (82 feet to tangent), amount of superelevation (0 in to 6 in), and amount of cross level track variation (0.5 in or 1.0 in). For intermediate curve radii (e.g. 275 feet) or intermediate superelevation values (e.g. 3.5 in) not listed in these tables, straight-line interpolation between adjacent values shall be used.

c. It is critical that these VDE tables are used correctly in development of the

clearance envelope for any given condition.

NOTE: Design Criteria, Chapter 8 – Light Rail Vehicles, provides a simplified outline of the dynamic envelope of the light rail vehicle. However, this outline is based on nominal track conditions and does not include the effects of other wayside factors (OWF). This information is for car builder use only and shall not be used to calculate the CE.

3. Transition from Tangent to Curve

Clearance calculations for the transition area from tangent to curve are particularly complex. a. For outside horizontal curves with spiral transition, the tangent vehicle

dynamic envelope from Attachment 22.3.A.1 shall end 50 feet before the point of tangent-to-spiral (TS) and begin 50 feet after the point of spiral-to-tangent (ST). The full curvature vehicle dynamic envelope shall begin 25 feet prior to the point of spiral-to-curve (SC) and end 25 feet beyond the point of curve-to-spiral (CS). The horizontal component of the vehicle dynamic envelope between these two offset points (i.e., 50 feet before TS and 25 feet before SC) shall be considered to vary linearly with distance


between the two points. Horizontal offsets at intermediate locations shall be calculated with straight-line interpolation.

b. For outside horizontal curves without spiral transition, the full curvature

clearance envelope shall begin 50 feet prior to the point of curvature (PC) and extend to 50 feet beyond the point of tangency (PT).

c. For inside horizontal curves with or without spirals, the locations at which

the tangent vehicle dynamic envelope ends (or begins) and the full curvature vehicle dynamic envelope begins (or ends) are dependent upon the particular point on the vehicle (P22 –P28 in Attachment 22.3.A.1) and the radius in question. For each inside point on the vehicle, a “crossover’ radius is defined in the table below:

Point on Vehicle Crossover Radius

P22 750 ft P23 190 ft P24 190 ft P25 750 ft P26 750 ft P28 950 ft

d. For curve radii greater than or equal to the crossover radius with spiral

transition, the tangent vehicle dynamic envelope ends at the point of tangent-to-spiral (TS) and begins at the point of spiral-to-tangent (ST). The full curvature vehicle dynamic envelope begins 15 ft after the point of spiral-to-curve (SC) and ends 15 ft after the point of curve-to-spiral (CS). The vehicle dynamic envelope between these two offset points shall be calculated with straight-line interpolation.

e. For curve radii greater than or equal to the crossover radius without spiral

transition, the tangent vehicle dynamic envelope ends at the point-of-curve (PC), and begins at the point-of-tangency (PT). The full curvature vehicle dynamic envelope begins 15 ft after the point-of-curvature (PC) and ends 15 ft before the point-of-tangency (PT). The vehicle dynamic envelope between these two offset points shall be calculated with straight-line interpolation.

f. For curve radii smaller than the crossover radius with spiral transition, the

tangent vehicle dynamic envelope ends 30 ft before the point of tangent-to-spiral (TS) and begins 30 ft after the point of spiral-to-tangent (ST). The full curvature vehicle dynamic envelope begins at the point of spiral-to-curve (SC) and ends at the point of curve-to-spiral (CS). The vehicle dynamic envelope between these two offset points shall be calculated with straight-line interpolation.

g. For curve radii smaller than the crossover radius without spiral transition,

the tangent vehicle dynamic envelope ends 30 ft before the point-of-curve (PC), and begins 30 ft after the point-of-tangency (PT). The full curvature


vehicle dynamic envelope begins at the point-of-curvature (PC) and ends at the point-of-tangency (PT). The vehicle dynamic envelope between these two offset points shall be calculated with straight-line interpolation.

h. The methods for calculating the vehicle dynamic envelope for the transition area from tangent to curve are summarized in Table 22.3.B.3.

i. More detailed computer analysis with more precise geometry may be

used, subject to TriMet approval, to define the clearance envelope in place of these locations and straight-line interpolations.

j. The clearance envelope through turnouts shall be calculated based on the

turnout centerline radius. TABLE 22.3.B.3 TRANSITION FROM TANGENT TO CURVE CALCULATION METHODS

Tangent VDE Full Curvature VDE

Outside Curve with Spiral Ends 50 ft before TS Begins 50 ft after ST

Begins 25 ft before SC Ends 25 ft after CS

Outside Curve without Spiral Ends 50 ft before PC Begins 50 ft after PT

Begins 50 ft before PC Ends 50 ft after PT

Inside Curve with Spiral, curve radius larger than Crossover radius

Ends at TS Begins at ST

Begins 15 ft after SC Ends 15 ft before CS

Inside Curve without Spiral, curve radius larger than Crossover radius

Ends at PC Begins at PT

Begins 15 ft after PC Ends 15 ft before PT

Inside Curve with Spiral, curve radius smaller than Crossover radius

Ends 30 ft before TS Begins 30 ft after ST

Begins at SC Ends at CS

Inside Curve without Spiral, curve radius smaller than Crossover radius

Ends 30 ft before PC Begins 30 ft after PT

Begins at PC Ends at PT


4. Other Wayside Factors (OWF)

The clearance envelope can be determined by adding other wayside factors (OWF) for certain construction and maintenance tolerances plus running clearance to the vehicle dynamic envelope. a. Other Wayside Factors is the sum of certain construction tolerances (CT)

plus certain maintenance tolerances (MT) plus a chorded wall construction factor (CW) to account for the effects of certain wall construction, all where applicable.

OWF = CT + MT + CW

b. The following define the Other Wayside Factors and are applicable to and

included in the horizontal component of the CE:

CT = Construction tolerances (allowable deviation from design position)

track = 0.5 in open, paved, and direct fixation

plus poles or signals equipment = 1.0 in, or walls = 1.0 in, or tunnel lining = 3.0 in, or tunnel walkway = 0.5 in

MT = Maintenance tolerances (allowable deviation from design condition)

track = 2.0 in open track, or track = 0.5 in paved and Direct Fixation track

CW = Additional width for chorded construction of walls to be added only for outside of curves. See Figure 22.3.B.4.b-1 and Figure 22.3.B.4.b-2.


FIGURE 22.3.B.4.b-1 ADDITIONAL WIDTH FOR CHORDED CONSTRUCTION

Design Criteria Additional Width for Chorded Construction


FIGURE 22.3.B.4.b-2 ADDITIONAL WIDTH FOR CHORDED CONSTRUCTION

Design Criteria Additional Width for Chorded Construction


5. Running Clearances (RC) a. In addition to the vehicle dynamic envelope and the other wayside factors,

the clearance envelope includes an allowance for running clearances (RC). Running clearances can be considered as the TriMet clearance contingency after the inclusion of all factors purporting to define the vehicle, the vehicle tolerances, the ROW construction tolerances, and the ROW maintenance tolerances. Running clearances are specific to the ROW conditions encountered and shall include one of the following in any direction:

2 in For traction power poles, conduit, signals, signs, and other non-

structural members 2 in For tunnel walkway edge 3 in For electrical passing clearance beside or above the vehicle

pantograph 6 in For structural members 0 in For adjacent LRV

A clearance contingency for passing LRVs is not considered necessary.

C. Special Clearance Situations

In addition to the more routine clearance envelope determinations above, there are several special clearance situations warranting further attention. These special situations include undercar clearances, pantograph clearances in tunnel sections, vehicle interface at station platforms and at safety/maintenance walkways in tunnel sections, and general walkway areas along the ROW where applicable.

1. Undercar Clearances

a. The minimum vertical clearance envelope (free space) between the rails shall be 2 inches (50mm). Since the LRV is permitted to extend down to 2 inches above TOR, nothing else may extend above TOR. An exception exists in paved track, where a crown for drainage may extend not more than 0.75 inches above TOR.

b. Outside of the rails, nothing shall be placed above TOR between points

P2 and P26, chosen from the appropriate value in Attachment 22.3.A.1.

2. Above Car Clearances a. Special attention must be paid to determining the appropriate vertical and

horizontal clearance envelope in tunnels, underpasses and other locations where the rail route passes under a major structure.

b. The clearance envelope higher than 12’ -9” above rail level in tunnels and

underpasses, shall be determined in accordance with Attachment 22.3.C.2.b. This portion of the clearance envelope is known as the pantograph clearance envelope.


3. Platform Offset and Elevation The station platform offset and elevation shall be as described in Design Criteria, Chapter 6 - Stations.

4. Track Centers with Center Poles For open track with center traction power poles, the track centers shall be calculated based on the appropriate clearance envelopes, a design width for the traction power poles of 12 in, and lateral deflection due to loading of 0.75 in below 12 feet from TOR and 1.0 in above 12 feet from TOR.


ATTACHMENT 22.3.A.1 TABLES FOR VEHICLE DYNAMIC ENVELOPE (VDE)

Vehicle Dynamic Envelope calculations are based on the conditions and parameters listed below. The points represent a “worst case” composite between the Type 1, Type 2, Type 3 and Type 4 cars.

Lateral motion: Wheel wear 0.300 in Lateral suspension motion 1.340 in Normal sideplay (half) 0.375 in Wheel gauge tolerance (half) 0.031 in Rail gauge tolerance (half) 0.125 in Rail wear on gauge face (each rail) 0.500 in Lateral pantograph sway 1.500 in Pantograph dynamic uplift 3.000 in

Maximum Roll Angle, failed suspension 4 degrees

(except mirror points) Static Car Points (refer to Figure 22.3.A.1-a)

Point X-Coordinate Y-Coordinate

P1 00.00 15.00

P2 52.50 8.00

P3 52.50 88.00

P4 60.50 105.00

P5 60.50 118.00

P6 52.50 140.40

P7 36.40 161.00

P8 27.30 168.00

P9 00.00 168.00

P10 36.40 209.00

P11 27.30 216.00

P12 36.40 257.00

P13 27.30 264.00

P14 00.00 264.00

P15 -27.30 264.00

P16 -36.40 257.00

P17 00.00 216.00

P18 -27.30 216.00

P19 -36.40 209.00

P20 -27.30 168.00

P21 -36.40 161.00

P22 -52.50 140.40

P23 -60.50 118.00

P24 -60.50 105.00

P25 -52.50 88.00

P26 -52.50 8.00

P27 38.39 153.00

P28 -38.39 153.00


Points are in Cartesian coordinates with the X-axis formed by the top of the rails when level and tangent and the Y-axis formed by the vertical track centerline. Negative X-coordinates indicate points to the left of the track centerline. Negative Y-coordinates indicate points below top of rail.

Points P2 through P13 and P27 are on the outside of the curve. Points P14 through

P26 and P28 are on the inside of the curve. Dynamic envelope calculations for mirror points (P4, P5, P23, and P24) are adjusted

to result in dynamic mirror envelope equivalent to 2.25-degree maximum roll angle. Centerline-to-Centerline Truck Spacing: 29.7 ft.

Truck Wheel Base: 75 in.

Cross level variation for paved and direct fixation track: 0.5 in.

(includes 1/8 inch construction tolerance, plus 3/8 inch maintenance tolerance) Cross level variation for open track: 1.0 in.

(includes 1/8 inch construction tolerance, plus 7/8 inch maintenance tolerance)

Cross level variations are included in the Dynamic Envelope Tables included as part of this attachment. Tables 1 through 7 are for 0.5 in cross level variation (paved and direct fixation track). Tables 8 through 14 are for 1 inch cross level variation (open track).

Superelevation is a rotation around the base of the inside rail.

The track centerline is stationary under superelevation conditions; it does not rotate with the track.

Dynamic Envelope is calculated for three different static pantograph heights:

Static Pantograph Height Points 14 ft P7, P8, P20, P21 18 ft P10, P11, P18, P19 22 ft P12, P13, P14, P15

If required, points at intermediate static pantograph heights should be calculated by linear interpolation.

Allowances for wire uplift (3 in) and pantograph sway (1.5 in) are included in the dynamic envelope calculations

Also refer to Attachment 22.3.C.2.b for pantograph clearance in tunnels, underpasses and other structures built above the route.


FIGURE 22.3.A.1-a STATIC CAR POSITION AND TYPICAL POINT LOCATIONS FOR DYNAMIC ENVELOPE CALCULATIONS


ATTACHMENT 22.3.C.2.b CLEARANCE TABLES PANTOGRAPH CLEARANCES FOR TUNNELS AND UNDERPASSES Minimum Designed Contact Wire Height On portions of the route in a tunnel with direct fixation track, and with fixed termination simple catenary style OCS, the minimum contact wire design height shall be:

Minimum pantograph operating Height 13’ 6” Contact wire construction tolerance ½“ Contact wire sag between hangers ½” OCS. FT system sag at 120°F, 60’ span 3 ½” Vertical direct fixation track construction and maintenance tolerances from Design Criteria, Chapter 3 ½” Vehicle bounce 1”

Minimum designed contact wire height 14’ 0”

On portions of the route under a bridge, with ballasted track, and with auto-tensioned simple catenary style OCS the minimum contact wire design height shall be

Minimum pantograph operating Height 13’ 6” Contact wire construction tolerance ½“ Contact wire sag between hangers ½” Vertical ballasted track construction and maintenance tolerances from Design Criteria, Chapter 3 2” Vehicle bounce 1”

Minimum designed contact wire height 13’ 10”

NOTE: The use of minimum values for contact wire height at a site cannot be assumed. This is due to the influences on contact wire height of other features adjacent along the route. Such features include vertical track curves and grade crossings. Static Pantograph Height for Vehicle Dynamic Envelope (VDE) Calculations The pantograph height for determination of Vehicle Dynamic Envelope (VDE) shall be calculated from the actual contact wire design height for that location, plus the following allowances. Summed O.C.S. Allowances:

Contact wire construction tolerance ½” Pantograph carbon wear ½” Contact wire wear ¼”

Summed O.C.S. Allowances: 1 ¼”

Static Pantograph Height = C/W Ht + 1 ¼”


Determination of Clearance Envelope The clearance envelope adjacent to LRV pantographs in tunnels and underpasses shall be determined as follows:

1. Determine Design Contact Wire Height.

2. Add 1¼ inch to allow for construction tolerances, wire wear and carbon wear to determine a Static Pantograph Height for clearance calculations purposes.

3. Determine vehicle dynamic envelope from Attachment 22.3.A.1, Tables for Vehicle Dynamic Envelope (VDE), using linear interpolation for varying design static pantograph heights if necessary.

4. For horizontal clearance envelope ordinates, add Other Wayside Factors (OWF) as described in Section 22.3.B.4.

5. For vertical clearance envelope ordinates, add construction tolerances (CT) for the tunnel or bridge

6. Add Running Clearances (RC) as described in Section 22.3.B.5 in both horizontal and vertical directions. No wayside structure or non-energized OCS support structure shall be located within the clearance envelope thus defined. Clearance of Structures Built Over Overhead Contact System – Additional criteria exist for calculating minimum horizontal and vertical clearance of overhead structures, including tunnel ceilings, from the overhead contact system wires:

Wiring construction tolerance 1” OCS Design Wire System Depth including fittings 7” Static Electrical Clearance OCS to Structure 4”

Vertical Clearance above Designed Contact Wire Height 12”

Maximum contact wire lateral displacement 14.5” Wiring stagger tolerance 1” Static Electrical Clearance OCS to Structure 4”

Horizontal Clearance relative to superelevated centerline 19.5”

Additional local clearances for OCS support assemblies maybe required at intervals along the route. The locations and clearance requirements are influenced by the track profile, the horizontal track alignment, the length of the overhead structure, and the shape of the surface components of that structure, and so requires collaboration and coordination in the design of the overhead structure and the OCS.

TABLE 1 Vehicle Dynamic Envelope to OUTSIDE of Curve0.00 Inches 0.50 Inches Rev. F 4/1/2005

Radius:(feet) x y x y x y x y x y x y x y

82 0.20 15.25 85.30 3.65 90.55 83.40 105.73 99.95 106.75 122.45 94.66 144.39 52.36 166.77100 0.20 15.25 80.74 3.65 85.99 83.40 99.81 99.95 100.84 122.45 90.11 144.39 52.36 166.77150 0.20 15.25 73.46 3.65 78.70 83.40 90.33 99.95 91.35 122.45 82.82 144.39 52.36 166.77200 0.20 15.25 69.65 3.65 74.89 83.40 85.36 99.95 86.38 122.45 79.01 144.39 52.36 166.77300 0.20 15.25 65.73 3.65 70.98 83.40 80.24 99.95 81.26 122.45 75.10 144.39 52.36 166.77400 0.20 15.25 63.74 3.65 68.98 83.40 77.63 99.95 78.65 122.45 73.10 144.39 52.36 166.77500 0.20 15.25 62.53 3.65 67.77 83.40 76.05 99.95 77.07 122.45 71.89 144.39 52.36 166.77600 0.20 15.25 61.72 3.65 66.96 83.40 74.99 99.95 76.01 122.45 71.08 144.39 52.36 166.77700 0.20 15.25 61.14 3.65 66.38 83.40 74.23 99.95 75.25 122.45 70.50 144.39 52.36 166.77800 0.20 15.25 60.70 3.65 65.94 83.40 73.65 99.95 74.68 122.45 70.06 144.39 52.36 166.77900 0.20 15.25 60.36 3.65 65.60 83.40 73.21 99.95 74.23 122.45 69.72 144.39 52.36 166.77

1000 0.20 15.25 60.08 3.65 65.33 83.40 72.85 99.95 73.87 122.45 69.45 144.39 52.36 166.771200 0.20 15.25 59.67 3.65 64.92 83.40 72.31 99.95 73.33 122.45 69.03 144.39 52.36 166.771500 0.20 15.25 59.26 3.65 64.51 83.40 71.77 99.95 72.79 122.45 68.62 144.39 52.36 166.772000 0.20 15.25 58.85 3.65 64.09 83.40 71.23 99.95 72.25 122.45 68.21 144.39 52.36 166.775000 0.20 15.25 58.10 3.65 63.35 83.40 70.26 99.95 71.28 122.45 67.46 144.39 52.36 166.77

10000 0.20 15.25 57.85 3.65 63.10 83.40 69.93 99.95 70.95 122.45 67.21 144.39 52.36 166.7750000 0.20 15.25 57.65 3.65 62.90 83.40 69.67 99.95 70.69 122.45 67.01 144.39 52.36 166.77

Tangent 0.20 15.25 57.63 3.65 62.87 83.40 69.64 99.95 70.66 122.45 66.99 144.39 52.36 166.77


82 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 74.26 155.84100 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 70.78 155.84150 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 65.27 155.84200 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 62.42 155.84300 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 59.50 155.84400 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 58.02 155.84500 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 57.12 155.84600 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 56.52 155.84700 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 56.09 155.84800 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 55.76 155.84900 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 55.51 155.84

1000 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 55.31 155.841200 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 55.01 155.841500 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 54.70 155.842000 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 54.40 155.845000 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 53.85 155.84

10000 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 53.66 155.8450000 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 53.52 155.84

Tangent 43.84 173.03 15.13 171.24 56.13 214.62 47.61 220.88 59.90 262.47 51.38 268.73 53.50 155.84

P27P8 P9 P10 P11 P12 P13

P5 P6

Superelevation = Cross Level Variation =

P1 P2 P3 P4 P7

Design Criteria Tables 1 and 1A, Chapter 22 Clearance Tables 1-14 Rev F Revised January 2010

TABLE 1A Vehicle Dynamic Envelope to INSIDE of Curve0.00 Inches 0.50 Inches Rev. F 4/1/2005


82 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03100 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03150 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03200 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03300 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03400 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03500 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03600 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03700 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03800 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03900 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03

1000 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.031200 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.031500 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.032000 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.035000 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03

10000 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.0350000 -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03

Tangent -22.67 267.24 -51.38 268.73 -59.90 262.47 -18.90 219.24 -47.61 220.88 -56.13 214.62 -43.84 173.03


82 -52.36 166.77 -82.01 144.39 -80.23 122.45 -79.21 99.95 -77.89 83.40 -72.64 3.65 -68.92 155.84100 -52.36 166.77 -78.92 144.39 -77.14 122.45 -76.12 99.95 -74.80 83.40 -69.56 3.65 -65.84 155.84150 -52.36 166.77 -74.27 144.39 -72.50 122.45 -71.48 99.95 -70.16 83.40 -64.91 3.65 -61.19 155.84200 -52.36 166.77 -71.96 144.39 -70.19 122.45 -69.17 99.95 -67.85 83.40 -62.60 3.65 -58.88 155.84300 -52.36 166.77 -69.66 144.39 -67.88 122.45 -66.86 99.95 -65.54 83.40 -60.30 3.65 -56.58 155.84400 -52.36 166.77 -68.51 144.39 -66.73 122.45 -65.71 99.95 -64.39 83.40 -59.15 3.65 -55.43 155.84500 -52.36 166.77 -67.82 144.39 -66.04 122.45 -65.02 99.95 -63.70 83.40 -58.46 3.65 -54.74 155.84600 -52.36 166.77 -67.36 144.39 -65.58 122.45 -64.56 99.95 -63.24 83.40 -58.00 3.65 -54.28 155.84700 -52.36 166.77 -67.03 144.39 -65.91 122.45 -64.89 99.95 -62.91 83.40 -57.67 3.65 -53.95 155.84800 -52.36 166.77 -66.78 144.39 -66.51 122.45 -65.48 99.95 -62.67 83.40 -57.42 3.65 -53.70 155.84900 -52.36 166.77 -66.59 144.39 -66.97 122.45 -65.95 99.95 -62.48 83.40 -57.23 3.65 -53.51 155.84

1000 -52.36 166.77 -66.44 144.39 -67.34 122.45 -66.31 99.95 -62.32 83.40 -57.08 3.65 -53.36 155.841200 -52.36 166.77 -66.21 144.39 -67.89 122.45 -66.87 99.95 -62.09 83.40 -56.85 3.65 -53.13 155.841500 -52.36 166.77 -65.98 144.39 -68.44 122.45 -67.42 99.95 -61.86 83.40 -56.62 3.65 -52.90 155.842000 -52.36 166.77 -65.75 144.39 -68.99 122.45 -67.97 99.95 -61.63 83.40 -56.39 3.65 -52.67 155.845000 -52.36 166.77 -66.47 144.39 -69.97 122.45 -68.95 99.95 -62.35 83.40 -57.11 3.65 -53.11 155.84

10000 -52.36 166.77 -66.72 144.39 -70.30 122.45 -69.28 99.95 -62.60 83.40 -57.36 3.65 -53.30 155.8450000 -52.36 166.77 -66.92 144.39 -70.56 122.45 -69.54 99.95 -62.80 83.40 -57.56 3.65 -53.44 155.84

Tangent -52.36 166.77 -66.94 144.39 -70.59 122.45 -69.57 99.95 -62.83 83.40 -57.58 3.65 -53.46 155.84

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16




82 -0.20 15.75 84.96 5.06 88.92 84.92 103.81 101.58 104.60 123.80 92.12 145.61 49.38 167.70100 -0.20 15.75 80.40 5.06 84.37 84.92 97.90 101.58 98.69 123.80 87.56 145.61 49.38 167.70150 -0.20 15.75 73.12 5.06 77.08 84.92 88.41 101.58 89.20 123.80 80.27 145.61 49.38 167.70200 -0.20 15.75 69.31 5.06 73.27 84.92 83.44 101.58 84.23 123.80 76.46 145.61 49.38 167.70300 -0.20 15.75 65.39 5.06 69.36 84.92 78.33 101.58 79.12 123.80 72.55 145.61 49.38 167.70400 -0.20 15.75 63.40 5.06 67.36 84.92 75.72 101.58 76.51 123.80 70.55 145.61 49.38 167.70500 -0.20 15.75 62.19 5.06 66.15 84.92 74.13 101.58 74.93 123.80 69.34 145.61 49.38 167.70600 -0.20 15.75 61.38 5.06 65.34 84.92 73.07 101.58 73.87 123.80 68.53 145.61 49.38 167.70700 -0.20 15.75 60.80 5.06 64.76 84.92 72.31 101.58 73.10 123.80 67.95 145.61 49.38 167.70800 -0.20 15.75 60.36 5.06 64.32 84.92 71.74 101.58 72.53 123.80 67.51 145.61 49.38 167.70900 -0.20 15.75 60.02 5.06 63.98 84.92 71.29 101.58 72.08 123.80 67.17 145.61 49.38 167.70

1000 -0.20 15.75 59.74 5.06 63.71 84.92 70.93 101.58 71.73 123.80 66.90 145.61 49.38 167.701200 -0.20 15.75 59.33 5.06 63.30 84.92 70.40 101.58 71.19 123.80 66.49 145.61 49.38 167.701500 -0.20 15.75 58.92 5.06 62.88 84.92 69.86 101.58 70.65 123.80 66.07 145.61 49.38 167.702000 -0.20 15.75 58.51 5.06 62.47 84.92 69.32 101.58 70.11 123.80 65.66 145.61 49.38 167.705000 -0.20 15.75 57.76 5.06 61.72 84.92 68.34 101.58 69.13 123.80 64.92 145.61 49.38 167.70

10000 -0.20 15.75 57.51 5.06 61.48 84.92 68.01 101.58 68.81 123.80 64.67 145.61 49.38 167.7050000 -0.20 15.75 57.31 5.06 61.28 84.92 67.75 101.58 68.54 123.80 64.47 145.61 49.38 167.70

Tangent -0.20 15.75 57.29 5.06 61.25 84.92 67.72 101.58 68.51 123.80 64.44 145.61 49.38 167.70


82 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 71.47 156.79100 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 67.99 156.79150 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 62.48 156.79200 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 59.63 156.79300 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 56.71 156.79400 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 55.23 156.79500 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 54.33 156.79600 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 53.73 156.79700 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 53.30 156.79800 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 52.98 156.79900 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 52.72 156.79

1000 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 52.52 156.791200 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 52.22 156.791500 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 51.91 156.792000 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 51.61 156.795000 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 51.06 156.79

10000 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 50.88 156.7950000 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 50.73 156.79

Tangent 40.72 173.79 11.97 171.74 52.30 215.47 43.64 221.57 55.22 263.25 46.57 269.34 50.71 156.79

P27P8 P9 P10 P11 P12 P13

P5 P6


P1 P2 P3 P4 P7




82 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21100 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21150 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21200 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21300 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21400 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21500 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21600 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21700 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21800 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21900 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21

1000 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.211200 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.211500 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.212000 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.215000 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21

10000 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.2150000 -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21

Tangent -27.52 267.74 -56.19 269.04 -64.57 262.60 -22.90 219.74 -51.57 221.12 -59.95 214.69 -46.95 173.21


82 -55.34 166.78 -84.54 144.11 -82.36 122.06 -81.11 99.29 -79.50 82.85 -72.98 3.22 -71.70 155.83100 -55.34 166.78 -81.46 144.11 -79.28 122.06 -78.03 99.29 -76.41 82.85 -69.89 3.22 -68.62 155.83150 -55.34 166.78 -76.81 144.11 -74.63 122.06 -73.38 99.29 -71.77 82.85 -65.24 3.22 -63.97 155.83200 -55.34 166.78 -74.50 144.11 -72.32 122.06 -71.07 99.29 -69.46 82.85 -62.93 3.22 -61.66 155.83300 -55.34 166.78 -72.19 144.11 -70.02 122.06 -68.77 99.29 -67.15 82.85 -60.63 3.22 -59.36 155.83400 -55.34 166.78 -71.04 144.11 -68.87 122.06 -67.62 99.29 -66.00 82.85 -59.48 3.22 -58.21 155.83500 -55.34 166.78 -70.35 144.11 -68.18 122.06 -66.93 99.29 -65.31 82.85 -58.79 3.22 -57.52 155.83600 -55.34 166.78 -69.90 144.11 -67.72 122.06 -66.47 99.29 -64.85 82.85 -58.33 3.22 -57.06 155.83700 -55.34 166.78 -69.57 144.11 -68.04 122.06 -66.79 99.29 -64.53 82.85 -58.00 3.22 -56.73 155.83800 -55.34 166.78 -69.32 144.11 -68.64 122.06 -67.39 99.29 -64.28 82.85 -57.75 3.22 -56.48 155.83900 -55.34 166.78 -69.13 144.11 -69.10 122.06 -67.85 99.29 -64.09 82.85 -57.56 3.22 -56.29 155.83

1000 -55.34 166.78 -68.98 144.11 -69.47 122.06 -68.22 99.29 -63.94 82.85 -57.41 3.22 -56.14 155.831200 -55.34 166.78 -68.75 144.11 -70.02 122.06 -68.77 99.29 -63.71 82.85 -57.18 3.22 -55.91 155.831500 -55.34 166.78 -68.52 144.11 -70.57 122.06 -69.32 99.29 -63.48 82.85 -56.95 3.22 -55.68 155.832000 -55.34 166.78 -68.29 144.11 -71.12 122.06 -69.87 99.29 -63.25 82.85 -56.72 3.22 -55.45 155.835000 -55.34 166.78 -69.00 144.11 -72.11 122.06 -70.85 99.29 -63.96 82.85 -57.44 3.22 -55.89 155.83

10000 -55.34 166.78 -69.25 144.11 -72.43 122.06 -71.18 99.29 -64.21 82.85 -57.69 3.22 -56.08 155.8350000 -55.34 166.78 -69.45 144.11 -72.69 122.06 -71.44 99.29 -64.41 82.85 -57.89 3.22 -56.22 155.83

Tangent -55.34 166.78 -69.48 144.11 -72.73 122.06 -71.48 99.29 -64.44 82.85 -57.91 3.22 -56.24 155.83

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16




82 -0.61 16.24 84.60 6.48 87.28 86.40 101.87 103.17 102.43 125.10 89.54 146.79 46.37 168.57100 -0.61 16.24 80.04 6.48 82.72 86.40 95.95 103.17 96.52 125.10 84.98 146.79 46.37 168.57150 -0.61 16.24 72.75 6.48 75.43 86.40 86.47 103.17 87.03 125.10 77.70 146.79 46.37 168.57200 -0.61 16.24 68.94 6.48 71.62 86.40 81.50 103.17 82.06 125.10 73.89 146.79 46.37 168.57300 -0.61 16.24 65.03 6.48 67.71 86.40 76.38 103.17 76.95 125.10 69.97 146.79 46.37 168.57400 -0.61 16.24 63.03 6.48 65.71 86.40 73.77 103.17 74.34 125.10 67.98 146.79 46.37 168.57500 -0.61 16.24 61.83 6.48 64.50 86.40 72.19 103.17 72.75 125.10 66.77 146.79 46.37 168.57600 -0.61 16.24 61.01 6.48 63.69 86.40 71.13 103.17 71.69 125.10 65.96 146.79 46.37 168.57700 -0.61 16.24 60.43 6.48 63.11 86.40 70.37 103.17 70.93 125.10 65.38 146.79 46.37 168.57800 -0.61 16.24 59.99 6.48 62.67 86.40 69.79 103.17 70.36 125.10 64.94 146.79 46.37 168.57900 -0.61 16.24 59.65 6.48 62.33 86.40 69.35 103.17 69.91 125.10 64.60 146.79 46.37 168.57

1000 -0.61 16.24 59.38 6.48 62.06 86.40 68.99 103.17 69.55 125.10 64.32 146.79 46.37 168.571200 -0.61 16.24 58.97 6.48 61.65 86.40 68.45 103.17 69.01 125.10 63.91 146.79 46.37 168.571500 -0.61 16.24 58.56 6.48 61.23 86.40 67.91 103.17 68.47 125.10 63.50 146.79 46.37 168.572000 -0.61 16.24 58.14 6.48 60.82 86.40 67.37 103.17 67.93 125.10 63.09 146.79 46.37 168.575000 -0.61 16.24 57.40 6.48 60.08 86.40 66.40 103.17 66.96 125.10 62.34 146.79 46.37 168.57

10000 -0.61 16.24 57.15 6.48 59.83 86.40 66.07 103.17 66.63 125.10 62.09 146.79 46.37 168.5750000 -0.61 16.24 56.95 6.48 59.63 86.40 65.81 103.17 66.37 125.10 61.89 146.79 46.37 168.57

Tangent -0.61 16.24 56.92 6.48 59.60 86.40 65.78 103.17 66.34 125.10 61.87 146.79 46.37 168.57


82 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 68.66 157.70100 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 65.18 157.70150 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 59.67 157.70200 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 56.82 157.70300 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 53.90 157.70400 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 52.42 157.70500 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 51.52 157.70600 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 50.92 157.70700 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 50.49 157.70800 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 50.17 157.70900 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 49.91 157.70

1000 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 49.71 157.701200 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 49.41 157.701500 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 49.10 157.702000 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 48.80 157.705000 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 48.25 157.70

10000 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 48.07 157.7050000 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 47.92 157.70

Tangent 37.58 174.49 8.81 172.19 48.45 216.26 39.66 222.18 50.52 263.95 41.73 269.87 47.90 157.70


P13 P27

P1 P2 P3 P4 P5 P6 P7

P8 P9 P10 P11 P12




82 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34100 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34150 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34200 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34300 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34400 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34500 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34600 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34700 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34800 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34900 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34

1000 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.341200 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.341500 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.342000 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.345000 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34

10000 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.3450000 -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34

Tangent -32.36 268.15 -60.98 269.25 -69.22 262.65 -26.90 220.17 -55.52 221.30 -63.76 214.70 -50.05 173.34


82 -58.30 166.74 -87.06 143.79 -84.48 121.63 -83.00 98.60 -81.10 82.28 -73.30 2.80 -74.47 155.77100 -58.30 166.74 -83.98 143.79 -81.40 121.63 -79.92 98.60 -78.02 82.28 -70.21 2.80 -71.39 155.77150 -58.30 166.74 -79.33 143.79 -76.75 121.63 -75.27 98.60 -73.37 82.28 -65.57 2.80 -66.74 155.77200 -58.30 166.74 -77.02 143.79 -74.44 121.63 -72.96 98.60 -71.06 82.28 -63.26 2.80 -64.43 155.77300 -58.30 166.74 -74.72 143.79 -72.14 121.63 -70.66 98.60 -68.76 82.28 -60.95 2.80 -62.13 155.77400 -58.30 166.74 -73.57 143.79 -70.99 121.63 -69.51 98.60 -67.60 82.28 -59.80 2.80 -60.98 155.77500 -58.30 166.74 -72.88 143.79 -70.30 121.63 -68.82 98.60 -66.92 82.28 -59.11 2.80 -60.29 155.77600 -58.30 166.74 -72.42 143.79 -69.84 121.63 -68.36 98.60 -66.46 82.28 -58.65 2.80 -59.83 155.77700 -58.30 166.74 -72.09 143.79 -70.16 121.63 -68.68 98.60 -66.13 82.28 -58.32 2.80 -59.50 155.77800 -58.30 166.74 -71.84 143.79 -70.76 121.63 -69.28 98.60 -65.88 82.28 -58.08 2.80 -59.25 155.77900 -58.30 166.74 -71.65 143.79 -71.22 121.63 -69.74 98.60 -65.69 82.28 -57.89 2.80 -59.06 155.77

1000 -58.30 166.74 -71.50 143.79 -71.59 121.63 -70.11 98.60 -65.54 82.28 -57.73 2.80 -58.91 155.771200 -58.30 166.74 -71.27 143.79 -72.14 121.63 -70.66 98.60 -65.31 82.28 -57.50 2.80 -58.68 155.771500 -58.30 166.74 -71.04 143.79 -72.69 121.63 -71.21 98.60 -65.08 82.28 -57.27 2.80 -58.45 155.772000 -58.30 166.74 -70.81 143.79 -73.24 121.63 -71.76 98.60 -64.85 82.28 -57.04 2.80 -58.22 155.775000 -58.30 166.74 -71.52 143.79 -74.22 121.63 -72.75 98.60 -65.56 82.28 -57.76 2.80 -58.66 155.77

10000 -58.30 166.74 -71.78 143.79 -74.55 121.63 -73.07 98.60 -65.81 82.28 -58.01 2.80 -58.85 155.7750000 -58.30 166.74 -71.98 143.79 -74.81 121.63 -73.33 98.60 -66.01 82.28 -58.21 2.80 -58.99 155.77

Tangent -58.30 166.74 -72.00 143.79 -74.85 121.63 -73.37 98.60 -66.04 82.28 -58.24 2.80 -59.01 155.77

P20

P21 P22 P23 P24 P25

P18 P19

P26 P28


P14 P15 P17P16




82 -1.02 16.73 84.21 7.89 85.60 87.86 99.90 104.73 100.23 126.36 86.94 147.91 43.35 169.39100 -1.02 16.73 79.65 7.89 81.05 87.86 93.98 104.73 94.32 126.36 82.39 147.91 43.35 169.39150 -1.02 16.73 72.36 7.89 73.76 87.86 84.50 104.73 84.83 126.36 75.10 147.91 43.35 169.39200 -1.02 16.73 68.55 7.89 69.95 87.86 79.53 104.73 79.86 126.36 71.29 147.91 43.35 169.39300 -1.02 16.73 64.64 7.89 66.04 87.86 74.41 104.73 74.75 126.36 67.38 147.91 43.35 169.39400 -1.02 16.73 62.65 7.89 64.04 87.86 71.80 104.73 72.14 126.36 65.38 147.91 43.35 169.39500 -1.02 16.73 61.44 7.89 62.83 87.86 70.22 104.73 70.55 126.36 64.17 147.91 43.35 169.39600 -1.02 16.73 60.62 7.89 62.02 87.86 69.16 104.73 69.49 126.36 63.36 147.91 43.35 169.39700 -1.02 16.73 60.04 7.89 61.44 87.86 68.40 104.73 68.73 126.36 62.78 147.91 43.35 169.39800 -1.02 16.73 59.61 7.89 61.00 87.86 67.82 104.73 68.16 126.36 62.34 147.91 43.35 169.39900 -1.02 16.73 59.26 7.89 60.66 87.86 67.38 104.73 67.71 126.36 62.00 147.91 43.35 169.39

1000 -1.02 16.73 58.99 7.89 60.38 87.86 67.02 104.73 67.35 126.36 61.73 147.91 43.35 169.391200 -1.02 16.73 58.58 7.89 59.97 87.86 66.48 104.73 66.81 126.36 61.31 147.91 43.35 169.391500 -1.02 16.73 58.17 7.89 59.56 87.86 65.94 104.73 66.28 126.36 60.90 147.91 43.35 169.392000 -1.02 16.73 57.75 7.89 59.15 87.86 65.40 104.73 65.73 126.36 60.49 147.91 43.35 169.395000 -1.02 16.73 57.01 7.89 58.40 87.86 64.43 104.73 64.76 126.36 59.74 147.91 43.35 169.39

10000 -1.02 16.73 56.76 7.89 58.15 87.86 64.10 104.73 64.43 126.36 59.49 147.91 43.35 169.3950000 -1.02 16.73 56.56 7.89 57.95 87.86 63.84 104.73 64.17 126.36 59.29 147.91 43.35 169.39

Tangent -1.02 16.73 56.53 7.89 57.93 87.86 63.81 104.73 64.14 126.36 59.27 147.91 43.35 169.39


82 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 65.83 158.55100 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 62.35 158.55150 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 56.85 158.55200 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 53.99 158.55300 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 51.07 158.55400 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 49.59 158.55500 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 48.69 158.55600 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 48.09 158.55700 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 47.66 158.55800 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 47.34 158.55900 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 47.09 158.55

1000 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 46.88 158.551200 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 46.58 158.551500 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 46.27 158.552000 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 45.97 158.555000 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 45.42 158.55

10000 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 45.24 158.5550000 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 45.09 158.55

Tangent 34.43 175.13 5.64 172.70 44.58 216.97 35.66 222.72 45.80 264.56 36.89 270.37 45.07 158.55

P8 P9 P10 P11 P12

P3 P4 P5 P6 P7


P13 P27

P1 P2




82 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41100 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41150 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41200 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41300 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41400 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41500 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41600 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41700 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41800 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41900 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41

1000 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.411200 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.411500 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.412000 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.415000 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41

10000 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.4150000 -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41

Tangent -37.20 268.70 -65.75 269.38 -73.85 262.62 -30.90 220.70 -59.45 221.40 -67.55 214.63 -53.15 173.41


82 -61.25 166.65 -89.57 143.43 -86.59 121.16 -84.88 97.88 -82.69 81.68 -73.61 2.37 -77.23 155.66100 -61.25 166.65 -86.48 143.43 -83.50 121.16 -81.79 97.88 -79.60 81.68 -70.53 2.37 -74.14 155.66150 -61.25 166.65 -81.84 143.43 -78.85 121.16 -77.15 97.88 -74.96 81.68 -65.88 2.37 -69.50 155.66200 -61.25 166.65 -79.53 143.43 -76.54 121.16 -74.84 97.88 -72.65 81.68 -63.57 2.37 -67.19 155.66300 -61.25 166.65 -77.22 143.43 -74.24 121.16 -72.53 97.88 -70.34 81.68 -61.27 2.37 -64.88 155.66400 -61.25 166.65 -76.07 143.43 -73.09 121.16 -71.38 97.88 -69.19 81.68 -60.12 2.37 -63.73 155.66500 -61.25 166.65 -75.38 143.43 -72.40 121.16 -70.69 97.88 -68.50 81.68 -59.43 2.37 -63.04 155.66600 -61.25 166.65 -74.92 143.43 -71.94 121.16 -70.23 97.88 -68.04 81.68 -58.97 2.37 -62.58 155.66700 -61.25 166.65 -74.59 143.43 -72.27 121.16 -70.56 97.88 -67.72 81.68 -58.64 2.37 -62.26 155.66800 -61.25 166.65 -74.35 143.43 -72.86 121.16 -71.15 97.88 -67.47 81.68 -58.39 2.37 -62.01 155.66900 -61.25 166.65 -74.16 143.43 -73.32 121.16 -71.62 97.88 -67.28 81.68 -58.20 2.37 -61.82 155.66

1000 -61.25 166.65 -74.00 143.43 -73.69 121.16 -71.98 97.88 -67.12 81.68 -58.05 2.37 -61.67 155.661200 -61.25 166.65 -73.77 143.43 -74.24 121.16 -72.54 97.88 -66.89 81.68 -57.82 2.37 -61.44 155.661500 -61.25 166.65 -73.54 143.43 -74.79 121.16 -73.09 97.88 -66.66 81.68 -57.59 2.37 -61.21 155.662000 -61.25 166.65 -73.31 143.43 -75.34 121.16 -73.63 97.88 -66.44 81.68 -57.36 2.37 -60.98 155.665000 -61.25 166.65 -74.03 143.43 -76.33 121.16 -74.62 97.88 -67.15 81.68 -58.08 2.37 -61.42 155.66

10000 -61.25 166.65 -74.28 143.43 -76.65 121.16 -74.95 97.88 -67.40 81.68 -58.33 2.37 -61.60 155.6650000 -61.25 166.65 -74.48 143.43 -76.92 121.16 -75.21 97.88 -67.60 81.68 -58.53 2.37 -61.75 155.66

Tangent -61.25 166.65 -74.51 143.43 -76.95 121.16 -75.24 97.88 -67.63 81.68 -58.55 2.37 -61.77 155.66

P16 P17


P14 P15 P20

P21 P22 P23 P24 P25

P18 P19

P26 P28




82 -1.45 17.20 83.79 9.29 83.91 89.28 97.90 106.24 98.00 127.58 84.32 148.99 40.31 170.15100 -1.45 17.20 79.24 9.29 79.35 89.28 91.99 106.24 92.09 127.58 79.77 148.99 40.31 170.15150 -1.45 17.20 71.95 9.29 72.06 89.28 82.50 106.24 82.61 127.58 72.48 148.99 40.31 170.15200 -1.45 17.20 68.14 9.29 68.25 89.28 77.53 106.24 77.64 127.58 68.67 148.99 40.31 170.15300 -1.45 17.20 64.23 9.29 64.34 89.28 72.42 106.24 72.52 127.58 64.76 148.99 40.31 170.15400 -1.45 17.20 62.23 9.29 62.34 89.28 69.81 106.24 69.91 127.58 62.76 148.99 40.31 170.15500 -1.45 17.20 61.02 9.29 61.13 89.28 68.23 106.24 68.33 127.58 61.55 148.99 40.31 170.15600 -1.45 17.20 60.21 9.29 60.32 89.28 67.16 106.24 67.27 127.58 60.74 148.99 40.31 170.15700 -1.45 17.20 59.63 9.29 59.74 89.28 66.40 106.24 66.51 127.58 60.16 148.99 40.31 170.15800 -1.45 17.20 59.19 9.29 59.30 89.28 65.83 106.24 65.93 127.58 59.72 148.99 40.31 170.15900 -1.45 17.20 58.85 9.29 58.96 89.28 65.38 106.24 65.49 127.58 59.38 148.99 40.31 170.15

1000 -1.45 17.20 58.58 9.29 58.69 89.28 65.03 106.24 65.13 127.58 59.11 148.99 40.31 170.151200 -1.45 17.20 58.17 9.29 58.28 89.28 64.49 106.24 64.59 127.58 58.69 148.99 40.31 170.151500 -1.45 17.20 57.75 9.29 57.87 89.28 63.95 106.24 64.05 127.58 58.28 148.99 40.31 170.152000 -1.45 17.20 57.34 9.29 57.45 89.28 63.41 106.24 63.51 127.58 57.87 148.99 40.31 170.155000 -1.45 17.20 56.59 9.29 56.71 89.28 62.43 106.24 62.53 127.58 57.12 148.99 40.31 170.15

10000 -1.45 17.20 56.35 9.29 56.46 89.28 62.11 106.24 62.21 127.58 56.87 148.99 40.31 170.1550000 -1.45 17.20 56.15 9.29 56.26 89.28 61.84 106.24 61.95 127.58 56.67 148.99 40.31 170.15

Tangent -1.45 17.20 56.12 9.29 56.23 89.28 61.81 106.24 61.91 127.58 56.65 148.99 40.31 170.15


82 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 62.99 159.35100 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 59.51 159.35150 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 54.00 159.35200 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 51.14 159.35300 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 48.23 159.35400 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 46.74 159.35500 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 45.85 159.35600 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 45.25 159.35700 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 44.81 159.35800 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 44.49 159.35900 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 44.24 159.35

1000 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 44.04 159.351200 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 43.73 159.351500 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 43.43 159.352000 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 43.12 159.355000 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 42.57 159.35

10000 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 42.39 159.3550000 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 42.24 159.35

Tangent 31.26 175.72 2.46 173.20 40.69 217.62 31.64 223.22 41.07 265.08 32.02 270.80 42.22 159.35


P13 P27

P1 P2 P3 P4 P5 P6 P7

P8 P9 P10 P11 P12




82 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43100 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43150 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43200 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43300 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43400 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43500 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43600 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43700 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43800 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43900 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43

1000 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.431200 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.431500 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.432000 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.435000 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43

10000 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.4350000 -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43

Tangent -42.03 269.20 -70.50 269.42 -78.46 262.50 -34.89 221.20 -63.37 221.43 -71.32 214.50 -56.23 173.43


82 -64.19 166.50 -92.06 143.02 -88.67 120.66 -86.74 97.12 -84.26 81.05 -73.92 1.94 -79.97 155.50100 -64.19 166.50 -88.97 143.02 -85.58 120.66 -83.65 97.12 -81.18 81.05 -70.83 1.94 -76.89 155.50150 -64.19 166.50 -84.32 143.02 -80.94 120.66 -79.00 97.12 -76.53 81.05 -66.19 1.94 -72.24 155.50200 -64.19 166.50 -82.01 143.02 -78.63 120.66 -76.69 97.12 -74.22 81.05 -63.88 1.94 -69.93 155.50300 -64.19 166.50 -79.71 143.02 -76.32 120.66 -74.39 97.12 -71.92 81.05 -61.57 1.94 -67.63 155.50400 -64.19 166.50 -78.56 143.02 -75.17 120.66 -73.24 97.12 -70.77 81.05 -60.42 1.94 -66.48 155.50500 -64.19 166.50 -77.87 143.02 -74.48 120.66 -72.55 97.12 -70.08 81.05 -59.73 1.94 -65.79 155.50600 -64.19 166.50 -77.41 143.02 -74.02 120.66 -72.09 97.12 -69.62 81.05 -59.27 1.94 -65.33 155.50700 -64.19 166.50 -77.08 143.02 -74.35 120.66 -72.42 97.12 -69.29 81.05 -58.95 1.94 -65.00 155.50800 -64.19 166.50 -76.84 143.02 -74.95 120.66 -73.01 97.12 -69.04 81.05 -58.70 1.94 -64.75 155.50900 -64.19 166.50 -76.64 143.02 -75.41 120.66 -73.47 97.12 -68.85 81.05 -58.51 1.94 -64.56 155.50

1000 -64.19 166.50 -76.49 143.02 -75.77 120.66 -73.84 97.12 -68.70 81.05 -58.35 1.94 -64.41 155.501200 -64.19 166.50 -76.26 143.02 -76.33 120.66 -74.39 97.12 -68.47 81.05 -58.13 1.94 -64.18 155.501500 -64.19 166.50 -76.03 143.02 -76.88 120.66 -74.94 97.12 -68.24 81.05 -57.90 1.94 -63.95 155.502000 -64.19 166.50 -75.80 143.02 -77.43 120.66 -75.49 97.12 -68.01 81.05 -57.67 1.94 -63.72 155.505000 -64.19 166.50 -76.52 143.02 -78.41 120.66 -76.48 97.12 -68.73 81.05 -58.38 1.94 -64.16 155.50

10000 -64.19 166.50 -76.77 143.02 -78.74 120.66 -76.81 97.12 -68.98 81.05 -58.63 1.94 -64.34 155.5050000 -64.19 166.50 -76.97 143.02 -79.00 120.66 -77.07 97.12 -69.18 81.05 -58.83 1.94 -64.49 155.50

Tangent -64.19 166.50 -76.99 143.02 -79.03 120.66 -77.10 97.12 -69.20 81.05 -58.86 1.94 -64.51 155.50

P20

P21 P22 P23 P24 P25

P18 P19

P26 P28


P14 P15 P17P16




82 -1.88 17.67 83.36 10.68 82.19 90.68 95.88 107.72 95.76 128.75 81.68 150.01 37.25 170.86100 -1.88 17.67 78.80 10.68 77.63 90.68 89.97 107.72 89.85 128.75 77.13 150.01 37.25 170.86150 -1.88 17.67 71.51 10.68 70.34 90.68 80.49 107.72 80.36 128.75 69.84 150.01 37.25 170.86200 -1.88 17.67 67.70 10.68 66.54 90.68 75.52 107.72 75.39 128.75 66.03 150.01 37.25 170.86300 -1.88 17.67 63.79 10.68 62.62 90.68 70.40 107.72 70.28 128.75 62.12 150.01 37.25 170.86400 -1.88 17.67 61.79 10.68 60.63 90.68 67.79 107.72 67.67 128.75 60.12 150.01 37.25 170.86500 -1.88 17.67 60.58 10.68 59.42 90.68 66.21 107.72 66.08 128.75 58.91 150.01 37.25 170.86600 -1.88 17.67 59.77 10.68 58.61 90.68 65.15 107.72 65.02 128.75 58.10 150.01 37.25 170.86700 -1.88 17.67 59.19 10.68 58.03 90.68 64.39 107.72 64.26 128.75 57.52 150.01 37.25 170.86800 -1.88 17.67 58.75 10.68 57.59 90.68 63.81 107.72 63.69 128.75 57.08 150.01 37.25 170.86900 -1.88 17.67 58.41 10.68 57.25 90.68 63.37 107.72 63.24 128.75 56.74 150.01 37.25 170.86

1000 -1.88 17.67 58.14 10.68 56.97 90.68 63.01 107.72 62.88 128.75 56.47 150.01 37.25 170.861200 -1.88 17.67 57.73 10.68 56.56 90.68 62.47 107.72 62.35 128.75 56.05 150.01 37.25 170.861500 -1.88 17.67 57.32 10.68 56.15 90.68 61.93 107.72 61.81 128.75 55.64 150.01 37.25 170.862000 -1.88 17.67 56.90 10.68 55.74 90.68 61.39 107.72 61.27 128.75 55.23 150.01 37.25 170.865000 -1.88 17.67 56.16 10.68 54.99 90.68 60.42 107.72 60.29 128.75 54.48 150.01 37.25 170.86

10000 -1.88 17.67 55.91 10.68 54.74 90.68 60.09 107.72 59.96 128.75 54.23 150.01 37.25 170.8650000 -1.88 17.67 55.71 10.68 54.54 90.68 59.83 107.72 59.70 128.75 54.04 150.01 37.25 170.86

Tangent -1.88 17.67 55.68 10.68 54.52 90.68 59.80 107.72 59.67 128.75 54.01 150.01 37.25 170.86


82 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 60.12 160.09100 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 56.65 160.09150 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 51.14 160.09200 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 48.28 160.09300 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 45.36 160.09400 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 43.88 160.09500 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 42.99 160.09600 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 42.38 160.09700 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 41.95 160.09800 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 41.63 160.09900 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 41.38 160.09

1000 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 41.17 160.091200 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 40.87 160.091500 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 40.57 160.092000 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 40.26 160.095000 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 39.71 160.09

10000 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 39.53 160.0950000 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 39.38 160.09

Tangent 28.08 176.25 -0.71 173.66 36.79 218.19 27.62 223.69 36.32 265.58 27.16 271.24 39.36 160.09

P8 P9 P10 P11 P12

P3 P4 P5 P6 P7


P13 P27

P1 P2




82 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39100 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39150 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39200 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39300 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39400 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39500 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39600 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39700 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39800 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39900 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39

1000 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.391200 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.391500 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.392000 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.395000 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39

10000 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.3950000 -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39

Tangent -46.83 269.66 -75.23 269.38 -83.04 262.29 -38.86 221.66 -67.26 221.38 -75.07 214.30 -59.29 173.39


82 -67.10 166.30 -94.52 142.56 -90.73 120.11 -88.58 96.33 -85.82 80.40 -74.22 1.51 -82.70 155.29100 -67.10 166.30 -91.44 142.56 -87.65 120.11 -85.49 96.33 -82.74 80.40 -71.13 1.51 -79.61 155.29150 -67.10 166.30 -86.79 142.56 -83.00 120.11 -80.84 96.33 -78.09 80.40 -66.49 1.51 -74.96 155.29200 -67.10 166.30 -84.48 142.56 -80.69 120.11 -78.53 96.33 -75.78 80.40 -64.18 1.51 -72.65 155.29300 -67.10 166.30 -82.18 142.56 -78.39 120.11 -76.23 96.33 -73.48 80.40 -61.87 1.51 -70.35 155.29400 -67.10 166.30 -81.03 142.56 -77.24 120.11 -75.08 96.33 -72.32 80.40 -60.72 1.51 -69.20 155.29500 -67.10 166.30 -80.34 142.56 -76.55 120.11 -74.39 96.33 -71.64 80.40 -60.03 1.51 -68.51 155.29600 -67.10 166.30 -79.88 142.56 -76.09 120.11 -73.93 96.33 -71.18 80.40 -59.57 1.51 -68.05 155.29700 -67.10 166.30 -79.55 142.56 -76.42 120.11 -74.26 96.33 -70.85 80.40 -59.24 1.51 -67.72 155.29800 -67.10 166.30 -79.30 142.56 -77.01 120.11 -74.85 96.33 -70.60 80.40 -59.00 1.51 -67.48 155.29900 -67.10 166.30 -79.11 142.56 -77.47 120.11 -75.31 96.33 -70.41 80.40 -58.81 1.51 -67.28 155.29

1000 -67.10 166.30 -78.96 142.56 -77.84 120.11 -75.68 96.33 -70.26 80.40 -58.65 1.51 -67.13 155.291200 -67.10 166.30 -78.73 142.56 -78.39 120.11 -76.23 96.33 -70.03 80.40 -58.42 1.51 -66.90 155.291500 -67.10 166.30 -78.50 142.56 -78.94 120.11 -76.78 96.33 -69.80 80.40 -58.19 1.51 -66.67 155.292000 -67.10 166.30 -78.27 142.56 -79.49 120.11 -77.33 96.33 -69.57 80.40 -57.96 1.51 -66.44 155.295000 -67.10 166.30 -78.99 142.56 -80.48 120.11 -78.32 96.33 -70.28 80.40 -58.68 1.51 -66.88 155.29

10000 -67.10 166.30 -79.24 142.56 -80.80 120.11 -78.65 96.33 -70.53 80.40 -58.93 1.51 -67.07 155.2950000 -67.10 166.30 -79.44 142.56 -81.07 120.11 -78.91 96.33 -70.73 80.40 -59.13 1.51 -67.22 155.29

Tangent -67.10 166.30 -79.46 142.56 -81.10 120.11 -78.94 96.33 -70.76 80.40 -59.15 1.51 -67.24 155.29

P16 P17


P14 P15 P20

P21 P22 P23 P24 P25

P18 P19

P26 P28




82 -2.31 18.13 82.90 12.06 80.45 92.03 93.85 109.16 93.49 129.88 79.03 150.98 34.19 171.50100 -2.31 18.13 78.34 12.06 75.90 92.03 87.94 109.16 87.58 129.88 74.47 150.98 34.19 171.50150 -2.31 18.13 71.05 12.06 68.61 92.03 78.45 109.16 78.10 129.88 67.18 150.98 34.19 171.50200 -2.31 18.13 67.24 12.06 64.80 92.03 73.48 109.16 73.13 129.88 63.37 150.98 34.19 171.50300 -2.31 18.13 63.33 12.06 60.89 92.03 68.37 109.16 68.01 129.88 59.46 150.98 34.19 171.50400 -2.31 18.13 61.33 12.06 58.89 92.03 65.76 109.16 65.40 129.88 57.46 150.98 34.19 171.50500 -2.31 18.13 60.12 12.06 57.68 92.03 64.17 109.16 63.82 129.88 56.25 150.98 34.19 171.50600 -2.31 18.13 59.31 12.06 56.87 92.03 63.11 109.16 62.76 129.88 55.44 150.98 34.19 171.50700 -2.31 18.13 58.73 12.06 56.29 92.03 62.35 109.16 62.00 129.88 54.86 150.98 34.19 171.50800 -2.31 18.13 58.29 12.06 55.85 92.03 61.78 109.16 61.42 129.88 54.42 150.98 34.19 171.50900 -2.31 18.13 57.95 12.06 55.51 92.03 61.33 109.16 60.98 129.88 54.08 150.98 34.19 171.50

1000 -2.31 18.13 57.68 12.06 55.24 92.03 60.97 109.16 60.62 129.88 53.81 150.98 34.19 171.501200 -2.31 18.13 57.27 12.06 54.83 92.03 60.44 109.16 60.08 129.88 53.40 150.98 34.19 171.501500 -2.31 18.13 56.85 12.06 54.41 92.03 59.90 109.16 59.54 129.88 52.99 150.98 34.19 171.502000 -2.31 18.13 56.44 12.06 54.00 92.03 59.36 109.16 59.00 129.88 52.57 150.98 34.19 171.505000 -2.31 18.13 55.70 12.06 53.25 92.03 58.38 109.16 58.03 129.88 51.83 150.98 34.19 171.50

10000 -2.31 18.13 55.45 12.06 53.01 92.03 58.05 109.16 57.70 129.88 51.58 150.98 34.19 171.5050000 -2.31 18.13 55.25 12.06 52.81 92.03 57.79 109.16 57.44 129.88 51.38 150.98 34.19 171.50

Tangent -2.31 18.13 55.22 12.06 52.78 92.03 57.76 109.16 57.41 129.88 51.35 150.98 34.19 171.50


82 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 57.25 160.78100 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 53.77 160.78150 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 48.26 160.78200 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 45.41 160.78300 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 42.49 160.78400 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 41.01 160.78500 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 40.11 160.78600 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 39.51 160.78700 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 39.08 160.78800 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 38.76 160.78900 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 38.50 160.78

1000 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 38.30 160.781200 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 38.00 160.781500 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 37.69 160.782000 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 37.39 160.785000 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 36.84 160.78

10000 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 36.65 160.7850000 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 36.51 160.78

Tangent 24.90 176.75 -3.89 174.07 32.88 218.69 23.59 224.08 31.57 266.02 22.28 271.74 36.49 160.78

P27P8 P9 P10 P11 P12 P13

P5 P6


P1 P2 P3 P4 P7




82 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29100 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29150 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29200 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29300 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29400 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29500 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29600 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29700 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29800 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29900 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29

1000 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.291200 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.291500 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.292000 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.295000 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29

10000 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.2950000 -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29

Tangent -51.62 270.04 -79.93 269.25 -87.59 262.01 -42.82 222.06 -71.13 221.27 -78.80 214.03 -62.33 173.29


82 -70.00 166.04 -96.97 142.05 -92.78 119.53 -90.39 95.52 -87.36 79.72 -74.51 1.08 -85.40 155.03100 -70.00 166.04 -93.88 142.05 -89.69 119.53 -87.31 95.52 -84.28 79.72 -71.42 1.08 -82.32 155.03150 -70.00 166.04 -89.24 142.05 -85.04 119.53 -82.66 95.52 -79.63 79.72 -66.77 1.08 -77.67 155.03200 -70.00 166.04 -86.93 142.05 -82.73 119.53 -80.35 95.52 -77.32 79.72 -64.46 1.08 -75.36 155.03300 -70.00 166.04 -84.62 142.05 -80.43 119.53 -78.05 95.52 -75.02 79.72 -62.16 1.08 -73.05 155.03400 -70.00 166.04 -83.47 142.05 -79.28 119.53 -76.90 95.52 -73.87 79.72 -61.01 1.08 -71.90 155.03500 -70.00 166.04 -82.78 142.05 -78.59 119.53 -76.21 95.52 -73.18 79.72 -60.32 1.08 -71.21 155.03600 -70.00 166.04 -82.32 142.05 -78.13 119.53 -75.75 95.52 -72.72 79.72 -59.86 1.08 -70.76 155.03700 -70.00 166.04 -81.99 142.05 -78.46 119.53 -76.08 95.52 -72.39 79.72 -59.53 1.08 -70.43 155.03800 -70.00 166.04 -81.75 142.05 -79.05 119.53 -76.67 95.52 -72.14 79.72 -59.29 1.08 -70.18 155.03900 -70.00 166.04 -81.56 142.05 -79.51 119.53 -77.13 95.52 -71.95 79.72 -59.09 1.08 -69.99 155.03

1000 -70.00 166.04 -81.40 142.05 -79.88 119.53 -77.50 95.52 -71.80 79.72 -58.94 1.08 -69.84 155.031200 -70.00 166.04 -81.17 142.05 -80.43 119.53 -78.05 95.52 -71.57 79.72 -58.71 1.08 -69.61 155.031500 -70.00 166.04 -80.94 142.05 -80.98 119.53 -78.60 95.52 -71.34 79.72 -58.48 1.08 -69.38 155.032000 -70.00 166.04 -80.71 142.05 -81.53 119.53 -79.15 95.52 -71.11 79.72 -58.25 1.08 -69.15 155.035000 -70.00 166.04 -81.43 142.05 -82.52 119.53 -80.14 95.52 -71.82 79.72 -58.97 1.08 -69.59 155.03

10000 -70.00 166.04 -81.68 142.05 -82.85 119.53 -80.46 95.52 -72.07 79.72 -59.22 1.08 -69.77 155.0350000 -70.00 166.04 -81.88 142.05 -83.11 119.53 -80.73 95.52 -72.27 79.72 -59.42 1.08 -69.92 155.03

Tangent -70.00 166.04 -81.90 142.05 -83.14 119.53 -80.76 95.52 -72.30 79.72 -59.44 1.08 -69.94 155.03

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16




82 0.39 15.50 85.46 2.94 91.35 82.63 106.67 99.13 107.81 123.13 95.93 145.00 53.84 167.24100 0.39 15.50 80.90 2.94 86.79 82.63 100.76 99.13 101.90 123.13 91.37 145.00 53.84 167.24150 0.39 15.50 73.62 2.94 79.50 82.63 91.27 99.13 92.41 123.13 84.08 145.00 53.84 167.24200 0.39 15.50 69.81 2.94 75.69 82.63 86.31 99.13 87.44 123.13 80.27 145.00 53.84 167.24300 0.39 15.50 65.89 2.94 71.78 82.63 81.19 99.13 82.33 123.13 76.36 145.00 53.84 167.24400 0.39 15.50 63.90 2.94 69.78 82.63 78.58 99.13 79.72 123.13 74.36 145.00 53.84 167.24500 0.39 15.50 62.69 2.94 68.57 82.63 77.00 99.13 78.13 123.13 73.15 145.00 53.84 167.24600 0.39 15.50 61.88 2.94 67.76 82.63 75.94 99.13 77.07 123.13 72.34 145.00 53.84 167.24700 0.39 15.50 61.30 2.94 67.18 82.63 75.18 99.13 76.31 123.13 71.76 145.00 53.84 167.24800 0.39 15.50 60.86 2.94 66.74 82.63 74.60 99.13 75.74 123.13 71.32 145.00 53.84 167.24900 0.39 15.50 60.52 2.94 66.40 82.63 74.16 99.13 75.29 123.13 70.98 145.00 53.84 167.24

1000 0.39 15.50 60.24 2.94 66.13 82.63 73.80 99.13 74.93 123.13 70.71 145.00 53.84 167.241200 0.39 15.50 59.83 2.94 65.72 82.63 73.26 99.13 74.40 123.13 70.30 145.00 53.84 167.241500 0.39 15.50 59.42 2.94 65.31 82.63 72.72 99.13 73.86 123.13 69.89 145.00 53.84 167.242000 0.39 15.50 59.01 2.94 64.89 82.63 72.18 99.13 73.32 123.13 69.47 145.00 53.84 167.245000 0.39 15.50 58.26 2.94 64.15 82.63 71.20 99.13 72.34 123.13 68.73 145.00 53.84 167.24

10000 0.39 15.50 58.01 2.94 63.90 82.63 70.88 99.13 72.01 123.13 68.48 145.00 53.84 167.2450000 0.39 15.50 57.81 2.94 63.70 82.63 70.62 99.13 71.75 123.13 68.28 145.00 53.84 167.24

Tangent 0.39 15.50 57.79 2.94 63.67 82.63 70.58 99.13 71.72 123.13 68.25 145.00 53.84 167.24


82 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 75.64 156.32100 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 72.16 156.32150 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 66.66 156.32200 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 63.80 156.32300 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 60.88 156.32400 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 59.40 156.32500 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 58.50 156.32600 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 57.90 156.32700 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 57.47 156.32800 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 57.15 156.32900 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 56.90 156.32

1000 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 56.69 156.321200 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 56.39 156.321500 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 56.09 156.322000 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 55.78 156.325000 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 55.23 156.32

10000 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 55.05 156.3250000 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 54.90 156.32

Tangent 45.39 173.42 16.70 171.47 58.03 215.05 49.58 221.23 62.23 262.87 53.78 269.05 54.88 156.32

P8 P9 P10 P11 P12

P3 P4 P5 P6 P7


P13 P27

P1 P2




82 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42100 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42150 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42200 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42300 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42400 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42500 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42600 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42700 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42800 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42900 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42

1000 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.421200 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.421500 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.422000 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.425000 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42

10000 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.4250000 -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42

Tangent -25.09 267.46 -53.78 269.05 -62.24 262.87 -20.90 219.46 -49.59 221.23 -58.04 215.05 -45.40 173.42


82 -53.85 167.24 -83.28 145.00 -81.30 123.13 -80.16 99.13 -78.70 82.63 -72.81 2.94 -70.32 156.32100 -53.85 167.24 -80.19 145.00 -78.21 123.13 -77.08 99.13 -75.61 82.63 -69.72 2.94 -67.23 156.32150 -53.85 167.24 -75.54 145.00 -73.57 123.13 -72.43 99.13 -70.96 82.63 -65.08 2.94 -62.58 156.32200 -53.85 167.24 -73.23 145.00 -71.26 123.13 -70.12 99.13 -68.65 82.63 -62.77 2.94 -60.27 156.32300 -53.85 167.24 -70.93 145.00 -68.95 123.13 -67.82 99.13 -66.35 82.63 -60.46 2.94 -57.97 156.32400 -53.85 167.24 -69.78 145.00 -67.80 123.13 -66.67 99.13 -65.20 82.63 -59.31 2.94 -56.82 156.32500 -53.85 167.24 -69.09 145.00 -67.11 123.13 -65.98 99.13 -64.51 82.63 -58.62 2.94 -56.13 156.32600 -53.85 167.24 -68.63 145.00 -66.65 123.13 -65.52 99.13 -64.05 82.63 -58.16 2.94 -55.67 156.32700 -53.85 167.24 -68.30 145.00 -66.98 123.13 -65.84 99.13 -63.72 82.63 -57.84 2.94 -55.34 156.32800 -53.85 167.24 -68.05 145.00 -67.57 123.13 -66.44 99.13 -63.48 82.63 -57.59 2.94 -55.09 156.32900 -53.85 167.24 -67.86 145.00 -68.04 123.13 -66.90 99.13 -63.28 82.63 -57.40 2.94 -54.90 156.32

1000 -53.85 167.24 -67.71 145.00 -68.40 123.13 -67.27 99.13 -63.13 82.63 -57.25 2.94 -54.75 156.321200 -53.85 167.24 -67.48 145.00 -68.96 123.13 -67.82 99.13 -62.90 82.63 -57.02 2.94 -54.52 156.321500 -53.85 167.24 -67.25 145.00 -69.51 123.13 -68.37 99.13 -62.67 82.63 -56.79 2.94 -54.29 156.322000 -53.85 167.24 -67.02 145.00 -70.05 123.13 -68.92 99.13 -62.44 82.63 -56.56 2.94 -54.06 156.325000 -53.85 167.24 -67.74 145.00 -71.04 123.13 -69.90 99.13 -63.16 82.63 -57.27 2.94 -54.50 156.32

10000 -53.85 167.24 -67.99 145.00 -71.37 123.13 -70.23 99.13 -63.41 82.63 -57.52 2.94 -54.69 156.3250000 -53.85 167.24 -68.19 145.00 -71.63 123.13 -70.49 99.13 -63.61 82.63 -57.72 2.94 -54.83 156.32

Tangent -53.85 167.24 -68.21 145.00 -71.66 123.13 -70.53 99.13 -63.63 82.63 -57.75 2.94 -54.85 156.32

P16 P17


P14 P15 P20

P21 P22 P23 P24 P25

P18 P19

P26 P28




82 0.00 16.00 85.14 4.36 89.74 84.16 104.77 100.77 105.68 124.45 93.39 146.20 50.87 168.14100 0.00 16.00 80.58 4.36 85.18 84.16 98.86 100.77 99.77 124.45 88.84 146.20 50.87 168.14150 0.00 16.00 73.29 4.36 77.89 84.16 89.37 100.77 90.28 124.45 81.55 146.20 50.87 168.14200 0.00 16.00 69.48 4.36 74.08 84.16 84.40 100.77 85.31 124.45 77.74 146.20 50.87 168.14300 0.00 16.00 65.57 4.36 70.17 84.16 79.29 100.77 80.20 124.45 73.83 146.20 50.87 168.14400 0.00 16.00 63.57 4.36 68.18 84.16 76.68 100.77 77.59 124.45 71.83 146.20 50.87 168.14500 0.00 16.00 62.36 4.36 66.97 84.16 75.10 100.77 76.00 124.45 70.62 146.20 50.87 168.14600 0.00 16.00 61.55 4.36 66.15 84.16 74.03 100.77 74.94 124.45 69.81 146.20 50.87 168.14700 0.00 16.00 60.97 4.36 65.57 84.16 73.27 100.77 74.18 124.45 69.23 146.20 50.87 168.14800 0.00 16.00 60.53 4.36 65.14 84.16 72.70 100.77 73.61 124.45 68.79 146.20 50.87 168.14900 0.00 16.00 60.19 4.36 64.79 84.16 72.25 100.77 73.16 124.45 68.45 146.20 50.87 168.14

1000 0.00 16.00 59.92 4.36 64.52 84.16 71.90 100.77 72.80 124.45 68.18 146.20 50.87 168.141200 0.00 16.00 59.51 4.36 64.11 84.16 71.36 100.77 72.26 124.45 67.76 146.20 50.87 168.141500 0.00 16.00 59.09 4.36 63.70 84.16 70.82 100.77 71.73 124.45 67.35 146.20 50.87 168.142000 0.00 16.00 58.68 4.36 63.28 84.16 70.28 100.77 71.18 124.45 66.94 146.20 50.87 168.145000 0.00 16.00 57.94 4.36 62.54 84.16 69.30 100.77 70.21 124.45 66.19 146.20 50.87 168.14

10000 0.00 16.00 57.69 4.36 62.29 84.16 68.98 100.77 69.88 124.45 65.94 146.20 50.87 168.1450000 0.00 16.00 57.49 4.36 62.09 84.16 68.71 100.77 69.62 124.45 65.74 146.20 50.87 168.14

Tangent 0.00 16.00 57.46 4.36 62.07 84.16 68.68 100.77 69.59 124.45 65.72 146.20 50.87 168.14


82 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 72.87 157.25100 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 69.39 157.25150 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 63.88 157.25200 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 61.03 157.25300 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 58.11 157.25400 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 56.63 157.25500 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 55.73 157.25600 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 55.13 157.25700 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 54.70 157.25800 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 54.37 157.25900 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 54.12 157.25

1000 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 53.92 157.251200 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 53.62 157.251500 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 53.31 157.252000 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 53.01 157.255000 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 52.46 157.25

10000 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 52.27 157.2550000 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 52.12 157.25

Tangent 42.28 174.15 13.55 172.00 54.22 215.88 45.63 221.88 57.57 263.61 48.98 269.62 52.11 157.25


P1 P2 P3 P4 P7P5 P6

P27P8 P9 P10 P11 P12 P13


y TABLE 9A Vehicle Dynamic Envelope to INSIDE of Curve1.00 Inches 1.00 Inches Rev. F 4/1/2005


82 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63100 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63150 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63200 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63300 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63400 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63500 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63600 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63700 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63800 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63900 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63

1000 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.631200 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.631500 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.632000 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.635000 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63

10000 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.6350000 -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63

Tangent -29.94 268.00 -58.58 269.39 -66.90 263.05 -24.90 220.00 -53.54 221.51 -61.86 215.16 -48.50 173.63


82 -56.82 167.28 -85.80 144.76 -83.43 122.76 -82.06 98.45 -80.30 82.07 -73.14 2.51 -73.09 156.34100 -56.82 167.28 -82.72 144.76 -80.34 122.76 -78.97 98.45 -77.22 82.07 -70.05 2.51 -70.00 156.34150 -56.82 167.28 -78.07 144.76 -75.69 122.76 -74.33 98.45 -72.57 82.07 -65.41 2.51 -65.36 156.34200 -56.82 167.28 -75.76 144.76 -73.38 122.76 -72.02 98.45 -70.26 82.07 -63.10 2.51 -63.05 156.34300 -56.82 167.28 -73.46 144.76 -71.08 122.76 -69.71 98.45 -67.96 82.07 -60.79 2.51 -60.74 156.34400 -56.82 167.28 -72.31 144.76 -69.93 122.76 -68.56 98.45 -66.81 82.07 -59.64 2.51 -59.59 156.34500 -56.82 167.28 -71.62 144.76 -69.24 122.76 -67.87 98.45 -66.12 82.07 -58.95 2.51 -58.90 156.34600 -56.82 167.28 -71.16 144.76 -68.78 122.76 -67.41 98.45 -65.66 82.07 -58.49 2.51 -58.44 156.34700 -56.82 167.28 -70.83 144.76 -69.11 122.76 -67.74 98.45 -65.33 82.07 -58.16 2.51 -58.12 156.34800 -56.82 167.28 -70.58 144.76 -69.70 122.76 -68.34 98.45 -65.08 82.07 -57.92 2.51 -57.87 156.34900 -56.82 167.28 -70.39 144.76 -70.16 122.76 -68.80 98.45 -64.89 82.07 -57.73 2.51 -57.68 156.34

1000 -56.82 167.28 -70.24 144.76 -70.53 122.76 -69.17 98.45 -64.74 82.07 -57.57 2.51 -57.52 156.341200 -56.82 167.28 -70.01 144.76 -71.08 122.76 -69.72 98.45 -64.51 82.07 -57.34 2.51 -57.29 156.341500 -56.82 167.28 -69.78 144.76 -71.63 122.76 -70.27 98.45 -64.28 82.07 -57.11 2.51 -57.07 156.342000 -56.82 167.28 -69.55 144.76 -72.18 122.76 -70.82 98.45 -64.05 82.07 -56.88 2.51 -56.84 156.345000 -56.82 167.28 -70.27 144.76 -73.17 122.76 -71.80 98.45 -64.76 82.07 -57.60 2.51 -57.28 156.34

10000 -56.82 167.28 -70.52 144.76 -73.49 122.76 -72.13 98.45 -65.01 82.07 -57.85 2.51 -57.46 156.3450000 -56.82 167.28 -70.72 144.76 -73.76 122.76 -72.39 98.45 -65.21 82.07 -58.05 2.51 -57.61 156.34

Tangent -56.82 167.28 -70.74 144.76 -73.79 122.76 -72.42 98.45 -65.24 82.07 -58.08 2.51 -57.63 156.34


P16 P20P17P14 P15

P21 P22 P23 P24 P25 P26 P28

P18 P19




82 -0.40 16.50 84.78 5.77 88.10 85.66 102.84 102.38 103.52 125.74 90.83 147.35 47.88 168.99100 -0.40 16.50 80.23 5.77 83.55 85.66 96.93 102.38 97.61 125.74 86.27 147.35 47.88 168.99150 -0.40 16.50 72.94 5.77 76.26 85.66 87.44 102.38 88.12 125.74 78.99 147.35 47.88 168.99200 -0.40 16.50 69.13 5.77 72.45 85.66 82.47 102.38 83.15 125.74 75.18 147.35 47.88 168.99300 -0.40 16.50 65.22 5.77 68.54 85.66 77.36 102.38 78.04 125.74 71.26 147.35 47.88 168.99400 -0.40 16.50 63.22 5.77 66.54 85.66 74.75 102.38 75.43 125.74 69.27 147.35 47.88 168.99500 -0.40 16.50 62.01 5.77 65.33 85.66 73.17 102.38 73.84 125.74 68.06 147.35 47.88 168.99600 -0.40 16.50 61.20 5.77 64.52 85.66 72.10 102.38 72.78 125.74 67.25 147.35 47.88 168.99700 -0.40 16.50 60.62 5.77 63.94 85.66 71.34 102.38 72.02 125.74 66.67 147.35 47.88 168.99800 -0.40 16.50 60.18 5.77 63.50 85.66 70.77 102.38 71.45 125.74 66.23 147.35 47.88 168.99900 -0.40 16.50 59.84 5.77 63.16 85.66 70.32 102.38 71.00 125.74 65.89 147.35 47.88 168.99

1000 -0.40 16.50 59.57 5.77 62.89 85.66 69.97 102.38 70.64 125.74 65.61 147.35 47.88 168.991200 -0.40 16.50 59.15 5.77 62.47 85.66 69.43 102.38 70.10 125.74 65.20 147.35 47.88 168.991500 -0.40 16.50 58.74 5.77 62.06 85.66 68.89 102.38 69.57 125.74 64.79 147.35 47.88 168.992000 -0.40 16.50 58.33 5.77 61.65 85.66 68.35 102.38 69.02 125.74 64.38 147.35 47.88 168.995000 -0.40 16.50 57.58 5.77 60.90 85.66 67.37 102.38 68.05 125.74 63.63 147.35 47.88 168.99

10000 -0.40 16.50 57.33 5.77 60.65 85.66 67.05 102.38 67.72 125.74 63.38 147.35 47.88 168.9950000 -0.40 16.50 57.13 5.77 60.45 85.66 66.78 102.38 67.46 125.74 63.18 147.35 47.88 168.99

Tangent -0.40 16.50 57.11 5.77 60.43 85.66 66.75 102.38 67.43 125.74 63.16 147.35 47.88 168.99


82 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 70.07 158.13100 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 66.59 158.13150 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 61.08 158.13200 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 58.23 158.13300 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 55.31 158.13400 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 53.83 158.13500 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 52.93 158.13600 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 52.33 158.13700 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 51.90 158.13800 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 51.57 158.13900 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 51.32 158.13

1000 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 51.12 158.131200 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 50.82 158.131500 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 50.51 158.132000 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 50.21 158.135000 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 49.66 158.13

10000 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 49.47 158.1350000 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 49.33 158.13

Tangent 39.15 174.82 10.39 172.47 50.38 216.63 41.65 222.46 52.88 264.26 44.15 270.10 49.31 158.13

P27P8 P9 P10 P11 P12 P13

P5 P6


P1 P2 P3 P4 P7




82 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78100 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78150 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78200 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78300 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78400 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78500 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78600 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78700 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78800 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78900 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78

1000 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.781200 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.781500 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.782000 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.785000 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78

10000 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.7850000 -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78

Tangent -34.78 268.46 -63.37 269.65 -71.54 263.14 -28.90 220.46 -57.48 221.72 -65.66 215.20 -51.60 173.78


82 -59.78 167.27 -88.32 144.46 -85.54 122.35 -83.94 97.74 -81.90 81.48 -73.46 2.09 -75.85 156.31100 -59.78 167.27 -85.23 144.46 -82.45 122.35 -80.86 97.74 -78.81 81.48 -70.37 2.09 -72.77 156.31150 -59.78 167.27 -80.59 144.46 -77.80 122.35 -76.21 97.74 -74.16 81.48 -65.72 2.09 -68.12 156.31200 -59.78 167.27 -78.28 144.46 -75.49 122.35 -73.90 97.74 -71.85 81.48 -63.42 2.09 -65.81 156.31300 -59.78 167.27 -75.97 144.46 -73.19 122.35 -71.60 97.74 -69.55 81.48 -61.11 2.09 -63.51 156.31400 -59.78 167.27 -74.82 144.46 -72.04 122.35 -70.45 97.74 -68.40 81.48 -59.96 2.09 -62.36 156.31500 -59.78 167.27 -74.13 144.46 -71.35 122.35 -69.76 97.74 -67.71 81.48 -59.27 2.09 -61.67 156.31600 -59.78 167.27 -73.67 144.46 -70.89 122.35 -69.30 97.74 -67.25 81.48 -58.81 2.09 -61.21 156.31700 -59.78 167.27 -73.34 144.46 -71.22 122.35 -69.62 97.74 -66.92 81.48 -58.48 2.09 -60.88 156.31800 -59.78 167.27 -73.10 144.46 -71.81 122.35 -70.22 97.74 -66.68 81.48 -58.24 2.09 -60.63 156.31900 -59.78 167.27 -72.91 144.46 -72.27 122.35 -70.68 97.74 -66.49 81.48 -58.05 2.09 -60.44 156.31

1000 -59.78 167.27 -72.75 144.46 -72.64 122.35 -71.05 97.74 -66.33 81.48 -57.89 2.09 -60.29 156.311200 -59.78 167.27 -72.52 144.46 -73.19 122.35 -71.60 97.74 -66.10 81.48 -57.66 2.09 -60.06 156.311500 -59.78 167.27 -72.29 144.46 -73.74 122.35 -72.15 97.74 -65.87 81.48 -57.43 2.09 -59.83 156.312000 -59.78 167.27 -72.06 144.46 -74.29 122.35 -72.70 97.74 -65.64 81.48 -57.20 2.09 -59.60 156.315000 -59.78 167.27 -72.78 144.46 -75.28 122.35 -73.68 97.74 -66.36 81.48 -57.92 2.09 -60.04 156.31

10000 -59.78 167.27 -73.03 144.46 -75.61 122.35 -74.01 97.74 -66.61 81.48 -58.17 2.09 -60.23 156.3150000 -59.78 167.27 -73.23 144.46 -75.87 122.35 -74.27 97.74 -66.81 81.48 -58.37 2.09 -60.37 156.31

Tangent -59.78 167.27 -73.26 144.46 -75.90 122.35 -74.31 97.74 -66.83 81.48 -58.39 2.09 -60.39 156.31

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16




82 -0.81 16.99 84.41 7.18 86.44 87.14 100.88 103.95 101.33 126.98 88.25 148.45 44.86 169.78100 -0.81 16.99 79.85 7.18 81.88 87.14 94.97 103.95 95.42 126.98 83.69 148.45 44.86 169.78150 -0.81 16.99 72.56 7.18 74.60 87.14 85.49 103.95 85.93 126.98 76.40 148.45 44.86 169.78200 -0.81 16.99 68.75 7.18 70.79 87.14 80.52 103.95 80.96 126.98 72.59 148.45 44.86 169.78300 -0.81 16.99 64.84 7.18 66.87 87.14 75.40 103.95 75.85 126.98 68.68 148.45 44.86 169.78400 -0.81 16.99 62.84 7.18 64.88 87.14 72.79 103.95 73.24 126.98 66.68 148.45 44.86 169.78500 -0.81 16.99 61.63 7.18 63.67 87.14 71.21 103.95 71.66 126.98 65.47 148.45 44.86 169.78600 -0.81 16.99 60.82 7.18 62.86 87.14 70.15 103.95 70.59 126.98 64.66 148.45 44.86 169.78700 -0.81 16.99 60.24 7.18 62.28 87.14 69.39 103.95 69.83 126.98 64.08 148.45 44.86 169.78800 -0.81 16.99 59.80 7.18 61.84 87.14 68.81 103.95 69.26 126.98 63.64 148.45 44.86 169.78900 -0.81 16.99 59.46 7.18 61.50 87.14 68.37 103.95 68.81 126.98 63.30 148.45 44.86 169.78

1000 -0.81 16.99 59.19 7.18 61.22 87.14 68.01 103.95 68.46 126.98 63.03 148.45 44.86 169.781200 -0.81 16.99 58.78 7.18 60.81 87.14 67.47 103.95 67.92 126.98 62.62 148.45 44.86 169.781500 -0.81 16.99 58.37 7.18 60.40 87.14 66.93 103.95 67.38 126.98 62.20 148.45 44.86 169.782000 -0.81 16.99 57.95 7.18 59.99 87.14 66.39 103.95 66.84 126.98 61.79 148.45 44.86 169.785000 -0.81 16.99 57.21 7.18 59.24 87.14 65.41 103.95 65.86 126.98 61.05 148.45 44.86 169.78

10000 -0.81 16.99 56.96 7.18 58.99 87.14 65.09 103.95 65.54 126.98 60.80 148.45 44.86 169.7850000 -0.81 16.99 56.76 7.18 58.79 87.14 64.83 103.95 65.27 126.98 60.60 148.45 44.86 169.78

Tangent -0.81 16.99 56.73 7.18 58.77 87.14 64.79 103.95 65.24 126.98 60.57 148.45 44.86 169.78


82 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 67.25 158.95100 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 63.77 158.95150 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 58.26 158.95200 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 55.41 158.95300 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 52.49 158.95400 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 51.01 158.95500 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 50.11 158.95600 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 49.51 158.95700 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 49.08 158.95800 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 48.75 158.95900 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 48.50 158.95

1000 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 48.30 158.951200 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 48.00 158.951500 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 47.69 158.952000 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 47.39 158.955000 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 46.84 158.95

10000 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 46.65 158.9550000 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 46.51 158.95

Tangent 36.01 175.43 7.23 172.94 46.51 217.30 37.66 222.96 48.17 264.83 39.31 270.62 46.49 158.95


P13 P27

P1 P2 P3 P4 P5 P6 P7

P8 P9 P10 P11 P12




82 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88100 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88150 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88200 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88300 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88400 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88500 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88600 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88700 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88800 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88900 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88

1000 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.881200 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.881500 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.882000 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.885000 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88

10000 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.8850000 -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88

Tangent -39.61 268.94 -68.13 269.83 -76.16 263.14 -32.89 220.94 -61.41 221.86 -69.44 215.17 -54.69 173.88


82 -62.72 167.20 -90.82 144.12 -87.63 121.90 -85.81 97.00 -83.48 80.87 -73.77 1.66 -78.60 156.22100 -62.72 167.20 -87.73 144.12 -84.54 121.90 -82.72 97.00 -80.39 80.87 -70.68 1.66 -75.52 156.22150 -62.72 167.20 -83.08 144.12 -79.90 121.90 -78.08 97.00 -75.75 80.87 -66.04 1.66 -70.87 156.22200 -62.72 167.20 -80.77 144.12 -77.59 121.90 -75.77 97.00 -73.44 80.87 -63.73 1.66 -68.56 156.22300 -62.72 167.20 -78.47 144.12 -75.28 121.90 -73.46 97.00 -71.13 80.87 -61.42 1.66 -66.26 156.22400 -62.72 167.20 -77.32 144.12 -74.13 121.90 -72.31 97.00 -69.98 80.87 -60.27 1.66 -65.11 156.22500 -62.72 167.20 -76.63 144.12 -73.44 121.90 -71.62 97.00 -69.29 80.87 -59.58 1.66 -64.42 156.22600 -62.72 167.20 -76.17 144.12 -72.98 121.90 -71.16 97.00 -68.83 80.87 -59.12 1.66 -63.96 156.22700 -62.72 167.20 -75.84 144.12 -73.31 121.90 -71.49 97.00 -68.50 80.87 -58.79 1.66 -63.63 156.22800 -62.72 167.20 -75.59 144.12 -73.91 121.90 -72.09 97.00 -68.26 80.87 -58.55 1.66 -63.38 156.22900 -62.72 167.20 -75.40 144.12 -74.37 121.90 -72.55 97.00 -68.07 80.87 -58.36 1.66 -63.19 156.22

1000 -62.72 167.20 -75.25 144.12 -74.74 121.90 -72.91 97.00 -67.91 80.87 -58.20 1.66 -63.04 156.221200 -62.72 167.20 -75.02 144.12 -75.29 121.90 -73.47 97.00 -67.68 80.87 -57.97 1.66 -62.81 156.221500 -62.72 167.20 -74.79 144.12 -75.84 121.90 -74.02 97.00 -67.45 80.87 -57.74 1.66 -62.58 156.222000 -62.72 167.20 -74.56 144.12 -76.39 121.90 -74.57 97.00 -67.22 80.87 -57.51 1.66 -62.35 156.225000 -62.72 167.20 -75.28 144.12 -77.37 121.90 -75.55 97.00 -67.94 80.87 -58.23 1.66 -62.79 156.22

10000 -62.72 167.20 -75.53 144.12 -77.70 121.90 -75.88 97.00 -68.19 80.87 -58.48 1.66 -62.98 156.2250000 -62.72 167.20 -75.73 144.12 -77.96 121.90 -76.14 97.00 -68.39 80.87 -58.68 1.66 -63.12 156.22

Tangent -62.72 167.20 -75.75 144.12 -77.99 121.90 -76.17 97.00 -68.42 80.87 -58.71 1.66 -63.14 156.22

P20

P21 P22 P23 P24 P25

P18 P19

P26 P28


P14 P15 P17P16




82 -1.23 17.47 84.00 8.59 84.76 88.58 98.90 105.49 99.12 128.17 85.64 149.50 41.83 170.51100 -1.23 17.47 79.45 8.59 80.20 88.58 92.99 105.49 93.21 128.17 81.08 149.50 41.83 170.51150 -1.23 17.47 72.16 8.59 72.91 88.58 83.50 105.49 83.72 128.17 73.79 149.50 41.83 170.51200 -1.23 17.47 68.35 8.59 69.10 88.58 78.53 105.49 78.75 128.17 69.98 149.50 41.83 170.51300 -1.23 17.47 64.44 8.59 65.19 88.58 73.42 105.49 73.64 128.17 66.07 149.50 41.83 170.51400 -1.23 17.47 62.44 8.59 63.19 88.58 70.81 105.49 71.03 128.17 64.07 149.50 41.83 170.51500 -1.23 17.47 61.23 8.59 61.99 88.58 69.23 105.49 69.44 128.17 62.86 149.50 41.83 170.51600 -1.23 17.47 60.42 8.59 61.17 88.58 68.16 105.49 68.38 128.17 62.05 149.50 41.83 170.51700 -1.23 17.47 59.84 8.59 60.59 88.58 67.40 105.49 67.62 128.17 61.47 149.50 41.83 170.51800 -1.23 17.47 59.40 8.59 60.15 88.58 66.83 105.49 67.05 128.17 61.03 149.50 41.83 170.51900 -1.23 17.47 59.06 8.59 59.81 88.58 66.38 105.49 66.60 128.17 60.69 149.50 41.83 170.51

1000 -1.23 17.47 58.79 8.59 59.54 88.58 66.03 105.49 66.24 128.17 60.42 149.50 41.83 170.511200 -1.23 17.47 58.38 8.59 59.13 88.58 65.49 105.49 65.71 128.17 60.01 149.50 41.83 170.511500 -1.23 17.47 57.96 8.59 58.72 88.58 64.95 105.49 65.17 128.17 59.59 149.50 41.83 170.512000 -1.23 17.47 57.55 8.59 58.30 88.58 64.41 105.49 64.63 128.17 59.18 149.50 41.83 170.515000 -1.23 17.47 56.80 8.59 57.56 88.58 63.43 105.49 63.65 128.17 58.44 149.50 41.83 170.51

10000 -1.23 17.47 56.56 8.59 57.31 88.58 63.11 105.49 63.32 128.17 58.19 149.50 41.83 170.5150000 -1.23 17.47 56.36 8.59 57.11 88.58 62.84 105.49 63.06 128.17 57.99 149.50 41.83 170.51

Tangent -1.23 17.47 56.33 8.59 57.08 88.58 62.81 105.49 63.03 128.17 57.96 149.50 41.83 170.51


82 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 64.41 159.73100 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 60.93 159.73150 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 55.42 159.73200 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 52.57 159.73300 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 49.65 159.73400 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 48.17 159.73500 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 47.27 159.73600 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 46.67 159.73700 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 46.24 159.73800 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 45.92 159.73900 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 45.66 159.73

1000 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 45.46 159.731200 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 45.16 159.731500 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 44.85 159.732000 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 44.55 159.735000 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 44.00 159.73

10000 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 43.81 159.7350000 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 43.67 159.73

Tangent 32.85 175.99 4.05 173.44 42.63 217.91 33.65 223.46 43.44 265.31 34.46 271.10 43.65 159.73


P13 P27

P1 P2 P3 P4 P5 P6 P7

P8 P9 P10 P11 P12




82 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93100 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93150 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93200 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93300 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93400 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93500 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93600 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93700 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93800 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93900 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93

1000 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.931200 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.931500 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.932000 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.935000 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93

10000 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.9350000 -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93

Tangent -44.43 269.43 -72.87 269.91 -80.76 263.07 -36.88 221.44 -65.32 221.92 -73.20 215.07 -57.76 173.93


82 -65.65 167.08 -93.29 143.73 -89.71 121.42 -87.66 96.23 -85.05 80.23 -74.07 1.23 -81.34 156.09100 -65.65 167.08 -90.21 143.73 -86.62 121.42 -84.57 96.23 -81.96 80.23 -70.98 1.23 -78.25 156.09150 -65.65 167.08 -85.56 143.73 -81.97 121.42 -79.93 96.23 -77.31 80.23 -66.34 1.23 -73.60 156.09200 -65.65 167.08 -83.25 143.73 -79.66 121.42 -77.62 96.23 -75.00 80.23 -64.03 1.23 -71.29 156.09300 -65.65 167.08 -80.95 143.73 -77.36 121.42 -75.31 96.23 -72.70 80.23 -61.72 1.23 -68.99 156.09400 -65.65 167.08 -79.80 143.73 -76.21 121.42 -74.16 96.23 -71.55 80.23 -60.57 1.23 -67.84 156.09500 -65.65 167.08 -79.11 143.73 -75.52 121.42 -73.47 96.23 -70.86 80.23 -59.88 1.23 -67.15 156.09600 -65.65 167.08 -78.65 143.73 -75.06 121.42 -73.01 96.23 -70.40 80.23 -59.42 1.23 -66.69 156.09700 -65.65 167.08 -78.32 143.73 -75.39 121.42 -73.34 96.23 -70.07 80.23 -59.10 1.23 -66.36 156.09800 -65.65 167.08 -78.07 143.73 -75.98 121.42 -73.93 96.23 -69.82 80.23 -58.85 1.23 -66.12 156.09900 -65.65 167.08 -77.88 143.73 -76.44 121.42 -74.40 96.23 -69.63 80.23 -58.66 1.23 -65.92 156.09

1000 -65.65 167.08 -77.73 143.73 -76.81 121.42 -74.76 96.23 -69.48 80.23 -58.50 1.23 -65.77 156.091200 -65.65 167.08 -77.50 143.73 -77.36 121.42 -75.32 96.23 -69.25 80.23 -58.27 1.23 -65.54 156.091500 -65.65 167.08 -77.27 143.73 -77.91 121.42 -75.87 96.23 -69.02 80.23 -58.05 1.23 -65.31 156.092000 -65.65 167.08 -77.04 143.73 -78.46 121.42 -76.41 96.23 -68.79 80.23 -57.82 1.23 -65.08 156.095000 -65.65 167.08 -77.75 143.73 -79.45 121.42 -77.40 96.23 -69.51 80.23 -58.53 1.23 -65.52 156.09

10000 -65.65 167.08 -78.00 143.73 -79.77 121.42 -77.73 96.23 -69.76 80.23 -58.78 1.23 -65.71 156.0950000 -65.65 167.08 -78.20 143.73 -80.04 121.42 -77.99 96.23 -69.96 80.23 -58.98 1.23 -65.86 156.09

Tangent -65.65 167.08 -78.23 143.73 -80.07 121.42 -78.02 96.23 -69.98 80.23 -59.01 1.23 -65.88 156.09

P20

P21 P22 P23 P24 P25

P18 P19

P26 P28


P14 P15 P17P16




82 -1.66 17.94 83.58 9.98 83.05 89.98 96.90 106.99 96.88 129.32 83.01 150.50 38.78 171.19100 -1.66 17.94 79.02 9.98 78.49 89.98 90.98 106.99 90.97 129.32 78.45 150.50 38.78 171.19150 -1.66 17.94 71.73 9.98 71.20 89.98 81.50 106.99 81.49 129.32 71.16 150.50 38.78 171.19200 -1.66 17.94 67.92 9.98 67.40 89.98 76.53 106.99 76.52 129.32 67.35 150.50 38.78 171.19300 -1.66 17.94 64.01 9.98 63.48 89.98 71.41 106.99 71.40 129.32 63.44 150.50 38.78 171.19400 -1.66 17.94 62.02 9.98 61.49 89.98 68.80 106.99 68.79 129.32 61.44 150.50 38.78 171.19500 -1.66 17.94 60.81 9.98 60.28 89.98 67.22 106.99 67.21 129.32 60.23 150.50 38.78 171.19600 -1.66 17.94 59.99 9.98 59.47 89.98 66.16 106.99 66.15 129.32 59.42 150.50 38.78 171.19700 -1.66 17.94 59.41 9.98 58.89 89.98 65.40 106.99 65.39 129.32 58.84 150.50 38.78 171.19800 -1.66 17.94 58.98 9.98 58.45 89.98 64.83 106.99 64.81 129.32 58.40 150.50 38.78 171.19900 -1.66 17.94 58.63 9.98 58.11 89.98 64.38 106.99 64.37 129.32 58.06 150.50 38.78 171.19

1000 -1.66 17.94 58.36 9.98 57.83 89.98 64.02 106.99 64.01 129.32 57.79 150.50 38.78 171.191200 -1.66 17.94 57.95 9.98 57.42 89.98 63.48 106.99 63.47 129.32 57.38 150.50 38.78 171.191500 -1.66 17.94 57.54 9.98 57.01 89.98 62.94 106.99 62.93 129.32 56.96 150.50 38.78 171.192000 -1.66 17.94 57.12 9.98 56.60 89.98 62.40 106.99 62.39 129.32 56.55 150.50 38.78 171.195000 -1.66 17.94 56.38 9.98 55.85 89.98 61.43 106.99 61.41 129.32 55.81 150.50 38.78 171.19

10000 -1.66 17.94 56.13 9.98 55.60 89.98 61.10 106.99 61.09 129.32 55.56 150.50 38.78 171.1950000 -1.66 17.94 55.93 9.98 55.40 89.98 60.84 106.99 60.83 129.32 55.36 150.50 38.78 171.19

Tangent -1.66 17.94 55.91 9.98 55.38 89.98 60.81 106.99 60.79 129.32 55.33 150.50 38.78 171.19


82 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 61.56 160.44100 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 58.08 160.44150 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 52.57 160.44200 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 49.72 160.44300 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 46.80 160.44400 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 45.31 160.44500 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 44.42 160.44600 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 43.82 160.44700 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 43.39 160.44800 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 43.06 160.44900 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 42.81 160.44

1000 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 42.61 160.441200 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 42.30 160.441500 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 42.00 160.442000 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 41.69 160.445000 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 41.14 160.44

10000 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 40.96 160.4450000 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 40.81 160.44

Tangent 29.67 176.49 0.87 173.94 38.74 218.45 29.63 223.96 38.70 265.83 29.59 271.49 40.79 160.44

P27P8 P9 P10 P11 P12 P13

P5 P6


P1 P2 P3 P4 P7




82 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91100 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91150 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91200 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91300 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91400 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91500 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91600 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91700 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91800 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91900 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91

1000 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.911200 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.911500 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.912000 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.915000 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91

10000 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.9150000 -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91

Tangent -49.23 269.94 -77.59 269.91 -85.32 262.91 -40.84 221.94 -69.20 221.91 -76.94 214.91 -60.81 173.91


82 -68.55 166.91 -95.75 143.29 -91.76 120.89 -89.49 95.43 -86.60 79.56 -74.36 0.79 -84.05 155.91100 -68.55 166.91 -92.66 143.29 -88.67 120.89 -86.40 95.43 -83.51 79.56 -71.28 0.79 -80.97 155.91150 -68.55 166.91 -88.02 143.29 -84.03 120.89 -81.75 95.43 -78.86 79.56 -66.63 0.79 -76.32 155.91200 -68.55 166.91 -85.71 143.29 -81.72 120.89 -79.44 95.43 -76.55 79.56 -64.32 0.79 -74.01 155.91300 -68.55 166.91 -83.40 143.29 -79.41 120.89 -77.14 95.43 -74.25 79.56 -62.02 0.79 -71.71 155.91400 -68.55 166.91 -82.25 143.29 -78.26 120.89 -75.99 95.43 -73.10 79.56 -60.87 0.79 -70.56 155.91500 -68.55 166.91 -81.56 143.29 -77.57 120.89 -75.30 95.43 -72.41 79.56 -60.18 0.79 -69.87 155.91600 -68.55 166.91 -81.10 143.29 -77.11 120.89 -74.84 95.43 -71.95 79.56 -59.72 0.79 -69.41 155.91700 -68.55 166.91 -80.77 143.29 -77.44 120.89 -75.17 95.43 -71.62 79.56 -59.39 0.79 -69.08 155.91800 -68.55 166.91 -80.53 143.29 -78.03 120.89 -75.76 95.43 -71.37 79.56 -59.14 0.79 -68.83 155.91900 -68.55 166.91 -80.34 143.29 -78.50 120.89 -76.22 95.43 -71.18 79.56 -58.95 0.79 -68.64 155.91

1000 -68.55 166.91 -80.18 143.29 -78.86 120.89 -76.59 95.43 -71.03 79.56 -58.80 0.79 -68.49 155.911200 -68.55 166.91 -79.95 143.29 -79.42 120.89 -77.14 95.43 -70.80 79.56 -58.57 0.79 -68.26 155.911500 -68.55 166.91 -79.72 143.29 -79.97 120.89 -77.69 95.43 -70.57 79.56 -58.34 0.79 -68.03 155.912000 -68.55 166.91 -79.49 143.29 -80.52 120.89 -78.24 95.43 -70.34 79.56 -58.11 0.79 -67.80 155.915000 -68.55 166.91 -80.21 143.29 -81.50 120.89 -79.23 95.43 -71.06 79.56 -58.82 0.79 -68.24 155.91

10000 -68.55 166.91 -80.46 143.29 -81.83 120.89 -79.56 95.43 -71.31 79.56 -59.07 0.79 -68.42 155.9150000 -68.55 166.91 -80.66 143.29 -82.09 120.89 -79.82 95.43 -71.51 79.56 -59.27 0.79 -68.57 155.91

Tangent -68.55 166.91 -80.69 143.29 -82.12 120.89 -79.85 95.43 -71.53 79.56 -59.30 0.79 -68.59 155.91

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16




82 -2.09 18.40 83.13 11.37 81.32 91.36 94.87 108.45 94.63 130.42 80.36 151.45 35.72 171.81100 -2.09 18.40 78.57 11.37 76.77 91.36 88.96 108.45 88.72 130.42 75.80 151.45 35.72 171.81150 -2.09 18.40 71.28 11.37 69.48 91.36 79.47 108.45 79.23 130.42 68.51 151.45 35.72 171.81200 -2.09 18.40 67.47 11.37 65.67 91.36 74.50 108.45 74.26 130.42 64.70 151.45 35.72 171.81300 -2.09 18.40 63.56 11.37 61.76 91.36 69.39 108.45 69.15 130.42 60.79 151.45 35.72 171.81400 -2.09 18.40 61.57 11.37 59.76 91.36 66.78 108.45 66.54 130.42 58.79 151.45 35.72 171.81500 -2.09 18.40 60.36 11.37 58.55 91.36 65.19 108.45 64.95 130.42 57.58 151.45 35.72 171.81600 -2.09 18.40 59.55 11.37 57.74 91.36 64.13 108.45 63.89 130.42 56.77 151.45 35.72 171.81700 -2.09 18.40 58.96 11.37 57.16 91.36 63.37 108.45 63.13 130.42 56.19 151.45 35.72 171.81800 -2.09 18.40 58.53 11.37 56.72 91.36 62.80 108.45 62.56 130.42 55.75 151.45 35.72 171.81900 -2.09 18.40 58.18 11.37 56.38 91.36 62.35 108.45 62.11 130.42 55.41 151.45 35.72 171.81

1000 -2.09 18.40 57.91 11.37 56.11 91.36 61.99 108.45 61.75 130.42 55.14 151.45 35.72 171.811200 -2.09 18.40 57.50 11.37 55.70 91.36 61.46 108.45 61.22 130.42 54.73 151.45 35.72 171.811500 -2.09 18.40 57.09 11.37 55.28 91.36 60.92 108.45 60.68 130.42 54.32 151.45 35.72 171.812000 -2.09 18.40 56.68 11.37 54.87 91.36 60.38 108.45 60.14 130.42 53.90 151.45 35.72 171.815000 -2.09 18.40 55.93 11.37 54.13 91.36 59.40 108.45 59.16 130.42 53.16 151.45 35.72 171.81

10000 -2.09 18.40 55.68 11.37 53.88 91.36 59.07 108.45 58.83 130.42 52.91 151.45 35.72 171.8150000 -2.09 18.40 55.48 11.37 53.68 91.36 58.81 108.45 58.57 130.42 52.71 151.45 35.72 171.81

Tangent -2.09 18.40 55.46 11.37 53.65 91.36 58.78 108.45 58.54 130.42 52.68 151.45 35.72 171.81


82 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 58.69 161.10100 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 55.21 161.10150 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 49.70 161.10200 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 46.85 161.10300 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 43.93 161.10400 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 42.45 161.10500 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 41.55 161.10600 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 40.95 161.10700 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 40.52 161.10800 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 40.19 161.10900 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 39.94 161.10

1000 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 39.74 161.101200 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 39.44 161.101500 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 39.13 161.102000 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 38.83 161.105000 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 38.28 161.10

10000 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 38.09 161.1050000 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 37.95 161.10

Tangent 26.49 176.99 -2.30 174.38 34.83 218.91 25.61 224.39 33.95 266.31 24.72 271.96 37.93 161.10

P27P8 P9 P10 P11 P12 P13

P5 P6


P1 P2 P3 P4 P7




82 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84100 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84150 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84200 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84300 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84400 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84500 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84600 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84700 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84800 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84900 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84

1000 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.841200 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.841500 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.842000 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.845000 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84

10000 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.8450000 -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84

Tangent -54.00 270.36 -82.27 269.83 -89.86 262.66 -44.79 222.37 -73.06 221.84 -80.65 214.67 -63.85 173.84


82 -71.44 166.68 -98.18 142.81 -93.79 120.32 -91.30 94.60 -88.13 78.87 -74.65 0.36 -86.75 155.67100 -71.44 166.68 -95.09 142.81 -90.70 120.32 -88.21 94.60 -85.04 78.87 -71.56 0.36 -83.66 155.67150 -71.44 166.68 -90.45 142.81 -86.06 120.32 -83.56 94.60 -80.39 78.87 -66.91 0.36 -79.01 155.67200 -71.44 166.68 -88.14 142.81 -83.75 120.32 -81.25 94.60 -78.08 78.87 -64.60 0.36 -76.70 155.67300 -71.44 166.68 -85.83 142.81 -81.44 120.32 -78.95 94.60 -75.78 78.87 -62.30 0.36 -74.40 155.67400 -71.44 166.68 -84.68 142.81 -80.29 120.32 -77.80 94.60 -74.63 78.87 -61.15 0.36 -73.25 155.67500 -71.44 166.68 -83.99 142.81 -79.60 120.32 -77.11 94.60 -73.94 78.87 -60.46 0.36 -72.56 155.67600 -71.44 166.68 -83.53 142.81 -79.14 120.32 -76.65 94.60 -73.48 78.87 -60.00 0.36 -72.10 155.67700 -71.44 166.68 -83.21 142.81 -79.47 120.32 -76.98 94.60 -73.15 78.87 -59.67 0.36 -71.77 155.67800 -71.44 166.68 -82.96 142.81 -80.07 120.32 -77.57 94.60 -72.91 78.87 -59.43 0.36 -71.52 155.67900 -71.44 166.68 -82.77 142.81 -80.53 120.32 -78.03 94.60 -72.71 78.87 -59.23 0.36 -71.33 155.67

1000 -71.44 166.68 -82.62 142.81 -80.90 120.32 -78.40 94.60 -72.56 78.87 -59.08 0.36 -71.18 155.671200 -71.44 166.68 -82.39 142.81 -81.45 120.32 -78.95 94.60 -72.33 78.87 -58.85 0.36 -70.95 155.671500 -71.44 166.68 -82.16 142.81 -82.00 120.32 -79.50 94.60 -72.10 78.87 -58.62 0.36 -70.72 155.672000 -71.44 166.68 -81.93 142.81 -82.55 120.32 -80.05 94.60 -71.87 78.87 -58.39 0.36 -70.49 155.675000 -71.44 166.68 -82.64 142.81 -83.53 120.32 -81.04 94.60 -72.59 78.87 -59.11 0.36 -70.93 155.67

10000 -71.44 166.68 -82.89 142.81 -83.86 120.32 -81.37 94.60 -72.84 78.87 -59.36 0.36 -71.12 155.6750000 -71.44 166.68 -83.09 142.81 -84.12 120.32 -81.63 94.60 -73.04 78.87 -59.56 0.36 -71.27 155.67

Tangent -71.44 166.68 -83.12 142.81 -84.15 120.32 -81.66 94.60 -73.06 78.87 -59.58 0.36 -71.28 155.67

P28

P18 P19

P21 P22 P23 P24 P25 P26

P20P17P14 P15


P16


CHAPTER 23

BUS FACILITIES


CHAPTER 23 – BUS FACILITIES

23.1 GENERAL This chapter provides bus-related standards and guidelines to be used in the design of multi-modal streets. These standards are typical for applications along existing and proposed bus transit service routes in the Metropolitan Portland region. Freeway-type bus facilities and Central City situations, which encompass a variety of special conditions, are not included. These requirements may sometimes conflict with the needs of automobile, bicycle, or pedestrian traffic. Such conflicts should be addressed during the roadway design process. Roadway designers are encouraged to work with TriMet on a case-by-case basis to evaluate the trade-offs inherent with multi-modal street design. The standards emphasize the importance of incorporating adequate bus stop provisions, pedestrian connections, and passenger amenities in project design and construction. Awareness of the intricacies of bus operations and the demands of other modes of transportation will encourage development of designs that are responsive to all users.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 5 - Landscaping 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 11 - Electrical System 5. Design Criteria, Chapter 13 - Communications 6. Design Criteria, Chapter 17 - Parking Facilities 7. Design Criteria, Chapter 18 - Sustainability 8. Design Criteria, Chapter 19 - Public Art 9. Design Criteria, Chapter 24 - Security 10. Design Criteria, Chapter 25 - Signage and Graphics 11. Design Criteria, Chapter 27 - Lighting 12. Design Criteria, Chapter 28 - Amenities 13. TriMet Directive Drawings

B. Industry

1. Transportation Research Board, Highway Capacity Manual

C. Federal, State, Local 1. ADA Guidelines 2. Metro „Green Streets‟ 3. City of Portland

a. Transit Preferential Streets Program Sourcebook b. Pedestrian Design Guidelines Handbook (PBOT)

4. Applicable jurisdictional codes



a. Project Planning b. Program Construction c. Program Design d. Rail Projects

2. Operations a. Service Planning Scheduling b. Operations Support c. Safety d. Security e. Facilities Management

23.3 CRITERIA / APPLICATION A. Goal

1. The standards and guidelines presented in this section are intended to promote safe, convenient, and accessible bus facility design for TriMet‟s bus patrons.

2. The roadway design considerations with the greatest effect on the operational

efficiency of transit are vehicle travel time, pedestrian access to stops, pedestrian links between destinations, and safe, comfortable waiting areas. All transportation modes have common system planning and design considerations of time, distance, quality, and safety, yet the design solutions may vary for each mode. Table 23.3.A lists selected design solutions by travel mode.

B. Bus Characteristics

During the design of multi-modal roadways that include buses, various bus characteristics must be considered. This section covers vehicle dimensions, axle load/weight information, turning radii, and grade standards for TriMet buses. Design criteria included herein reflect maximum (worst case) values for three basic vehicle types within the TriMet fleet. 1. Vehicle Characteristics

a. TriMet‟s total bus fleet includes over 650 vehicles. Vehicles range in size from 25 to 40 feet, and have various carrying capacities, ages, and manufacturers. The entire fleet is wheelchair accessible and outfitted with bicycle racks.

b. The most common buses operating in TriMet‟s fleet are: 1. A standard 40 foot low floor bus, which yields the worst-case values

for vehicle dimensions 2. A smaller 27 to 30 foot bus, which is used primarily for local service 3. A 25 foot minibus, which is used primarily for shuttle service and

paratransit service

A.1 Automobiles a Travel Time b Distance c Quality d Safety

1 Increase roadway capacity 1 Improve connectivity 1 Improve level of service 1 install proper signage regulations and lighting

2 Minimize Traffic Volumes 2 Improve Frequency and Proximity 2 provide appropriate surface conditions 2 Add proper striping

3 Improve level of service 3 minimize obstructions 3 Provide appropriate surface conditions

4 minimize Trip length

A.2 Pedestrians a Travel Time b Distance c Quality d Safety

1 Minimize crossing delays 1 Improve connectivity 1 Provide/improve sidewalks 1 Improve visibility

2 Improve connectivity and proximity 2 Improve frequency 2 Provide adequate grade 2 Reduce conflicts between modes

3 Impliment priority treatments 3 Minimize Obstructions 3 Improve lighting

4 Minimize out-of-direction travel 4 Provide appropriate building orientation and

shelter

4 Provide good surface conditions

A.3 Bicycles a Travel Time b Distance c Quality d Safety

1 Minimize Distance 1 Improve connectivity and proximity 1 Designate bike lanes 1 Improve visibility

2 Impliment priority treatments 2 Optimize connectivity and linkage 2 Separate modes

A.4 Buses a Travel Time b Distance c Quality d Safety

1 Optimize number of stops 1 Improve structure and spacing 1 Improve bus stop environment 1 Provide proper accomodations

2 Minimize traffic volumes 2 Optimize directness and length of route 2 Improve stop proximity and accessibility 2 Reduce conflict between modes

3 Minimize congestion 3 Advocate convenience 3 Improve bus stop placement and delineations

4 Improve ridership levels 4 Improve stop placement considerations 4 Optimize appropriate right-of-way and width

5 Provide frequent service 5 Ensure adequate vehicle loading standards 5 Provide good roadway surface conditions

6 Provide adequate route spacing 6 Install proper amenities 6 Optimize turning radius

7 Impliment priority treatments 7 Optimize connectivity and linkage 7 Provide adequate space for wheelchair

maneuvering.

8 Locate stops to optimize signal

progression

TABLE 23.3.A ROADWAY DESIGN SOLUTIONS



c. Typical design specifications for a 40‟ TriMet vehicle are illustrated in

Figure 23.3.B.1.c-1 and Figure 23.3.B.1.c-2. These vehicle dimensions should be considered in development design so that roadway and building elements are functional with all TriMet vehicles. As fleet changes occur, TriMet will augment these vehicle specifications so that roadway and building elements remain compatible with the new TriMet fleet.

d. Because the smaller buses are less restrictive in terms of size and weight than the standard bus, they were not used in the development of the design criteria. Characteristics of the small vehicle should only be used in a roadway design when larger buses are neither used nor planned.

2. Turning Radii

Figure 23.3.B.2 provides turning templates for the standard design vehicle at speeds of 10 mph. The outside turning radius shown on the templates may be used in the design of facilities where speeds are less than 10 mph. a. In addition to the radii shown in Figure 23.3.B.2, an additional allowance

must be made to include a bicycle rack attached to the front of the bus. Therefore, in applications for 10 mph, the following standards shall be used: 1. Turning radii requirements for a standard 40 foot long coach are as

follows: a) Minimum interior radius = 30 feet b) Minimum outer radius = 50 feet

2. Additional allowance should be made under special circumstances,

such as those listed below: a) Bus speeds greater than 10 mph b) Reverse turns c) Sight distance limitations d) Changes in pavement grade e) Restrictions to bus overhang f) Width of roadway


FIGURE 23.3.B.1.c-1 40 FOOT DESIGN VEHICLE DIMENSIONS AND WEIGHT

ITEM DESIGN VEHICLE A OVERALL HEIGHT 9’-3” B OVERALL LENGTH 40’-9” (43’-5” WITH BIKE RACK DEPLOYED) C OVERALL WIDTH 8’-6” D WHEEL BASE 24’-6” E FRONT AXLE TO BUMPER 7’-0”” F REAR AXLE TO BUMPER 9’-4” G EDGE MIRROR TO MIRROR 10-3” H STEP TO GROUND, ENTRANCE 14.5” (UNKNEELED, 12.5” KNEELED) I STEP TO GROUND, EXIT 1’-2” J CLEAR DOOR OPENING, ENTRANCE 2’-8” K CLEAR DOOR, EXIT 2’-7” L CENTERLINE DOOR TO FRONT 2’-9” M CENTERLINE DOOR TO REAR 16’-3” N CENERLINE DOOR TO DOOR 21’-6” O OVERALL HEIGHT INCLUDING EXHAUST 10’-3”

WHEEL CHAIR LIFT DIMENSIONS: SEE FIGURE 23.3.B.1.c-2 EMPTY VEHICLE WEIGHT 30,300 LBS LOADED VEHICLE WEIGHT 39,600 LBS

PASSENGER CAPACITY:

39 seated

56 standing

2 wheelchair stations


FIGURE 23.3.B.1.c-2 VEHICLE WHEEL CHAIR RAMP DIMENSIONS


FIGURE 23.3.B.2 STANDARD BUS TURNING TEMPLATES


3. Acceleration and Maximum Negotiable Grades

a. Because of their increased mass, buses require greater distances to accelerate and brake than automobiles. The design of on-ramps and other arterials should include appropriate distances for the special needs of buses.

b. Maximum design grades shall not exceed twelve (12) percent, with a preferred maximum design grade of eight (8) percent.

C. Bus Stop Placement and Design

1. General This section contains specific guidelines for proper placement and design of bus stops. The emphasis is on consistency, since standardized bus stops cause less confusion for drivers and customers alike. Proper design of a bus stop will discourage general traffic from using the stop area and will direct bus operators where to stop. a. Every site presents a unique set of issues. The most important issues to

address in bus stop placement and design are listed below. 1. Accessibility

a) Stop layout and amenities must meet ADA requirements. b) An ADA landing pad is required. See Section 23.3.D.1.b. c) Check for curb ramps at intersection and on surrounding streets d) Design new curb cuts (to jurisdictional specs) to include truncated

cone detectable warnings, per ADA.

2. Safety a) Ensure that waiting, boarding and alighting areas are safe by

ensuring lighting, CCTV requirements (where applicable), and CPTED principles are used in the design phase of the area.

b) Steer riders toward safe street crossings, which could include marked crosswalks, lighted intersections, or the other controlled street pedestrian crossings.

c) Accommodate other (non-rider) pedestrians. d) Consider impacts on other traffic. e) Provide adequate sight distance (visibility) for bus driver and

waiting riders. f) Provide adequate space to allow operators to safely approach and

exit stop area.

3. Service Quality a) Fewer stops mean faster service but increased walking distances. b) More frequent stops create more impact to street traffic. c) Stop location must be suitable for efficient bus operations.

4. Travel Time Delays - Placement of bus stops at the far side of a signalized intersection allows signal treatments to work most effectively.

5. Adjacent Properties - Ensure compatibility with adjacent properties


2. Bus Stop Location and Spacing

a. Bus stop location and spacing always depends upon individual circumstances. Stop locations are determined by access to pedestrian crossings, transfer lines, major transit generators, and general neighborhood employment/activity areas. Generally, TriMet expects riders to walk no more than a quarter-mile to reach the stop.

b. Bus stop spacing is governed by a combination of density and subjective

issues, such as neighborhood demographics, available alternatives, safety, public input and bus operation efficiency. The process is objective, but allows some flexibility to respond to unique circumstances. 1. Preferred bus stop locations occur at:

a) Transfer Locations – all intersections with other bus lines/MAX (light rail)

b) Designated Crossings – stops at signalized intersections with safe pedestrian crossings (aim for spacing of 780 feet)

c) Other Major Stops – major transit trip generators (at the closest intersection with a crosswalk, where available)

2. Spacing between stops shall be based on area density as listed below

in Table 23.3.C.2.b.2. If an existing stop does not fit into the criteria there must be a very compelling reason to retain it. For example, if a significant investment has been made at the stop, or if there is heavy usage by elderly or disabled riders and a new relocated stop would clearly degrade the service for those riders, an exception may be considered.

TABLE 23.3.C.2.b.2 AREA DENSITY

Area Density Instructions

Dense Areas (22 or more housing units/acre)

Every 3 blocks/780 feet. Less is only appropriate in special circumstances on a stop-by-stop basis or for safety For non-residential or employment areas, use an equivalent 56 persons/acre. Included in “dense areas” should be regional designated centers: regional centers, town centers, and main streets.

Medium to Low-Density Areas (4 to 22 units/acre)

Every 4 blocks/1,000 feet. Less is only appropriate in special circumstances or for safety.

Low to Rural Density Areas (below 4 units/acre or 10 persons/acre)

As needed based on above considerations. No more frequent than every 1,000 feet.


3. Bus Stop Placement Considerations – Table 23.3.C.3 below lists the preferred placement of stops for a number of typical situations.

TABLE 23.3.C.3 BUS STOP PLACEMENT CONSIDERATIONS

Situation Preferred Placement

a. Any signalized or controlled intersection where the bus can stop out of the travel lane

Far side

b. If bus turns at intersection Far side

c. Intersection with many right turns Far side

d. Complex intersection w/ multi-phase signals or dual turn lanes

Far side

e. If near side curb extension prevents cars from trying to turn right in front of a bus

Near side

f. Any non-signalized intersection where the bus stops in the travel lane

Near side

g. If two or more consecutive stops have signals

Alternate near side and far side (starting near side) to maximize the advantage from timed signals

h. If there‟s obvious, heavy single-direction transfer activity

One near side and one far side to eliminate pedestrian crossing to transfer

i. If blocks are too long to have all stops at intersections

Mid-block

j. Major transit generators not served by stops at intersections

Mid-block

k. Mid-block pedestrian-crossing combined with mid-block pedestrian access into block

Mid-block

l. Transit center Off-street

m. Major transit generator that cannot be served by on-street stop, or where ridership gain will far outweigh the inconvenience to passengers already on board

Off-street

In most cases at signalized intersections, placing stops at the far side of the intersection is preferred for safety and traffic flow reasons.


4. Bus Stop Layout & Design a. Successful bus stops are designed to link to other transportation modes,

both existing and planned. Accommodating sidewalk systems is critical to assuring the safe & accessible transport of TriMet patrons between the origin or destination and the bus stop.

b. TriMet uses several standard bus stop layouts. Applicable diagrams will be

provided by the TriMet Project Manager. They are designed to respond to existing conditions and to incorporate only basic amenities. The diagrams will also indicate where buses stop and where patrons wait and board. The standard diagrams assume an accessible pedestrian system is already in place.

5. Standard Clearance Requirements at Bus Stops

Clearances are required at all stops per Table 23.3.C.5 NOTE: If the stop has a shelter feature refer to Section 23.3.C.6.

TABLE 23.3.C.5 STANDARD CLEARANCE REQUIREMENTS

Description Requirement

a. Sidewalk Clearance Minimum 5.0‟of sidewalk clearance

b. Accessible Pathway Minimum 5.0‟wide path between shelter and any utility objects

c. Road Clearance

Ideally at least 2‟6” with an absolute minimum of 2.0‟clearance between shelter and edge of curb

d. ADA Landing Area

ADA minimum 8.0‟ (perpendicular) x 10.0‟(parallel to the curb) “clear and level surface” for lift or ramp operation


6. Shelter Clearance Requirements as Bus Stops - When shelters are used,

they also have specific clearance requirements as shown in Table 23.3.C.6.

TABLE 23.3.C.6 SHELTER CLEARANCE REQUIREMENTS

Component Requirement

a. ADA Waiting Areas in Shelters

A minimum of 2‟6” x 4.0‟of space must be kept clear for mandatory waiting area to accommodate mobility devices.

b. Visibility Shelter must not block motorists or pedestrians‟ line of sight.

c. Building Clearance

Minimum 12 inches from buildings, fences, and other structures to the bus shelter in order to allow room for maintenance

d. Relation to Bus Stop Shelter should be close to landing area for access to bus (generally within 25 ft).

e. Sight Distance

The shelter shall be placed so that the passengers waiting in the shelter can see approaching buses.

D. Stop Elements, Amenities and Customer Information Bus stop elements help define the bus stop for patrons, operators, pedestrians, and motorists. Amenities promote ridership by making riders comfortable in the service. Customer information is essential to assist riders in determining service and schedules 1. Bus Stop Elements - Observe these standards for bus stop elements:

a. Bus Stop Sign and Pole 1. Signs

a) Signs are flag mounted, half moon shaped, with TriMet information and colors printed on both sides. The unique shape and color of the signs make them easy to identify.

b) TriMet bus stop signs are used at all bus stops. See Design

Criteria, Chapter 25 – Signage and Graphics.

2. Poles a) At new or moved stops, TriMet signage shall be placed on

dedicated TriMet poles.

b) Poles shall be placed: 1. feet from the curb, with route number signs flag-mounted away

from the street, or 2. behind the sidewalk, with route number signs flag-mounted

towards the street.


c) Far-side pole and sign placements should be a minimum of 50 ft clear of existing pedestrian crossings.

d) Nearside pole and sign placements at signalized or controlled

intersections should be setback 15 ft to 25 ft from pedestrian crossings. Nearside pole and sign placements at non-signalized intersections may be placed as close as 1 ft from a crosswalk.

e) Proper placement and installation is critical to bus stop operation.

Pole placement must be carefully planned to ensure that all bus stop elements work as designed, that all bus operators know exactly where to stop, and that all patrons know exactly where to board. Shapes and colors of TriMet signs and poles help to identify the bus stop.

b. ADA Landing Pad

1. Required at all new stops with moderate or better ridership (minimum 20 daily boardings), and stops with any lift activity. Preferred at all bus stops.

2. TriMet defines an ADA landing pad as “a clear, level landing area” a

minimum of 10 ft parallel and 8 ft perpendicular to the curb and the TriMet bus stop sign. Cross-slope shall not exceed 2 percent grade.

3. Include concrete ADA pads at locations where a connection to a pedestrian pathway is possible.

c. Rear Landing Pad

1. Rear landing pads are preferred in addition to an ADA accessible landing pad at the front door of buses, TriMet prefers to have an additional landing pad at the rear door. Consider a rear door landing pad when more than eight (8) daily passenger deboardings exist. At new construction sites, a rear-landing pad should always be pursued, but is not required.

2. A rear door landing area must also be clear of obstacles and be at least 4 ft x 6 ft and must be accompanied by a front door ADA landing area.

d. Bus Zone

When necessary at new bus stops and those where accessibility improvements are planned and on-street parking is allowed, bus zones or No Parking Areas (NPAs) must be created to allow access to the stop. TriMet cannot guarantee bus stop accessibility unless the bus has a clear path to the curb. For more information, see Section 23.3.E.9.

2. Bus Stop Amenities

This section discusses bus stop amenities, including shelters, ad panels, seating, public art, waste receptacles, and lighting. See Design Criteria,


Chapter 11 – Electrical System, Chapter 19 – Public Art, Chapter 27 – Lighting and Chapter 28 - Amenities. a. Shelters – Optional.

1. TriMet uses ridership figures as the primary criterion for determining whether a shelter is warranted. Shelters are preferred for stops with 35 or more passengers boarding per weekday. When ridership figures do not support shelter placement, several additional criteria are also considered. a) On less frequent service routes – Minimum of 30 daily boardings

on routes where peak headways are greater than fifteen minutes.

b) For frequent Lift use – Minimum of 15 weekday boardings and 4% lift usage.

c) In close proximity to senior housing – Minimum of 20 daily boardings.

d) If shelters are funded and maintained by others.

e) With development of large new activity centers adjacent to transit where ridership is projected to meet criteria.

f) When consolidating bus stops – combined ridership increases the likelihood of shelter placement.

2. If a bus stop meets TriMet‟s shelter criteria, it might be considered for

bus shelter placement. Meeting these criteria does not guarantee shelter installation. Existing site conditions and pedestrian infrastructure, public right-of-way availability, accessibility, safety issues, and other concerns must be reviewed and addressed before future bus shelter placements are confirmed.

b. Exceptions

1. Bus shelter placement and orientation should follow standard layout options available from TriMet‟s Project Manager. In instances where none of the suggested layouts apply, the following must be maintained: a) 5 ft of pedestrian pass-by, including clearance between poles,

hydrants and other obstacles.

b) ADA landing pad adjacent to sign and outside of shelter.

c) Clear pathway from the ADA waiting area inside the shelter to the ADA landing pad.

d) Clear pathway from the rear door landing area to the pedestrian path


c. Shelter Types

A variety of bus shelter shapes and sizes are available to address site conditions and ridership needs. Table 23.3.D.2.c below provides descriptions of standard shelters.

TABLE 23.3.D.2.c SHELTER TYPES

Shelter Type Description and Requirements

1. B

B is the basic and most common shelter. It is sited in business and retail districts, residential neighborhoods, industrial and manufacturing areas, etc. Dimensions: 8.5ft x 4.5ft x 8ft Minimum Required R.O.W. from Curb: 11ft Minimum Daily Boardings: 35 passengers

2. A

A is the narrow version of B. A is used when a B shelter is warranted but right-of-way is limited. Dimensions: 8.5ft x 2.5ft x 8ft Minimum Required R.O.W. from Curb: 9ft Minimum Daily Boardings: 35 passengers

3. BX

BX is a longer version of a B shelter. It is an option at stops with high use. Dimensions: 12ft x 4.5ft x 8ft Minimum Required R.O.W. from Curb: 11ft Minimum Daily Boardings: 60 passengers

4. AX

This type is rarely used. It is possible at stops with high use & limited setback. Dimensions: 12ft x 2.5ft x 8ft Minimum Required R.O.W. from Curb: 9ft Minimum Daily Boardings: 60 passengers

5. BB

BB is a double-length shelter. It is used only at stops with significant ridership and is likely only at activity centers. Dimensions: 16ft x 4.5ft x 8ft Minimum Required R.O.W. from Curb: 11 ft Minimum Daily Boardings: 90 passengers

6. AA

AA is a narrower version of BB and is rarely used. Dimensions: 16ft x 2.5ft x 8ft Minimum Required R.O.W. from Curb: 9 ft Minimum Daily Boardings: 90 passengers

7. High Capacity

This shelter type is for areas of extremely high use, such as transit centers, light rail stations, and high transfer points or for special projects as directed by TriMet. Dimensions and Setback: variable Minimum Daily Boardings: 200 passengers

8. Awning Businesses may provide awning protection. Awning dimensions vary, and other requirements do not apply.


d. Advertising Panel - Optional In certain circumstances, TriMet places advertising panels in bus shelters. In addition to offsetting some of the cost of maintaining amenities, panels provide shelter lighting and a ready power connection for other shelter amenities.

e. Seating - Optional 1. Seating placement can be considered at any stop where:

a) Placement does not compromise safety (is too close to the street, causes a tripping hazard, etc.)

b) Placement does not compromise accessibility (bench/seat partially blocks the sidewalk, infringes on the ADA or rear landing pad, etc.)

2. Generally, benches or seats are sited like bus shelters, but they

should not be placed closer than 3½ ft from the curb, or 6 ft from the curb when a travel lane exists immediately adjacent to the curb. Clearance requirements for shelters apply to seating. Orient seats towards the street or in the direction of the approaching bus. Table 23.3.D.2.e.2 below describes TriMet seating options.

TABLE 23.3.D.2.e.2 SEATING TYPES

Seating Type Description and Requirements

a)

Sta

nd

ard

1) Shelter Bench

Placed in TriMet shelters. Length: 4 ft Criteria for Placement: N/A

2) Premium Bench

Placed in business & retail districts where shelters are not appropriate Length: 6.5 ft Criteria for Placement: Minimum of 25 daily boardings; appropriate surroundings.

3) Ad Bench Placed for ad exposure or at TriMet‟s request. Length: approximately 6.0 ft Criteria for Placement: Can be considered at any stop lacking amenities if in a safe location.

b)

Sp

ecia

lized

1) Flip Seat Very space-efficient; reserved for special situations. Length: N/A Criteria for Placement: Minimum of 20 daily boardings; appropriate site.

2) Simme Seat Mounted on a bus stop pole if pole is placed behind the sidewalk; appropriate where there are curb-tight sidewalks. Length: N/A Criteria for Placement: Minimum of 20 daily boardings.


f. Public Art – Optional In certain circumstances, TriMet replaces shelter glass with glass that has been etched with a pattern provided by the Public Art Program. Etched panels are an opportunity to reuse glass that has been vandalized and contribute to a sense of safety and security, while enhancing the experience of patrons.

g. Waste Receptacles – Optional

1. Waste receptacles are placed in areas of high ridership, transfer locations and places where the potential for accumulating trash is apparent (near fast food restaurants, convenience stores and places where windblown trash collects). They are also placed at stops by request. TriMet will make the final decision on whether trash cans should be provided.

2. Placement must not infringe upon an ADA pad or pedestrian pathway. It must not compromise direct access between the ADA waiting area and the ADA landing pad or access between either the ADA area and the sidewalk. Guidelines for approved waste receptacles can be found in TriMet‟s Directive Drawings and Design Criteria, Chapter 28 - Amenities

h. Lighting – Optional

Several TriMet standard lighting options exist. They can be hard-wired or solar powered. The particular environment usually dictates which option to use. TriMet pursues both bus shelter lighting and overhead lighting oriented towards the bus stop boarding area. See Design Criteria, Chapter 27 – Lighting for bus stop lighting guidelines.

3. Customer Information Customer information, such as schedule and arrival times, is provided in certain bus stops as directed by TriMet. Criteria for inclusion of customer information tools are dependent on many factors. Table 23.3.D.3 below summarizes common customer information devices and their use and placement. TriMet will provide project-specific requirements on application of customer information tools.


TABLE 23.3.D.3 CUSTOMER INFORMATION TOOLS

Customer Information Tools

Information Tool Function Placement

a. Stop design consistency, bus stop location number, unique shape and color of sign and pole

Identification All stops

b. Bus stop sign Basic service information and orientation

All stops

c. Bus Catcher Information Display (BCID) units

Schedule, route map

On bus shelters or TriMet poles; at locations with high ridership, transfer points, transit centers, transit generators and in some cases to promote new service.

d. Real-time information displays (web based, arrivals by phone, shelter displays)

Automated bus arrival times Real time information is available for all bus stops by phone or web

Stops with bus shelters, but focused at key frequent service lines

e. Bus stop art Connection to community, creating sense of place

Stops near neighborhood nodes, pedestrian activity

E. Multi-modal Street Design

1. General The design of multi-modal streets must include adequate provision for bus operations. This section provides criteria for efficient and safe bus operations on multi-modal streets. It is based on TriMet‟s operational experience over the years and current best practices. The City of Portland‟s Transit Preferential Streets Program Sourcebook (June 1997), contains additional information on this topic.

2. Turning Radii and Design of Curb Returns a. TriMet buses often have difficulty turning due to tight corner curb returns.

In many instances, the bus must encroach on adjacent or oncoming travel lanes when turning, thus delaying bus operations and causing conflicts with other modes of transportation. A properly designed corner curb radius minimizes conflicts at intersections and reduces travel time.


b. Acceptable curb radii can vary from 15 to 50 feet. The specific radius depends on whether there is on-street parking, the width of travel lanes, and whether encroachment on adjacent lanes is possible. Encroachment on adjacent lanes may be allowed on certain low-volume streets or where right-of-way is limited.

c. TriMet will provide compound curve data at the start of the design. d. Pedestrian crossing distances increase as the intersection radius

increases. Where larger radii are required, longer walking time at signalized intersections must be accommodated. In certain cases, curb extensions may be applicable.

3. Lane Widths

a. Curbside lane widths must provide adequate maneuvering space for buses to avoid sideswipe accidents, such as when a delivery truck is parked and encroaching on the curbside travel lane.

b. Recommended guidelines are:

1. 12 foot curbside lane width (exclusive of a bike lane) for normal bus operation on mixed traffic roadway (11 foot minimum).

2. 14 foot curbside lane width along roadways where bus speeds and frequencies are higher or where on-street parking is present adjacent to the travel lane.

4. Exclusive Bus Lanes

a. Where high traffic volumes and congestion exist, exclusive bus lanes may be warranted. The Highway Capacity Manual (Transportation Research Board), states that a bus lane is considered necessary when 30 or more buses per hour are operating on that street during peak periods. Currently, certain portions of existing roadways have peak hour bus volumes that justify a bus lane (e.g., S.W. Madison Street between Front Street and 5

th Avenue, SE 82

nd Ave). Whether an exclusive bus lane is

used depends on many factors, including local transportation policies, street classification, bus characteristics, and geometry.

b. Figure 23.3.E.4.b depicts recommended bus lane widths for two condi-

tions: mixed use and exclusive. Lane dimensions do not include an allowance for bike lanes, gutters, or on-street parking: 1. For a bus lane adjacent to a mixed-use travel lane, provide a 12 foot

bus lane width.

2. For a bus lane independent of a normal street network (e.g., a park and ride facility or a transit center), provide lane widths of 14 feet for one-way operation and 24 feet for two-way, to accommodate the higher volume of buses that are expected.


FIGURE 23.3.E.4.b CURBSIDE LANE WIDTHS


5. Roadway Pavement

a. A fully loaded standard bus has a rear axle weight of 26,000 pounds (dual tires). Under repeated bus loading, substandard roadways may deteriorate. In addition to all applicable local standards and codes, TriMet recommends the criteria below for use in multi-modal pavement design. Particularly in those areas where buses start, stop or turn, or along roadways with higher bus volumes, or in areas with special soil conditions, design considerations should include the effects of long-term maintenance and potential surface degradation.

b. TriMet‟s recommendations are: 1. A minimum of one percent cross-slope is recommended.

2. On roadways with fewer than 150 buses per day, design roadways

with typical asphalt pavement sections.

3. On roadways carrying 150 or more buses per day, incorporate concrete roadways to avoid the deterioration that typically occurs with asphalt, particularly in bus stopping and turning areas or areas with special soil conditions.

4. For TriMet facilities, utilize rigid pavement with dowels. Crack control shall be provided with deformed reinforcement bars; wire mesh is not allowed. Where a rigid pavement ties into a flexible pavement, a transition slab shall be used.

5. At high-volume bus stops, provide a reinforced concrete pad as illustrated in TriMet Directive Drawing BTM012.

6. Speed Bumps

a. When local jurisdictions plan or utilize speed bumps to slow traffic, TriMet recommends the following criteria to ensure minimum impacts to passenger safety and transit operations. 1. Speeds bumps should be located so that the bus approaches and

departs the bump at a 90-degree angle; therefore, bumps should not be located near bus stops or on curves.

2. Since the bus must accelerate after slowing for a bump, speed bumps

should be located away from sensitive noise receptors. 3. Speed bumps should not be placed near manhole covers or storm

drains because the vibration of the accelerating/decelerating buses may be transmitted to homes through the underground pipes.

4. Speed bumps should be striped with yellow or white paint to assure

that bus drivers see them. The use of reflective buttons is also recommended.


5. Speed bumps should be posted at 15 mph for buses. Speeds beyond 20 mph may be unsafe for passengers.

6. When possible, speed bumps should be located at least 600 feet

apart. Configurations using multiple sets of bumps placed 200 to 400 feet apart are discouraged.

7. Bus Access & Parking Requirements

a. Bus access should be separated from general auto access to Parking facilities, Park and Ride and Transit Centers whenever possible. The bus-loading area should always be separated from the general-purpose traffic when the transit terminal is off-street.

b. Bus parking requirements are based on the maximum number of transit vehicles requiring simultaneous pull-in and pull-out space at a facility. Efficiencies can be achieved if bus arrival and departure can be staggered and individual bus bays shared. Care should be used to assure the reliability of each intersecting bus route if staggered through a single transit center, especially if transfers are expected between routes. Bus stops and/or layovers should not be located within a parking garage structure, unless specifically approved by TriMet.

c. Several bus configurations are possible, including linear bays and saw-toothed bays. Examples of various bus bay types are shown in Figure 23.3.E.7.c-1 through Figure 23.3.E.7.c-6 at the end of this chapter.

8. Bus Stop Access

a. It is essential that bus riders have safe access to their bus stops. Walking on narrow roadway shoulders or through mud, puddles, or ditches is unacceptable to most bus riders and is generally unsafe.

b. TriMet will assist local jurisdictions to identify deficiencies in pedestrian access to bus stops. Recommended access features include: 1. Direct, paved, ADA compliant walk connections 2. Street lighting, especially at street crossings 3. ADA compliant curb ramps at each intersection 4. Sidewalks in good repair and free of trip hazards 5. Sidewalks and bus stops that are coordinated to provide ADA

clearances and amenities of mutual benefit to both pedestrians and bus riders

c. TriMet will assist in efforts to secure funding for pedestrian network

development including federal programs and their local allocation, designation of improvement districts, or assignment of local Traffic Impact Fees (TIF) or other local tax mechanisms.

9. Bus Zones or Other Parking Restrictions

a. A bus stop is not considered accessible unless the bus can reach the curb. Bus zones, no parking areas (NPAs) and other parking restrictions


are often needed to ensure access. Bus zones or NPAs are required when on-street parking is allowed and; 1. A new stop is created 2. An existing stop must be accessible 3. A curb extension is not considered appropriate 4. Buses lay over

b. Bus zones must be clearly marked. Signage, pavement marking, and enforcement are provided by the local jurisdiction. Generally, bus zones are marked by both a front and rear zone sign/pole. An NPA sign/pole may be added at the front of a bus zone to clearly define ambiguous frontage (i.e., between a zone and a driveway, or a zone and a fire hydrant). The City of Portland applies yellow tape to the curb tops in bus zones to further define the space.

c. Guidelines for bus zones are discussed below: 1. Near-side (NS) Bus Zones

Preferred length is 80 ft measured from the bus stop sign. In extreme circumstances NS bus zones can be shortened to 60ft, but buses may not be able to clear the travel lane. At signalized intersections, the bus should stop a minimum of 15ft from the pedestrian crossing so that approaching drivers can see pedestrians using the crosswalk. The area between crosswalk and bus stop must also prohibit parking.

2. Far-side (FS) Bus Zones Preferred length is 80 ft measured from the crosswalk. In all instances the rear of the bus must clear the crosswalk.

3. Mid-block (At or Opposite) Bus Zones Preferred length is 90 ft measured from the bus stop sign. The minimum length is determined on a site-by-site basis. These zones are used infrequently, but are found on “super-blocks,” at „T‟ intersections in high-density areas and along mid- and lower-density area roadways with few intersections.

10. Curb Extensions Incorporating Transit Stops

a. Curb extensions are often used in streetscape improvement plans. For best effect, extensions are placed along a corridor in series of two or four to an intersection. The extensions improve pedestrian connections by shortening street crossing distances and improving sight angles for pedestrians and motorists.

b. Curb extensions offer several benefits for bus operations:

1. They provide buses with access to the curb from the travel lane without pulling in or merging, thereby reducing bus travel time

2. They reduce near-side stop turning conflicts on two lane roads by limiting through traffic


3. They provide patron waiting and boarding areas separated from pedestrian movements on side-walks

4. They provide room for stop amenities or streetscape features

5. They help create a street with a pedestrian friendly appearance

c. Designing curb extensions that work well for bus operations is complex. Cross slopes and drainage can limit available space and prohibit a landing area that allows low floor bus ramps to deploy at an ADA-acceptable slope.

d. The general requirements for transit stop curb extensions are as follows: 1. Transit curb extensions should be paired with a pedestrian or transit

curb extension across the travel street.

2. Curb extensions must be clearly marked to improve their visibility to motorists.

3. Extensions must provide at least 32 feet of tangent curb-line, which is free of ramps, wings and curb returns. At far-side extensions, the bus must be clear of the crosswalk, which requires at least 42 feet of clear tangent curb line.

4. An ADA landing pad and a 6 ft x 8 ft clear space must be available at front and rear door locations respectively. See section 23.3.D.1.b for ADA pad specifications.

5. Bus shelters, poles, trees, benches, trashcans and other amenities must be placed a minimum of 2.5 ft clear of the curb face.

6. Generally, near-side curb extensions are preferred at non-signalized intersections.

11. Bus Pullouts and Bus Pads a. The primary purpose of a bus pullout is to allow buses to move out of

travel lanes where they impede traffic flow. Generally, TriMet does not desire pullouts at most bus stops because it reduces the efficiency of transit service.

b. TriMet will consider pullouts at layovers and at far side stops at signalized intersections meeting at least two of the following conditions: 1. Posted speed limit is 40 mph or more 2. Ridership is more than 50 daily boardings or 6 daily lift boardings 3. Potential safety issues 4. Transfer or time point locations


c. Bus pullouts must allow adequate tapers and lane widths to accommodate bus movements. Figure 23.3.E.11 summarizes the range of dimensional requirements for bus pullouts. 1. Along arterials with posted speeds over 30 mph, provide a 12 foot

wide pullout lane to reduce the potential for sideswipe accidents. Adjacent to bike lanes, the pullout lane width may be reduced to 11 feet unless buses will be stopped for extended periods of time (e.g., layovers).

2. At far-side pullouts, provide a minimum 5:1 exit taper. An entrance taper may be necessary if the intersection cannot accommodate a 60-foot-long deceleration movement into the pullout.

3. At far-side pullouts with curb bulb-outs and at midblock pullouts, allow for a 10:1 entrance and a 5:1 exit taper if traffic speeds range from 30 to 40 mph. Where roadway design speeds are less than 30 mph or exceed 40 mph, design entrance and exit tapers according to the following formula:

L=WS/3

Where: L = Length of taper

W = Pullout width S = Roadway design speed

4. Allow a 60-foot stopping length for a standard bus and 80 feet for an

articulated bus. Coordinate with TriMet on what type of vehicle serves a particular site.

d. Concrete bus pads are often incorporated in pullout designs but are also

used at curbside bus stops. Bus pads are considered on a case-by-case basis but are generally found at stops with frequent service, significant ridership, or where heavy bus braking and acceleration is needed.

12. Bus Priority Treatments

a. Within the context of an overall Transportation System Management (TSM) Program, bus priority treatments can be used to increase the efficiency of the system as a whole. To be successful, bus priority measures must be carefully coordinated with the local transportation agencies directly responsible for roadway planning and operations. These treatments should be used on major trunk routes, cross-town routes, or any high frequency bus routes that have significant traffic delays during peak periods.

b. There are four types of bus priority treatments:

1. Movement Priority provides Transit-Only lanes. The downtown Portland bus mall is an example.


2. Bypass Priority allows buses to bypass queues and point congestion. Exclusive lanes on freeway ramps and queue jump signals are examples.

3. Exemptions and Special Handling Priorities allow buses to make

turns or stops that are not available to other traffic. “Except Bus” signage is the most common treatment, where buses use the right turn pocket at a signalized intersection to bypass the queue of stopped vehicles stopped at that intersection. Special stopping privileges and priority merges are other examples.

4. Signal System Priority reduces the time buses wait for signal

changes or extend the “green” phase in the direction the bus is traveling. Signal preemption systems are an example.

c. TriMet staff will assist traffic planners and engineers in assessing bus

priority treatments in major traffic corridors.

13. Comfort Stations Comfort stations (restrooms) for transit operators should be provided adjacent to all layover locations and within all transit centers. It is generally preferable to provide facilities exclusively for transit operators, for security and to limit schedule delays. The actual number of restrooms required will be determined by TriMet.


FIGURE 23.3.E.7.c-1 LINEAR BUS BAY DESIGN


FIGURE 23.3.E.7.c-2 LINEAR BUS BAY APPLICATION


FIGURE 23.3.E.7.c-3 SAW-TOOTHED BUS BAY DESIGN


FIGURE 23.3.E.7.c-4 SAW-TOOTHED BUS BAY APPLICATION


FIGURE 23.3.E.7.c-5 BUS LOOP DESIGN


FIGURE 23.3.E.7.c-6 BUS LOOP APPLICATION


FIGURE 23.3.E.11 BUS PULLOUT DIMENSIONS

CHAPTER 24

SECURITY


CHAPTER 24 – SECURITY

24.1 GENERAL TriMet is committed to addressing security concerns from the start of project planning and design. TriMet Security and Emergency Preparedness Plan (SEPP) establishes TriMet’s policy on system security. Included in the plan are specific requirements for security awareness and responsibilities governing designs of new or modified facilities. This chapter of the Design Criteria supports and expands the SEPP.


1. Design Criteria, Chapter 1 - General 2. Design Criteria, Chapter 5 - Landscaping 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 5. Design Criteria, Chapter 11 - Electrical System 6. Design Criteria, Chapter 13 - Communications 7. Design Criteria, Chapter 16 - Small Buildings 8. Design Criteria, Chapter 17 - Parking Facilities 9. Design Criteria, Chapter 19 - Public Art 10. Design Criteria, Chapter 21 - Fare Collection 11. Design Criteria, Chapter 23 - Bus Facilities 12. Design Criteria, Chapter 25 - Signage and Graphics 13. Design Criteria, Chapter 26 - Elevators 14. Design Criteria, Chapter 27 - Lighting 15. Design Criteria, Chapter 28 - Amenities 16. Security Emergency Preparedness Plan (SEPP)

B. Industry

1. Crime Prevention Through Environmental Design (CPTED)

C. Federal, State, Local 1. FTA Transit Security Design Considerations, latest version 2. FTA’s Security and Emergency Preparedness Planning Guide

D. Stakeholders 1. Transit Police 2. Local Police Agencies

24.3 CRITERIA / APPLICATION A. Crime Prevention Through Environmental Design (CPTED)

1. Security elements in the design of transit facilities will be based on the concept of “crime prevention through environmental design,” known as CPTED (pronounced “septed”). CPTED is widely accepted as a relatively inexpensive but effective crime deterrence strategy. Its central precept is that the immediate environment of a public space can be designed in a way that


affects behavior. Through management of the environment, criminal activity is discouraged, and both the incidence and fear of crime are reduced.

2. CPTED relies on four basic strategies:

a. Natural surveillance - Placing physical features, lighting, activities and people in ways that maximize observance of activity.

b. Natural access control - Using judicial placement of entrances, exits, fencing, landscaping and lighting to direct foot and auto traffic in ways that discourage crime.

c. Territorial reinforcement - Using physical and symbolic boundaries and features to define the space, encourage ownership and reinforce desired activities.

d. Target Hardening - Accomplished by features that prohibit entry or access. Methods could include window locks, dead bolts, lighting, CCTV and openness of the area

3. The design guidelines in this criteria use CPTED principles to reinforce safety

and security. Designers shall make themselves familiar with CPTED principles and practices and incorporate them into the design of TriMet facilities.

B. Visibility

Visibility for employees and customers should be the most important design aspect when it comes to personal safety. Being able to see your surroundings at your point of origin, along the route to your destination and at the destination is crucial. Being able to identify hazards and being able to react accordingly is important. Many other aspects of this chapter relate directly to visibility, including lighting, landscaping, and entry/access points. Aspects of design relating to visibility should be worked through with TriMet’s Safety and Security committee to ensure compliance with agency goals.

C. Lighting

Lighting is a critical safety and security element. Lighting has multiple purposes within the CPTED model. 1. Safety

The first purpose is the use of lighting for the illumination of human activity. A well lit area allows people to observe their surroundings and respond to potential threats. Lighting should be uniform, of good color, and appropriate brightness. Horizontal and vertical brightness and color should be taken in account during the design process.

2. Security

The second purpose of lighting is for security. Darkness furnishes criminals with cover and provides areas to engage in undesirable behavior. Weak and uneven lighting can create shadows providing concealment or low-visibility places for people to hide, or places to hide objects. Darkness also creates vulnerable areas that could be targets of potential thieves, such as doors of buildings, cars, or other facilities. In addition, adequate lighting provide security personnel the ability to perform more effective surveillance of the


area.

3. CCTV The support of CCTV equipment is also an important security consideration. The light needs to be bright enough to support clear views, but not so bright that it washes out the image. The color of the light can also affect the quality of the image, and thus needs to be taken into consideration during design

4. Other Specific lighting criterion is contained in Design Criteria, Chapter 27 - Lighting, and should be used as a guide for lighting TriMet facilities. As design progresses, TriMet’s Safety and Security Committee shall be involved to provide feedback and guidance to ensure lighting meets the needs of the agency. In addition, the Transportation Change Review Committee (TCRC) may also be consulted if the design affects an existing TriMet facility.

D. Public Art

1. Art in public spaces, whether designed into architectural elements or in freestanding works, adds a humanizing link that can lessen the public’s feeling of discomfort in an unfamiliar setting and encourage “ownership” of the facility.

2. Public art can be a method to integrate lighting into a facility, create a feeling of ownership by users of the space and the local community, and be a deterrent to vandals.

3. The design and placement of artwork needs to take into account landscaping, lighting, CCTV, and pedestrian walkways and access to TriMet facilities. Specific requirements related to public art can be found in Design Criteria, Chapter 19 – Public Art. TriMet’s Safety and Security Committee shall be consulted throughout the design process.

E. Light Rail Stations and Station Amenities

1. General Station locations are selected primarily on the basis of estimated ridership, cost, environmental impacts and other technical factors. Station design for security purposes will focus on site placement of station facilities to maximize the opportunities at station locations while counteracting potential security hazards. a. Visibility of the station, station amenities CCTV locations, shelter

materials, ticket vending machine locations and bike lockers are some of the items that must be taken into account when designing a station.

b. Specifics regarding the above mentioned items are contained in Design

Criteria, Chapter 6 - Stations and Chapter 28 - Amenities.

c. TriMet’s SSC shall be consulted regarding the station placement and amenities that will be included with the station. Each station will be reviewed separately to ensure security goals of the agency are met.


2. Joint Uses

a. Current planning and design efforts at light rail stations provide joint-use facilities on platforms wherever possible.

b. Joint uses such as operations offices, community facilities and retail operations provide all-day presence and enhance riders’ comfort knowing stations are occupied with people of authority.

c. Transit oriented development planning and station area planning should focus on safety and security by locating activity areas and full-day uses within walking distance and visibility of station platforms.

F. Parking Facilities

1. General a. Parking facilities have several key elements that must be included in the

design, which great enhance the safety and security of the area. Lighting, CCTV (placement and type of cameras), location and type of landscaping, proximity to the station, type of shelters, and artwork are all areas that need to be focused on throughout the design process. The appropriate chapter for each type of amenity shall be consulted for specific selection and placement requirements. TriMet’s SSC will also be consulted during the design process to ensure all elements of the lot meet security goals and requirements.

b. Security of parking garage design involves selecting the right building

features, materials and systems to meet established passive security and active security requirements. 1. Passive security refers to physical design features such as lighting.

2. Active security refers to human activities that may or may not involve

specialized equipment, such as security patrols, intercoms and monitored closed-circuit television (CCTV) systems.

3. A combination of both passive and active security features should be consulted during the design of the garage.

c. Specifics regarding security in parking garages can be found in Design Criteria, Chapter 17 – Parking Facilities. TriMet’s SSC will also be consulted during the design process to ensure all elements of the garage meet security goals and requirements.

2. Parking Garage Lighting a. Lighting is a critical security feature in a parking facility. Uniformity is

especially important. 1. Passing from light to dark areas creates problems for drivers because

of the eye’s inability to adjust rapidly. Light should extend into the


edges of parking stalls rather than just into driving aisles.

2. Another important lighting consideration is glare. Glare reduces the contrast of an object against its background, making it difficult for the eye to perceive depth accurately. Glare can be minimized by the careful selection and positioning of fixtures. Some manufacturers of light fixtures now include built-in shields that reduce glare while providing some up-light for vertical illumination. Also see Design Criteria, Chapter 27 – Lighting.

3. Surfaces

Light-colored surfaces increase brightness, which can enhance a sense of personal safety. In certain high-risk cases, and with TriMet approval, white paint on ceilings and beam soffits may be used to reflect light and increase lighting uniformity.

4. Natural Surveillance

Openness enhances natural surveillance. The openness of the facade should be maximized for crime prevention. Openness on four sides is preferable. Another way to enhance natural surveillance is to bring retailers or other joint uses into the area. Controlling vehicular access to a parking facility is beneficial to security.

5. Signage and Graphics

Careful placement of signs and graphics helps orient patrons and allows them to move quickly in and out of the parking facility, making them less vulnerable to crime. Color coding and other memory aids also help patrons quickly relocate their parked vehicle when they return to the facility. Signs showing emergency telephone numbers should also be provided.

6. Security Personnel

The visible presence of uniformed officers is one of the best crime prevention methods and should be considered in high-risk facilities. Unscheduled patrols by officers who vary their routes throughout their shifts appear to be especially effective.

7. Surveillance Equipment

a. Surveillance design and equipment shall be reviewed by TriMet to coordinate it with the Agency’s overall Security Plan.

b. Provisions for CCTV should be installed at all stations, park-and-ride lots and parking garage structures. Regardless of whether CCTV equipment is included in the subject project. All required conduits shall be embedded within the structural members or otherwise hidden from view.

c. Camera locations should be carefully planned to provide maximum visibility. Placement of cameras shall take into consideration lighting levels, landscaping design, and shelter design and location to ensure the best possible views are achieved.


d. Surveillance cameras with pan-zoom-tilt capacity or other new technology are options at certain locations.

e. CCTV placement shall provide facial recognition of individuals entering and leaving a TriMet facility, which includes maintenance facilities, park and rides, parking structures, and platforms.

G. Landscaping

1. Landscaping is used throughout TriMet facilities as a tool for security purposes in both private and public spaces. It defines territory, controls access to spaces, and creates a sense of ownership. a. The placement and type of landscaping should not disrupt critical areas of

natural surveillance, but should be incorporated into the space to enhance the area and visibility.

b. Considerations for landscaping should include the integration of lighting and CCTV, maintenance considerations, future growth, and the overall visibility of the space.

c. For specifics regarding landscaping in TriMet Facilities, review Design Criteria, Chapter 5 - Landscaping. TriMet’s SSC will also be consulted during the design process to ensure all elements of the landscaping meet security goals and requirements.

H. Sidewalk and Street Design (Urban Settings)

1. Sidewalk and streets provide access into and out of TriMet facilities. Consideration regarding pedestrian and vehicle separation, short and direct routes, lighting, egress into and out of facilities, and the signage and information needed to ensure pedestrians follow the intended route.

2. Specifics regarding sidewalk and street design can be found in Design Criteria, Chapter 2 – Civil. Review by TriMet’s SSC shall be performed during the design process as well.

I. Underground Structures

1. Specific security criteria will be developed on an as-needed basis for underground structures. As each structure and location could be drastically different, special considerations must be taken into account in order to address all the concerns at all locations.

2. TriMet’s SSC should be made aware of any underground structures as early as possible in the design phase, so applicable criteria can be developed and provided to designs. The SSC shall also be involved throughout the design process to ensure safety and security concerns are addressed accordingly.

J. Non-Public TriMet Facilities

1. This section provides criteria for security at TriMet’s non-public operations facilities. Examples of these facilities include Operations and Maintenance


Facilities, staff buildings, operator rooms, traction power substation (TPSS) buildings and signal buildings.

2. At the start of design of these facility types, designers shall seek confirmation on applicability of the following criteria from TriMet’s Project Manager.

3. Items to consider are the installation of the TRACS system, type and quantity of fencing, and the need for gates to control vehicular traffic. Most of these items will be site specific and therefore the SSC shall also be involved throughout the design process to ensure safety and security concerns are addressed accordingly. a. TRACS System

At many of its facilities, TriMet uses an electronic access control system known as TRACS. This system is used on all major employee office buildings and maintenance facilities, and is being expanded to include many small buildings. The system is normally installed by a specialist contractor under separate contract to TriMet’s Facilities Management Department.

b. Automatic Vehicular Gates / Personnel Access Gates

Remotely activated vehicular gates shall be provided at major vehicle access points at all operations facilities with perimeter security fence. These gates shall be operated by TriMet’s TRACS system. Whenever possible, locate the gates where they can be conveniently viewed from areas of the facility that are typically manned. If this is not possible, provisions for remote monitoring with video cameras should be included. Automatic vehicular gates shall conform to the following: 1. Operation from exterior side shall be conveniently located and

configured for all vehicles anticipated to use the access point (e.g. LIFT buses and private automobiles), and shall be reasonably protected from damage by vehicles.

2. Exterior operation point shall include a two-way intercom connection with a feature to allow gate operation at an appropriate location inside the facility.

3. Operation from the interior side shall be through loop detection embedded in paving.

4. The period of operation (from fully closed to fully open or vice versa) shall take no longer than 10 seconds.

5. Door-swing style gates, if feasible, shall be specified. Cantilevered spans, if used, shall not exceed 14 feet. Gate styles that lift the entire gate vertically above vehicles shall not be used.

6. All motors, drive gear, and other working parts shall be: a) Extremely durable, and intended for high frequency, commercial,

exterior applications,


b) Located on the interior of the facility, c) Readily accessible for maintenance, including adequate working

clearances on all sides, d) Located so that maintenance and replacement will not impede

access, e) Protected from damage by vehicles, f) In addition to TRACS and loop-detection operation, all gates shall

have accommodations for simple manual operation, and shall have safety features included, preventing the gate from closing on vehicles or people.

K. Security Considerations 1. Permit neighborhood associations and businesses to critique design concepts

from their historical or neighborhood perspectives.

2. Increase the natural surveillance of a facility by enhancing public and operator observation techniques.

3. A community-based security approach, such as the use of dedicated station attendants or transit-funded patrols provided by local police agencies, should be used for large stations.

4. Provide a sense or expression of “neighborhood ownership” by integrating the design of the facility into the existing surroundings

L. Safety and Security Certification

See Design Criteria, Chapter 1 – General, for guidelines provided for the Safety and Security Certification (“safety cert”) process. NOTE: TriMet Safety reserves the right to certify any safety critical item within a project regardless of application or origin.

CHAPTER 25

SIGNAGE AND GRAPHICS

Design Criteria 25-1 January 2010

CHAPTER 25 – SIGNAGE AND GRAPHICS

25.1 GENERAL

This chapter describes the categories, types, characteristics, purpose, placement, equipment, general requirements and typical use of signage and graphics within TriMet‟s transit facilities. Signage and graphic design and selection shall be based on several factors including: message type and intent, site conditions, type of facility, intended use, location, code enforcement, safe operation, and requirements of the authorities having jurisdiction.


1. Design Criteria, Chapter 6 - Stations 2. Design Criteria, Chapter 7 - Structures 3. Design Criteria, Chapter 8 - Light Rail Vehicles 4. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 5. Design Criteria, Chapter 11 - Electrical System 6. Design Criteria, Chapter 12 - Signal System 7. Design Criteria, Chapter 13 - Communications 8. Design Criteria, Chapter 15 - Light Rail Crossing Safety 9. Design Criteria, Chapter 16 - Small Buildings 10. Design Criteria, Chapter 17 - Parking Facilities 11. Design Criteria, Chapter 19 - Public Art 12. Design Criteria, Chapter 21 - Fare Collection 13. Design Criteria, Chapter 23 - Bus Facilities 14. Design Criteria, Chapter 24 - Security 15. Design Criteria, Chapter 25 - Signage and Graphics 16. Design Criteria, Chapter 26 - Elevators 17. Design Criteria, Chapter 27 - Lighting 18. Design Criteria, Chapter 28 - Amenities 19. TriMet Directive Drawings 20. TriMet Technical Specifications 21. TriMet Rail Transportation Rule Book

B. Industry 1. AASHTO


1. U.S. Department of Justice, Americans with Disabilities Act (ADA) 2. State of Oregon Manual on Uniform Traffic Control Devices (MUTCD) 3. Oregon Structural Specialty Code (OSSC) 4. International Building Code (IBC)

D. Stakeholders

1. Capital Projects a. Planning


b. Rail Projects c. Special Projects d. System Engineering

2. Communications and Technology a. Customer Service b. Marketing – Creative Services c. Information Technology

3. Operations a. Transportation (Bus and Rail) b. Facilities Management c. Maintenance of Way d. Commuter Rail Operations e. Safety f. Security


A. Signage Type and Category Definitions 1. Types

There are two signage types within the TriMet transit system, Active (electronic) and Passive (non-electronic). a. Active Signage (Electronic)

Active signage requires power and data connections for proper operation. b. Passive Signage (Non-Electronic)

Passive signage includes reflective and non-reflective static signage that does not require power or data.

2. Category Signage is grouped into the five main categories (these can be both “Active” and “Passive” type signage) including: a. Customer Facing

Signage that communicates with transit patrons. This signage assists the patron in safely navigating and using the transit system.

b. Non-Customer Facing

Signage that communicates with operations personnel. Non-customer facing signage is provided primarily to direct and assist in the safe operation of the transit system.

c. TriMet Regulatory

This signage is typically placed within or adjacent to TriMet‟s transit system. It is generally used to control, enforce, or direct vehicular, pedestrian and bicycle traffic to and behavior within the transit system. In some cases such as when wayfinding signage is placed adjacent to a road or freeway off ramp to direct traffic to a transit station or facility, it may be regulated by the AHJ. This signage is provided, placed and maintained by TriMet. 1. This signage can be both customer-facing and non-customer facing

(operational) and can be passive or active.


2. When this type of signage is used as “customer-facing” to

communicate with transit patrons, generally the template format is the same as the MUTCD signage referenced below. In some cases, such as prohibited activity or enforcement signage, the templates are specific to TriMet and do not follow the standard MUTCD template.

3. When this type of signage is utilized in a “non-customer facing” operational capacity, it is typically placed in the right-of-way of the transit system to direct and assist in the safe operation of rail and bus transportation. Given the specific function and placement of this signage type, the templates generally used are specific to TriMet operations and the dimensions, color, layout, graphics, icons/symbols and message may not follow the same design template specifications as the MUTCD signage described below.

d. Non-TriMet Regulatory This signage is typically found outside of TriMet‟s right-of-way, in street environments and is generally used by local and state authorities having jurisdiction to control or enforce vehiclular, pedestrian and bicycle behavior. 1. In some instances TriMet capital projects may be required by the AHJ

to provide, modify and/or install this signage as part of new construction or redesign.

2. For the most part, specific information for this type of sign is not covered by this chapter. This information is typically described in the Manual on Uniform Traffic Control Devices (MUTCD), and in some element specific cases, can also be found in the TriMet Directive Drawings.

e. TriMet Safety

This signage typically functions to maintain safety in the navigation, use and operation of the transit system. While this signage is described to some extent in this chapter, it should also be referenced in Design Criteria, Chapter 15 – Light Rail Crossing Safety.

B. Common TriMet Signage and Graphic Standards and Characteristics

TriMet‟s graphic standards and signage characteristics include: logo, font, icons, symbols, graphics, materials, size, dimension, layout and colors. See Table 25.3.B.1 for Logo examples. See Table 25.3.B.2 for Icon and Symbol examples. See Table 25.3.B.3 for examples of TriMet Standard Fonts. The most current TriMet graphic design standards shall be used for all TriMet signage unless otherwise required by the authority having jurisdiction. For the most current standards of the following items contact TriMet‟s Marketing Department - Creative Services. See also, TriMet‟s Directive Drawings and Design Criteria, Chapter 28 – Amenities.


1. Logos

The most current agency logo shall be used. Below are examples of the standard logos used on the TriMet System. Contact TriMet Marketing – Creative Services, to verify and receive the most current version and the logo usage guidelines and options.

TABLE 25.3.B.1 STANDARD LOGOS

a

b

c

d

e


2. Icons/Symbols The following are examples of the current standard Icons/Symbols used on the TriMet System:

TABLE 25.3.B.2 STANDARD ICONS AND SYMBOLS

a

l

b

m

c

n

d

o

e

p


f

q

g

r

h

s

i

t

j

u

k


3. Fonts

The following are examples of the current standard Fonts used on the TriMet System:

TABLE 25.3.B.3 STANDARD FONTS

a

b

c

d

e

f


4. Colors and Materials

a. Standard Colors Standard TriMet primary and secondary colors shall be used. Contact the TriMet Marketing - Creative Services department for this information.

b. Materials and Finishes Information on standard signage materials and finishes can be found by referencing TriMet‟s Marketing - Creative Service department, TriMet Directive Drawings and Design Criteria, Chapter 28 – Amenities.

5. Lighting and Illumination See Design Criteria, Chapter 27 – Lighting, and TriMet Directive Drawings.

6. Electrical See Design Criteria, Chapter 11 – Electrical System.

7. Communications

See Design Criteria, Chapter 13 – Communications, for information on the installation of „Active‟ signage that requires the use of data lines and/or telephone lines and for information regarding the inclusion of CCTV infrastructure and equipment on signage cabinets and structures.

8. Mounting Design

The mounting design shall be based on the sign type, intended use and message, placement, loading requirements, and mounting requirements. Foundations for sign structures shall be sufficient to support the required loads. a. Mount Types

1. Pole / Post / Railing Mounted 2. Pedestal Mounted 3. Ceiling or Suspension Mounted 4. Surface Mounted – (Wall, Window, Pavement, Door, etc.)

a) Mechanical b) Adhesive c) Paint d) Heat/Thermal e) Epoxy/Chemical

b. Mounting Hardware, Materials and Finishes

1. Hardware, materials and finishes used for mounting signage shall be vandal/tamper resistant type.

2. Mounting hardware shall be rated as applicable for the appropriate requirements.

3. Coordinate vandal/tamper resistant hardware selection with TriMet

Facilities Management, Operations – Safety and Security and the Marketing – Information Development Program (IDP) departments.


4. Refer to Design Criteria, Chapter 7 – Structures, for further loading

engineering requirements. Refer to Design Criteria, Chapter 28 – Amenities, for materials and finishes.

9. Placement and Installation

Standardized placement of signage and graphics facilitates system familiarity for both patrons and operations personnel. Signage shall be arranged and distributed in a uniform manner that is easily visible to transit patrons and personnel. a. Signage placement and installation shall be based on several factors

including: signage type and category, intended message and use, mounting requirements, site conditions, type of facility, capacity, codes and requirements of the authorities having jurisdiction.

b. Placement and installation design shall to be coordinated with TriMet, as specified based on the signage type and category. When not otherwise specified, the designer shall coordinate with the TriMet Project Manager for direction.

c. Location and placement of signage should be consistent to the extent

possible, within each element, throughout all transit facilities including: stops and stations, parking facilities, operations and maintenance facilities, right-of-way and trackway, traffic and pedestrian crossings and at all other applicable areas and facilities.

d. At TriMet transit facilities, signage should be direct and imply the

owner/operator's authority over the facility and intent to enforce regulations. See Design Criteria, Chapter 24 – Security for CPTED principles.

e. TriMet Customer Informational Signage should be strategically placed so it is not necessary to enter “Fair Paid Zones” or areas where patrons are required to possess a valid ticket or pass, for any reason other than to immediately use, the transit system. This reduces the presence of non-riders, which assists in the enforcement of the “Fare Paid Zones”.

C. Specific Signage by Category and Type

1. Customer Facing Quantity, placement, configuration and design shall be coordinated with TriMet‟s Project Manager, Operations Safety and Security, Customer Service, and Marketing - Creative Services departments. a. Active

1. Parking Lot ‘Full’

2. TransitTracker Digital Information Display (DIDi) a) Reader Boards: LED b) Flat Screen: LCD


3. PTW (Part-Time Warning) See Design Criteria, Chapter 15 – Light Rail Crossing Safety

4. Audio Messaging a) Reader Board Active Audio messaging is provided with some

Reader Boards and Flat Screen displays, depending on the context and ambient characteristics.

b) Patron Activated Audio messaging will be provided for Flat Screen displays as determined by TriMet

. b. Passive

Listed below are examples of element specific signage typically included or required at the various types of facilities. For information on other element specific requirements not listed below, coordinate with the applicable TriMet departments and documents as directed in this Chapter. 1. Stations

a) Station Identification 1. ID blade sign and customer information display on one column 2. ID blade sign only on column or light pole. 3. Shelter mounted ID

b) Customer Information Display c) Use of TriMet Property d) Fare Paid Zone e) Prohibited Activities f) No Trespassing g) Ticket Vending Machine (TVM)

1. System map display on the backside of TVM. 2. Instructional faceplate with raised lettering and Braille. 3. Braille/raised letter Fare Finder information panel. 4. Fare Finder customer information display

2. Parking Facilities a) Facility Identification b) Park & Ride Accessible Parking c) Floor identification (customer and fire/life) d) Use of TriMet property e) ADA f) Stair Access Signs g) Vehicular directional h) Pedestrian

2. Non-Customer Facing (Operations Based)

Coordinate non-customer facing (operations based) signage with the TriMet Project Manager, Operations, Safety and Security and Marketing - Creative Services departments.


Color makeup, orientation and placement of these signs are delineated in the TriMet Rail Transportation Rule Book and additional information can be found in the TriMet Directive Drawings. a. Active

1. Speed Indicator Sign

b. Passive Signs and Markers 1. Berthing Marker 2. Fouling Marker 3. Call Board Band and Stud 4. Call Board on Hinged Lockable Mounting Bracket 5. Change Radio Channel 6. Signal Numbers 7. Switch Numbers 8. Catenary Pole ID Numbers 9. Section Insulator ID Numbers 10. Begin or End Auto Block 11. “C” and “P” Signs (Coast and Power) 12. Speed Limit – Type „Y‟ (see TriMet Directive Drawings) 13. Speed Limit (Turnout) 14. Main Line Speed 15. Pinch Point 16. Decision Point Markers 17. Yard Limit 18. Stop 19. Track Geometry Tagging 20. Begin School Zone 21. End School Zone 22. No Clearance 23. Emergency Walkway 24. Address 25. Quarter Mile Posts – Type „X‟ (see TriMet Directive Drawings)

3. TriMet Regulatory

Coordinate TriMet regulatory signage placement and quantities with the TriMet Project Manager, Operations, Safety and Security, Customer Service, and Marketing – Creative Services departments. a. Active – Not applicable

b. Passive

1. Prohibited Activities 2. Use of TriMet Property 3. Payment Required 4. Fare Paid Zone 5. Be Alert 6. No Smoking 7. Danger – No Bike Riding Through Transit Centers 8. Do Not Cross Tracks (see TriMet Directive Drawings) 9. Danger - No Trespassing (see TriMet Directive Drawings)


10. Directional Way Finding 11. No Trespassing

4. Safety

The following signage is crossing safety or customer/operational safety related and are covered specifically in Design Criteria, Chapter 15 – Light Rail Crossing Safety. Some of these signs may also be referenced in the TriMet Directive Drawings. a. Passive

1. STOP HERE 2. DON‟T STAND HERE 3. Look Both Ways (also see TriMet Directive Drawings) 4. DO NOT CROSS TRACKWAY (see TriMet Directive Drawings) 5. Danger – No Trespassing (see TriMet Directive Drawings) 6. Do Not Cross Tracks (see TriMet Directive Drawings)

b. Active

1. PTW – LED Pedestrian Warning - Double Image (also see TriMet Directive Drawings)

2. PTW1 – Street Traffic Warning, Train Approaching (also see TriMet Directive Drawings)

3. PTW2 – Street Traffic Warning, Train Crossing (also see TriMet Directive Drawings)

4. Flashing Speed Indicator Sign

5. Non-TriMet Regulatory These signs shall be provided and placed as specified and required by the authority having jurisdiction. a. These types of signs may include:

1. Prohibitive signs (red background with white lettering) 2. Warning signs (yellow background with black lettering) 3. Regulatory signs (white background with black lettering) 4. Road Work signs (orange background with black lettering) 5. Motorist Services signs (blue background with white lettering) 6. Guidance or Informational signs (green background with white

lettering) 7. Historic, Cultural or Recreational signs (brown background with white

lettering)


D. Signage Matrix

Customer facing signs shown below can also be found in the TriMet Directive Drawings.

Mall LRT Station Name & Transit Information Display: SA.1 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 14‟ tall Illuminated: yes, back lit Features: CCTV camera, bracket, communications & power connections.

Mall LRT Station Name: SA.2 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 14‟ tall Illuminated: yes, back lit Features: CCTV camera, bracket, communications & power connections

No „Rose‟ icon

Mall LRT Station Name: SA.3 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 14‟ tall Illuminated: yes, back lit Features: CCTV camera, bracket, communications & power connections

LRT Station Name and Transit Information Display: SA.4 Materials: aluminum sign cabinet mounted on a stainless steel pole Dimensions: 10‟ tall Illuminated: Yes, back lit Features: power connection


LRT Station Name: SA.5 Materials: aluminum sign cabinet mounted on a stainless steel pole Dimensions: 10‟ tall Illuminated: Yes, back lit Features: power connection

No Display Cabinet

WES Station Name and Transit Information Display: SA.6 Materials: aluminum sign cabinet mounted on a stainless steel pole Dimensions: 10‟ tall Illuminated: Yes, back lit Features: power connection

WES Station Name: SA.7 Materials: aluminum sign cabinet mounted on a stainless steel pole Dimensions: 10‟ tall Illuminated: Yes, back lit Features:

LRT Station Name and Transit Information Display: SA.8 Materials: porcelain enamel sign that is pole or post mounted. Dimensions: 10‟ tall Illuminated: Yes, back lit Features: Bracket mount (pole NIC)


Mall Bus Transit Information Display: SB.1 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 7‟ tall Illuminated: yes, back lit Features: power connections.

Mall Bus Station Name & Transit Information Display: SC.1 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 14‟ tall Illuminated: yes, back lit Features: CCTV camera, bracket, communications & power connections.

Similar- 8 route tiles

Mall Bus Station Name: SC.2 Materials: aluminum sign cabinets mounted on a stainless steel clad metal pole Dimensions: 14‟ tall Illuminated: yes, back lit Features: CCTV camera, bracket, communications & power connections

Mall Bus Route Group: SE Materials: aluminum sign mounted on a metal pole Dimensions: 14‟ tall Illuminated: no, reflective material Features: on pole (NIC)


Cross Mall Bus Transit Information Display: SD Materials: aluminum sign cabinets mounted on a powder coated aluminum pole Dimensions: 10‟ tall Illuminated: No Features: Trueform product.

LRT Station ID: SF Materials: porcelain enamel sign mounted on a painted metal bracket Dimensions: 7‟ long Illuminated: no, Features: supported by shelter (NIC)

LRT Station Destination: SG Materials: porcelain enamel sign mounted on painted metal bracket Dimensions: 7‟ long Illuminated: no Features: supported by shelter (NIC)

Way Finding : SH Materials: powder coated aluminum sign mounted on stainless steel pole Dimensions: 14‟ tall Illuminated: No Features:.


Monument Sign: SJ Materials: powder coated sign mounted on aluminum panels Dimensions: 6‟ long Illuminated: no, Features: internal aluminum frame

Station Parking: SK Materials: Screen printed on aluminum sign mounted on a galvanized steel pole Dimensions: varies Illuminated: no, Features: site specific

E. Instructions Further instructions for specific types of signage are noted below: 1. Information Pylons

a. Provide free standing or integrated information pylons at all stations.

b. Pylons shall provide: 1. Customer and system information 2. Tactile station name for vision impaired users 3. CCTV camera (optional) 4. Weather resistant convenience outlets

c. Pylons shall contain integrated back-lighting for transit information, line

designation and maps.

d. Pylon electrical and lighting shall meet the standards described in Design Criteria, Chapter 11 - Electrical System, and Chapter 27 - Lighting.

e. Size pylons to accommodate standard TriMet information materials (e.g.

LRT and bus system maps and schedules) and to accommodate internal maintenance that may be required.

f. Locate pylons on the platform half at the front end of the train, with one

each for in-bound and out-bound platforms.

g. Locate additional pylons at pedestrian entry points, as required, and at circulation confluence points not covered by platform pylons.

2. Directional Signs

Provide simple and clear directional signage between modes of transportation.


3. Platform Identification Blade Signs a. Provide two blade signs on each platform that identify the light rail lines

that serve the station and destination.

b. Place blade signs in areas that are not served by pylons.

c. Place in illuminated locations or provide integral back-lit illumination.

4. Shelter Signage a. Provide station identification signs in passenger shelters.

b. Destination signs shall be shelter mounted on center platforms and shall

indicate destination.

5. Bus Bay Signs a. Bus bay signs are pole-mounted signs that indicate bus route numbers.

b. These signs shall be located at each bus bay or stop.

6. Park & Ride Monument Signs

A facility identifying monument sign shall be placed at a main entry/exit location of each park and ride facility.

7. Bus Information Display a. A bus information display is a freestanding, two-sided cabinet that

displays bus route schedules

b. Provide one at each transit center and at all bus stops with multiple bus lines.

c. Provide TransitTracker Digital Information Display (DIDi) (optional)

8. TransitTracker Digital Information Display (DIDi)

a. Digital panel that displays bus or train real time and/or scheduled arrival information.

b. Provide DIDi initial installations (or provide for future installation as directed by TriMet) at all shelter structures.

CHAPTER 26

ELEVATORS


CHAPTER 26 – ELEVATORS

26.1 GENERAL

This chapter covers the basic design considerations and industry requirements for passenger and freight elevators within the TriMet system. Elevators shall be designed based on their specific function, site type, location, capacity and loading requirements. Elevator design and construction shall comply with all applicable building codes, ADA requirements and standards as required by the authorities having jurisdiction.

26.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES Design elevator, hoist-way, and machine room in accordance with the current versions of the following reference documents: A. TriMet

1. Design Criteria, Chapter 6 - Stations 2. Design Criteria, Chapter 7 - Structures 3. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 4. Design Criteria, Chapter 11 - Electrical System 5. Design Criteria, Chapter 13 - Communications 6. Design Criteria, Chapter 17 - Parking Facilities 7. Design Criteria, Chapter 18 - Sustainability 8. Design Criteria, Chapter 19 - Public Art 9. Design Criteria, Chapter 24 - Security 10. Design Criteria, Chapter 25 - Signage and Graphics 11. Design Criteria, Chapter 27 - Lighting 12. Design Criteria, Chapter 28 - Amenities 13. TriMet Directive Drawings

B. Industry 1. American Society of Mechanical Engineers (ASME A17.1/CSA B44) 2. National Fire Protection Association (NFPA 70) 3. National Electrical Code (NEC)


1. International Building Code (IBC) 2. State of Oregon Structural Specialty Code (OSSC) 3. U.S. Department of Justice, Americans with Disabilities Act (ADA) 4. Local authority having jurisdiction

D. Stakeholders

1. Operations a. Facilities Management b. Safety c. Security

2. Capital Projects 3. Communications and Technology


a. Information Technology

26.3 CRITERIA / APPLICATION A. General Design Considerations

Elevator types shall be evaluated and selected based on site conditions, type of facility, intended use, amount of rise, capacity, speed, initial cost and maintenance cost, in coordination with the codes and requirements of the authorities having jurisdiction. 1. Elevator System Selection

Proprietary systems shall not be used. Only equipment that is supported by the manufacturer to all elevator maintenance companies without regard to affiliation, or lack thereof, will be acceptable. a. The design shall accommodate the ability of the equipment to be

maintained by multiple service contractors.

b. TriMet’s preference is to use hydraulic elevator systems.

2. Elevator Control Systems All elevators shall include state-of-the-art microprocessor based control systems with remote monitoring, independent service, firefighters’ emergency operation, inspection operation, access, and automatic two-way leveling. a. The control system shall include a comprehensive means to access the

computer memory for diagnostic purposes and shall have permanent indicators to indicate important elevator statuses as an integral part of the controller.

b. In cases where electric elevators are used, provide state-of-the-art micro-processor based drive control systems with variable voltage variable frequency AC motor drives.

3. Cab Doors and Openings a. All cab openings shall be situated or protected in such a way that solar

expansion will not be a problem.

b. All cab doors shall be provided with automatic sequence closing and shall comply with the requirements of ANSI/ASME A17.1/CA B44.


a. All elevator motors shall be compatible for the designed intended use, the elevator type and facility they are intended to serve.

b. Drive system shall be as efficient as proven technology will allow.

5. Electrical Systems a. All elevator electrical systems and equipment shall comply with the

requirements of NFPA 70 (current adopted edition).


b. All elevator related electrical disconnects shall be marked with the panel number, the circuit number, and the room number or location of the circuit breaker from which it is fed.

c. Refer to Design Criteria, Chapter 11 – Electrical System, for electrical

requirements.

6. Fixtures, Call-Button Panels and Indicators Fixtures, panels and digital position indicators shall be provided inside the cab and elevator entrance/exit points at all landings or levels. a. Digital Position Indicator Panel

The digital position indicator shall indicate floor level and car direction of travel.

b. Call-button panels

Call-button panels shall have stainless steel, vandal resistant, domed buttons with jewel indicator lights.

7. Capacity Data Plate

All elevators (both passenger and freight) shall have a data plate attached to the interior wall of the cab specifying both maximum weight and occupancy capacity.

8. Lighting

a. Interior and Exterior elevator lighting levels and equipment requirements will be based on the elevator type (passenger or freight), intended use, location, and facility type. See Design Criteria, Chapter 27 – Lighting, for further information on lighting requirements.

b. All elevator cars (passenger and freight) shall have emergency lighting

per ASME A17.1/CSA B44.

9. Elevator Machine and Control Rooms All facilities shall be designed so there is no access to other building areas, through the elevator machine or control rooms. a. Elevator machine rooms shall be located as near as possible to the hoist-

way but clear of public platform, walking, and landing areas.

b. With the exception of a machine-room-less type elevators, provide a separate room to contain the elevator machine equipment to properly service elevator, and as required by inspection authorities.

c. Provide convenience outlets, telephone conduits, HVAC and fluorescent lighting, and separate junction boxes for accessing the elevator traveling cables and CCTV equipment.

d. Where sprinklers are required in elevator hoistways, machine rooms, control spaces, or control rooms, a shunt trip breaker shall be provided per NFPA 72 (Current adopted edition).


e. Refer to Design Criteria, Chapter 13 – Communications, for telephone,

data and CCTV requirements. Refer to Design Criteria, Chapter 27 – Lighting, for lighting requirements.

10. Elevator Hoistways, Shafts and Pits

a. In parking structures where elevators are installed, enhance visual surveillance into elevators from exterior areas by installing glass hoistway walls. 1. Glass in the hoistway walls that is vulnerable to vandalism shall be 23"

x 35" x 3/8", laminated safety glass, and protected with a vandal guard product.

b. Elevator hoistway vents shall be installed in compliance with the building

code.

c. Shaft shall be designed and constructed per the applicable building codes.

d. All elevator shafts and pits that are below grade shall be sealed and

waterproofed with an effective barrier system on the exterior walls and below the pit floor.

e. When sprinklers are required by the building code, pipes entering the

elevator machine room or the elevator shaft shall be branch lines only, serving that space only and not continuing to another area.

f. The installation of elevator drains and sump pumps shall comply with the

plumbing code.

B. Elevator Types and Features 1. Passenger

a. General 1. Refer to Section 26.3.A of this chapter for additional general

requirements for all elevator types.

2. Circulation patterns and anticipated usage shall determine the appropriate type and number of elevators required to ensure a fully functioning facility.

3. At a minimum, each floor or area of the facility shall be served by at least one passenger elevator.

4. Passenger elevators in parking structures, where possible, shall be “glass-back” type and located on the perimeter to permit and maximize openness and visual surveillance from exterior public areas.

5. In cases where a passenger elevator is also used in a “service elevator” capacity, provision shall be made to provide wall protection


similar to the equipment listed in Section 26.3.B.2.b.3 – regarding freight elevator cab interior protection features.

b. Cabs

1. Dimensions Cab dimensions shall be sized to comply, at a minimum, with the stretcher requirements specified in the IBC, regardless of the number of floors, or elevators.

2. Interior Features a) Wall Panel

Provide 5-SM Vandal Resistant Stainless Steel from Rhino™ or approved equal, covering on non-glass walls to the underside of flat ceiling.

b) Glass Walls When elevators are installed in parking structures, enhance visual surveillance into elevators from exterior areas by utilizing glass back elevator walls and hoistways. 1. Where glass walls are installed, provide laminated safety glass

as required by ASME A17.1 / CSA B44.

2. Glass in the elevator cab, which is vulnerable to vandalism shall be 23" x 35" x 3/8", laminated safety glass, and protected with a vandal shield product.

3. All frames shall be stainless steel with vandal/tamper resistant

stainless steel fastening screws.

c) Finish Flooring and Base Rhino™ linings or approved equal, to be installed as floor covering and vertically on all walls to a height of 6". No seams from actual flooring and vertical area on walls/flooring are allowed.

d) Sub-Flooring - Steel flooring.

e) Car Handrails

Stainless Steel handrails shall be provided on the cab two sides and rear wall and shall comply with ADA requirements.

f) Elevator Cab Interior Lighting

See Design Criteria, Chapter 27 – Lighting, for lighting requirements.


g) Cab Vent and Exhaust Fan 1. Vent

Provide slotted vent located at the top area of the cab walls near the ceiling area. Provide screening on backside of vent slots.

2. Exhaust Fan

Provide an exhaust fan, to be mounted on the car top. Exhaust fan shall be compliant with applicable codes.

c. Roller Guides

All passenger elevators shall be equipped with constant contact roller guides on the top and the bottom of the car frame. 1. Roller guide assemblies shall be selected based on the speed and

capacity of the elevator.

d. Communications 1. Passenger elevator communication devices shall operate in

compliance with ASME A17.1/CSA B44 and ADA requirements and shall include the following: a) Emergency Telephones

Emergency telephones with hands-free operation containing an integral automatic tone dialer arranged to autodial Central Control. 1. Telephones shall be field programmable without the need for

special tools or programmers. b) CCTV

Cab shall accommodate installation of CCTV cameras and be connected to TriMet’s rail CCS system. 1. CCTV shall be programmed and integrated with TriMet’s CCTV

System.

c) Alarms Alarms shall be programmed to report to TriMet’s SCADA System.

d) Enable/Disable Functioning

Enable/Disable function integrated with TriMet’s SCADA System.

e) Elevator/Communications Interface Provide a backboard in the elevator equipment room with cable terminations for CCTV, enable/disable contacts, and emergency telephone equipment.

f) Applicability

These communications requirements apply to both passenger and freight elevators.


e. Elevator Lobby 1. Lighting

Refer to Design Criteria, Chapter 27 – Lighting, for additional lighting illumination level and equipment requirements.

2. Waste Receptacles

Provide waste receptacles at all elevator and stair lobbies. a) Waste receptacles must be easy to empty and to flush periodically

with a hose.

b) See Design Criteria, Chapter 28 – Amenities, for information on Waste Receptacle requirements.

2. Freight

a. General 1. Designers shall coordinate with TriMet Operations to determine the

requirements, placement and capacities for freight elevators.

2. Refer to Section 26.3.A of this chapter for additional general requirements for all elevator types.

b. Freight Specific Features 1. Freight elevators shall be equipped with power operated hoistway

doors and car gates. a) Doors shall be provided with automatic sequence closing and shall

comply with the requirements of ANSI/ASME A17.1/CA B44.

2. Freight elevator cab interior lighting shall be a minimum of two energy efficient fluorescent fixtures flush mounted in the ceiling of the cab. a) The lamps and ballasts shall be removable from the interior of the

cab.

b) Refer to Design Criteria, Chapter 27 – Lighting, for further lighting illumination level and equipment requirements.

3. Elevator cab interior shall be suitably equipped with protective features for handing freight. Protective features include, wall padding and protective floor covering as required by the specific facilities intended use and as required by code.

4. Freight elevators shall be equipped with a capacity data plate attached

on the back wall, facing the door opening, stating the maximum weight capacity.

CHAPTER 27

LIGHTING

CHAPTER 27 – LIGHTING 27. 1 GENERAL

This chapter establishes the design requirements for lighting function, illumination levels and equipment within TriMet’s transit system and facilities.

27.2 REFERENCES, STANDARDS, REGULATIONS, CODES, GUIDELINES Lighting system design shall conform to the latest edition of the following standards, guidelines and codes where applicable: A. TriMet

1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 3 - Track Geometry and Trackwork 3. Design Criteria, Chapter 4 - Utilities 4. Design Criteria, Chapter 5 - Landscaping 5. Design Criteria, Chapter 6 - Stations 6. Design Criteria, Chapter 7 - Structures 7. Design Criteria, Chapter 8 - Light Rail Vehicles 8. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 9. Design Criteria, Chapter 10 - Traction Electrification System 10. Design Criteria, Chapter 11 - Electrical System 11. Design Criteria, Chapter 12 - Signal System 12. Design Criteria, Chapter 13 - Communications 13. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 14. Design Criteria, Chapter 15 - Light Rail Crossing Safety 15. Design Criteria, Chapter 16 - Small Buildings 16. Design Criteria, Chapter 17 - Parking Facilities 17. Design Criteria, Chapter 18 - Sustainability 18. Design Criteria, Chapter 19 - Public Art 19. Design Criteria, Chapter 21 - Fare Collection 20. Design Criteria, Chapter 22 - Clearances 21. Design Criteria, Chapter 23 - Bus Facilities 22. Design Criteria, Chapter 24 - Security 23. Design Criteria, Chapter 25 - Signage and Graphics 24. Design Criteria, Chapter 26 - Elevators 25. Design Criteria, Chapter 28 - Amenities 26. TriMet Directive Drawings 27. TriMet Standard Technical Specifications

B. Industry

1. National Electrical Code (NEC) (NFPA 70) 2. National Electrical Safety Code (ANSI/IEEE C.2) 3. Institute of Electrical and Electronics Engineers (IEEE) 4. American National Standards Institute (ANSI) 5. National Electrical Manufacturers Association (NEMA) 6. Fixed Guideway Transit Systems (NFPA 130) 7. Life Safety Code (NFPA 101) 8. Insulated Cable Engineers Association (ICEA)


9. Illuminating Engineering Society of North America (IESNA), Lighting Handbook

10. Underwriters' Laboratories, Inc.

C. Federal, State, Local 1. Oregon Electrical Specialty Code 2. International Building Code (IBC) 3. Electrical codes or amendments of the local authority having jurisdiction 4. Oregon Public Utility Commission (PUC) 5. Oregon Department of Energy – Oregon Building Energy Codes

D. Stakeholders

1. Capital Projects a. Community Affairs – Public Art b. Project Planning – Bus Stops Group c. Rail Projects d. Special Projects e. Systems Engineering

2. Operations a. Facilities Maintenance b. Bus and Rail Transportation c. Security d. Safety e. Marketing – Creative Services f. Communications – Information Technology


A. General The lighting criteria contained herein are intended to provide the functional and aesthetic guidelines necessary to design adequate, quality illumination for TriMet’s transit system. 1. Lighting design and selection shall be based on multiple considerations

including, type of facility or element, operational requirements, cross-element interdependencies, site conditions, intended use, capacity, occupancy, speed, sight distances and sightlines, transitional differentiation, safety and security, aesthetic and community integration, life cycle cost, maintenance, sustainability, system standardization, existing system infrastructure and equipment, and compliance with all applicable codes and requirements of the authorities having jurisdiction.

2. Unless otherwise required by the authority having jurisdiction, lighting illumination averages shall at a minimum, meet or exceed the levels specified in Table 27.3.A.2.

3. Designers shall provide site lighting plans with photometric information

including lighting averages. Calculations shall be in compliance with IESNA standards and shall meet all applicable jurisdictional codes and requirements.


B. Safety and Security Promote the safety and security of TriMet patrons and employees through the strategic selection, placement and use of various lighting types, illumination levels and equipment. 1. Considerations

a. Illuminate passenger waiting areas, parking facilities, building entrance/exit and operation yard areas at a noticeably higher level than surrounding areas.

b. Use varying illumination levels to define and differentiate between task areas, decision and transition points, and areas of potential hazard.

c. Promote security by providing lighting illumination levels, color and quality

sufficient for quality recordings by CCTV cameras. Refer to Design Criteria, Chapter 13 – Communications, for CCTV lighting requirements and coordinate with TriMet Systems Engineering to achieve compatibility.

d. All lighting and control mechanisms shall be safely accessible for

maintenance personnel. 1. Stairwell lighting fixtures shall be accessible to maintenance personnel

from a landing using an 8’ A-frame step ladder.

2. Fixtures mounted over 30’ must have a lowering mechanism, with a security lock-out feature, to allow service from grade level.

3. Photocells shall be located so they are safely accessible for

maintenance purposes and can be reached using an 8-foot step ladder.

e. Enhance the system's visual and functional clarity through the use of

illumination that reinforces the presentation of signage and graphics and differentiates between site circulation networks, station entrances, fare validation areas and platforms.

f. Select lamps, ballasts, and fixtures that are resistant to the effects of lumen depreciation.

C. Illumination and Equipment

1. Illumination Levels Illumination levels shall define and differentiate between task areas, decision and transition points, and areas of potential hazard. a. Luminaries shall be selected, located, and/or aimed to accomplish their

primary purpose while producing a minimum glare and/or interference with task accuracy, vehicular traffic, and neighboring areas.

b. High and Low Illumination Transition Points – The effects of safe visibility transitioning between ‘high to low’ and ‘low to high’ illumination points shall be considered.


1. At locations where high to low illumination conditions occur such as moving from exterior daytime light into the interior of a parking garage, the interior illumination at main entrance points and top floor exterior parking lot return ramp entrances, shall have ‘transition lighting’ at levels that accommodate safe vision transition into lower light conditions.

2. At locations where low to high illumination conditions occur such as the darkness of night or very low illumination into daylight or higher interior lighting, the ‘transition area’ shall have illumination levels that safely accommodate vision to transition into higher light conditions.

3. See Table 27.3.A.2 for parking garage transition area illumination

levels.

2. Quality The resultant quality of light produced must be considered in determining the selection of equipment. Different types of lamps will provide different lighting for a given lighting level and color. Lamp and luminary selection must consider the following characteristics of the light produced: a. Color ‘Temperature’

1. Degrees Kelvin (K): For most interior locations, a color temperature of 3500 K - 4100 K is suitable. Exterior locations and designated interior locations shall have a color temperature of 5100 K. For most settings, TriMet prefers the whitest light (highest color temperature) for a given lighting level.

2. Color Rendering Index (CRI): Lamps shall have a CRI of 85–95.

3. Lamps, Ballasts and Controls Lighting equipment shall be designed and selected based on the required illumination level output, light quality, color, lifespan, sustainability practices, maintenance requirements and other features specific to the intended use. Several TriMet standard lighting equipment options exist. They can be hard-wired or solar powered. a. General

1. Equipment selection shall produce the required lighting color, level and quality requirements for each given element. In addition, the selected lighting equipment shall meet applicable code, safety and security and maintenance requirements.

2. All luminaries and lamp types should be standardized system-wide to the greatest extent possible. Standardization will provide design and perceptual unity and simplify maintenance requirements. Coordinate selection with TriMet Facilities ‘Standard Equipment List’.


3. New technology types, not currently in use, shall be coordinated with the Project Manager and Facilities Management. Preference will be given to 100,000-hour+ low-wattage lights.

b. Lamps

1. Where exterior lights are CFL, screw in type, T8 florescent, or induction shall be used.

2. New installations/designs should use F32T8 and other fluorescent lamps whenever possible.

3. Lamps not approved for use are: a. T12 fluorescent lamps. b. High-pressure sodium (HPS) lamps. c. Metal-halide lamps. d. Mercury Vapor

c. Ballasts

1. When fluorescent fixtures are installed outdoors, such as at station platforms, electronic low temperature, low wattage ballasts must be specified.

2. Low wattage, instant-start ballasts shall be used in areas where the expected burn-cycle is three hours or longer.

d. Controls

1. Automatic and manual lighting control shall be designed to use energy efficiently.

2. All exterior site areas shall be illuminated when the ambient daylight drops below 30 fc and all but security site lighting is turned off ½ hour after revenue service stops. Provisions shall be made for photocell and manual override.

3. A photocell for control of exterior lighting shall be provided.

a) Photocells shall be located so that they are accessible for routine maintenance purposes and can be reached using an 8’ A-frame step ladder.

b) In cases where photocell placement is located on a building or parking structure, the photocell shall be placed on the roof, facing north, unless this location is detrimental to performance, such as in the path of any electric light, shading or shadows.

4. Ancillary areas shall be individually switched.

5. Control arrangements shall ensure efficient maintenance procedures.


6. Areas with frequently switched lighting circuits shall use programmed start.

7. Motion sensors used for restroom lighting control shall be located in

the ceiling area.

D. Lighting Types 1. Interior Lighting

Interior lighting shall promote a safe environment for patrons and employees and provide proper lighting for task specific performance. a. Buildings and Facilities

1. Refer to Table 27.3.A.2 for interior light levels for buildings and facilities.

2. The following guidelines apply to all operations and maintenance facilities, employee office buildings, signals and communications buildings, concession buildings, staff / operator break buildings, storage buildings, traction power substation buildings and elevator machine and control rooms. a) Emergency lighting shall be provided at all enclosed (indoor or

underground) facilities.

b) Interior lighting shall be F32T8 fluorescent (under 20’) or F54T5HO (over 20’), 3500K - 4100K for office areas and 5100K for designated shop work areas, 4-foot tubes with a minimum CRI of 82 or higher and electronic ballast. 1. All areas with T8, T5 fluorescent light fixtures should use low -

watt instant-start electronic ballasts.

2. Interior lighting fixtures shall have polycarbonate diffusers (Lexan or approved equal).

c) Interior fixtures using CFLs (Compact Fluorescent Lamps) may be used in specific applications. When CFL’s are used, plug-in style shall be selected. Consult with TriMet’s Project Manager for review and approval.

d) Recessed canister fixtures shall not be used.

e) Maintenance bay pits shall have code compliant fluorescent lights along both sides aimed upward for maintenance task specific undercar lighting.

f) TriMet prefers highest color temperature for a given lighting level.

g) Natural light from skylights, windows and clerestory windows shall

be maximized to reduce dependence on light fixtures during daylight hours. This lighting shall at a minimum comply with the illumination averages stated in Table 27.3.A.2 and shall be


coordinated with TriMet’s Project Manager and Operations for task specific area lighting requirements.

3. Passenger Elevator Cab Interior, Entryways and Lobbies a) Passenger elevator cab interior lighting shall be a minimum of two

(2) plug-in style CFL lamps.

4. Freight Elevator Cab Interior, Entryways a) Freight elevator cab interior lighting shall be a minimum of two

energy efficient fluorescent fixtures flush mounted in the ceiling of the cab.

b) Lamps and ballasts shall be removable from the interior of the cab.

2. Exterior Lighting Security shall be promoted by illuminating passenger waiting areas, parking areas, yard areas, and building entrance/exit areas at a noticeably higher level than surrounding areas. In addition, exterior illumination shall promote safety and security by defining and differentiating task areas, decision and transition points, and areas of potential hazard. Refer to Table 27.3.A.2 for exterior base illumination level minimum averages. a. Bus Stops and Shelter Areas

When required, provide bus shelter lighting and overhead lighting at bus stop locations oriented towards the bus stop boarding area. Refer to Table 27.3.A.2 for specific lighting level requirements. Also see Design Criteria, Chapter 23 – Bus Facilities for further requirements.

b. LRT Stations

1. Station site lighting includes internal site circulation and access to the station. The placement of luminaries shall not obstruct the movement of vehicles. Luminary placement shall be coordinated with the landscape and site plan to protect light standards, and to ensure that plantings will not obscure the lighting distribution pattern. Consideration should be given to those sites located adjacent to roadways.

2. Station illumination and equipment placement shall accommodate

facial recognition for both patrons and CCTV and shall be such that shadow casting is eliminated. Also see Design Criteria, Chapter 24 – Security, regarding lighting for CCTV.

3. LRT platform area lighting shall be in waiting and loading areas. The

lighting elements shall extend the entire length of the platform and shall demarcate the platform and emphasize the platform edge, vertical vehicle surfaces, and landings associated with elevators and stairs. Care shall be taken to avoid "blinding" LRT operators or other vehicle drivers with excessive or misdirected lighting.


c. Parking Facilities

1. Surface Lots a) Vehicular access lighting shall provide a natural lead-in to the bus

areas and quick drops. The illumination on all access and egress roads shall be graduated up or down to the illumination level of the adjacent street or highway.

b) Surface Park and Ride lot lighting includes lighting of private automobile parking stalls and access aisles.

c) The placement of poles and luminaries shall not obstruct the movement of vehicles, and shall consider door swings.

d) Luminary placement shall be coordinated with the landscape and site plan to protect light standards, which are located adjacent to roadways, and to ensure that plantings will not obscure the lighting distribution pattern.

e) Use ‘high mast’ lights for surface lot lighting rather than pedestrian level lights to provide uniform lighting throughout park-and-ride facilities. Pedestrian lighting may be required for pedestrian pathways and walkways. Coordinate the pedestrian requirements with the TriMet Project Manager and the Operations Safety and Security department. See maintenance access requirements included in 27.3.B.1.d.2 for equipment selection.

2. Parking Structures

a) Fixtures shall be chosen to complement the design and character of the facility and surroundings. Fixtures shall provide required illumination and shall be vandal proof and suitable for exterior mounting.

b) Consideration shall be given to energy conservation and

maintenance in the selection of fixtures and lamps.

c) At all locations where a vehicle moves from daylight into the garage (i.e. main entrance, ramp from top floor), the interior of the garage, at this transition area, shall have a minimum illumination of 5 foot-candles at night and shall have a minimum illumination of 50 foot-candles during the day, in order to transition the motorists eyes from differences in illumination.

d) Passenger Elevator – Passenger elevators located in parking

facilities shall have identifiable lighting at the entrance/exit points and lobbies or landing areas. For exterior lighting levels - Refer to Table 27.3.A.2.


3. Bicycle Parking

Refer to Table 27.3.A.2 for light level information related to bicycle parking areas.

d. Maintenance Operations Facilities

1. The yard shall be illuminated to provide a safe working environment for 24-hour operation of the facility.

2. Lights shall be automatically controlled by a photoelectric cell and with a bypass switch. Photo cells shall be placed where it is accessible with an 8’ ladder by maintenance personnel.

3. Lighting shall be placed to minimize shadow casting on walkways.

4. Lighting shall be ’full cut off’, to eliminate upward illumination unless it

is specifically oriented to light public art, landscaping or other specified element.

5. Lighting shall be shielded so as not to spill onto neighboring

properties.

6. Some illuminated signage shall be required for yard entrances, building entrances and track numbers at building doorways, etc.

7. Lighting shall meet local code requirements and conditions of

approval.

e. Trackway 1. Trackway illumination is required:

a) at all at-grade roadway crossing locations, per Oregon PUC criteria and IESNA recommendations.

b) at all designated at-grade pedestrian crossing locations (e.g. Z-crossing configurations)

c) where nighttime pedestrian activity is high adjacent to the tracks and pedestrian crossing locations are not defined.

d) beneath underpasses wherever there is a safety concern because of lack of train operator visibility due to darkness.

e) in tunnels.

2. Considerations and Exceptions for Trackway lighting a) In some cases, intrusion mitigation measures may be substituted

for supplemental illumination in areas of exclusive right-of-way as determined by TriMet.


b) Special consideration shall be made in cases where trackway lighting is placed directly above or adjacent to a signal. Lighting must be placed or shielded such that the glare from the light does not washout the operator’s ability to detect the color or operation of the signal light.

c) Shielding, or other methods of glare reduction, is recommended where veiling luminance to average luminance ratio (measuring disability glare) exceeds 0.4 to 1 for track way section.

f. Pedestrian Access

Pedestrian access lighting shall clearly define pedestrian walkways, crosswalks, ramps, stairs and bridges. 1. Provide mid-level lighting at heights of 10 to 14 feet at pedestrian

access points to stations and station facilities.

2. Pedestrian rail crossing lighting shall provide 1.5 times the track way illumination for 100' before and after the crossing.

g. Buildings Refer to Table 27.3.A.2 for exterior light levels for buildings, including Operations and Maintenance Facilities, Employee Office Buildings, Signals and Communications Buildings, Concession Buildings, Staff / Operator Break Buildings, Storage Buildings and Traction Power Substation Buildings. 1. Exterior porch lighting shall be installed directly over or adjacent to

exterior doorways. 2. Exterior lights shall be vandal resistant watertight fixtures. 3. Exterior lights shall be CFL, screw-in style.

3. Emergency Lighting a. These luminaries and all exit, egress, and essential directional signage,

shall be powered by an emergency power source as described in Design Criteria, Chapter 11 – Electrical System.

b. Illumination levels shall comply with current Federal, State and Local Codes. TriMet’s standard Illumination ‘minimum base averages’ are specified in Table 27.3.A.2. If any conflicts exist between the authorities having jurisdiction and the specified levels in the table, the SSC shall review and approve alternatives.

c. Emergency lighting for stairs shall be designed to emphasize the top and bottom steps or landings.


TABLE 27.3.A.2 ILLUMINATION LEVEL REQUIREMENTS TABLE NOTES:

a. All light illumination levels contained in the table below are considered Safety Certifiable. All variances to these levels shall be reviewed and approved by TriMet’s Safety and Security Committee.

b. The foot candle average minimum is a “base” number that shall be achieved. Impacts from adjacent elements and their lighting level requirements shall be taken into consideration and calculated as part of the resulting averages.

c. Illumination calculations and measurement procedures shall be based on IESNA standards and shall result in ‘minimum averages’ rather than the element specific foot candle ranges previously used. This format shall be followed in both the design and construction phases of a project.

d. All lighting plan photometrics shall document these illumination averages. e. The information contained below is ‘interim’ data and will be updated upon the

completion of current pilot and test projects. In addition, further information is being researched, considered and approved to further establish TriMet’s lighting standards.

f. Unless otherwise indicated, average/minimum uniformity ratios shall not exceed 3:1 AND maximum/minimum ratios shall not exceed 6:1. Yard lighting shall not exceed average/minimum uniformity ratios of 4:1.

Category Location

Illumination Level:

Foot Candle Minimum Averages

Notes

Interior

Operations and Maintenance Facility

Office 30

Shop - High Ceiling 40

Shop - Low Ceiling 50

Pit Underside Upward facing lighting 100

Pit Underside Downward facing lighting 30

Loading Dock 20

Store Room 15

Fuel House 20

Wash Rack 20

Steam Bay 20

Restrooms 15

Break Rooms / Kitchen 30

Entryway / Lobby 20

Stairways 20

Emergency Lighting 1

Employee Office Buildings

Office Areas 40


Category Location

Illumination Level:


Notes

Lunch Room / Breakroom / Kitchen 30

Restrooms 15

Entrance / Lobby 20

Stairways 20

Emergency Lighting 1

Signals and Communications Buildings 30

Concession Buildings 30

Staff / Operator Break Buildings

Kitchen 30

Break Room Area 30

Bathroom 15

Computer / Phone area 30

Storage Buildings / Warehouse

Office Area 30

Electrical Room 15

Restroom 15

Stairways 20

Traction Power Substations 30

Exterior Stations, Stops and Transit Centers

Bus Stops Sheltered 2

Bus Stops Unsheltered – “Limited Use” 2

Currently TriMet only installs lighting at Unsheltered Bus stops in specific circumstances. These include high ridership, pass-ups and in cases of high frequency or consistent use by individuals covered under ADA.

Station Platforms - Sheltered 7

Station Platforms – other than sheltered 5

Fare Vending Area 7

Stairs / Ramps 7

Walkways 5

Pedestrian Trackway Crossings 2 See TABLE NOTES

Quick Drop Areas 5


Category Location

Illumination Level:


Notes

Outdoor Plaza 4

Bus Layover Areas at Transit Centers 5 Should be Same as at LRT Stations

Signage Cases / Pylons TBD

See Signage and Graphics Chapter – specific to cases used.

Bike Parking Facilities

Bike Locker 5

Generally this type of bike parking is not allowed under structures such as overpasses or bridges and not inside or directly adjacent to a parking garage.

Bike Rack 5 Depends on placement, should comply with CCTV needs.

High Capacity (50+) 7

Can be Sheltered or inside a building and will need to be CCTV compliant.

Other

Vending Machine Areas

5 (IE: BTC & Gateway)

Public Telephone Areas 5 Depends on placement and Equipment type.

Public art TBD

Project specific – depends on art type and placement requirements.

Parking Facilities

Surface Lots

Parking Surface Area 5

Bike Parking 5

See Bike parking above – this may depend on placement within the facility – and needs to account for CCTV requirements.

Walkways 5

Quick Drops 5

Vehicle Entrance and Exits 5

Public art TBD

Project specific – depends on art type and placement requirements.

Garages / Structures

Car Parking Stall Areas 5(N) 5(D)

Per IESNA – (D) Daytime light – a sum of electric and natural light


Category Location

Illumination Level:


Notes

Driveways / Drive ramps 5(N) 10(D)

Per IESNA – (D) Daytime light – a sum of electric and natural light

Entrance / Exit 5(N) 50(D)

Per IESNA – (D) Daytime light – a sum of electric and natural light See 27.3.C.1.b “transitions”

Open Air - Top Floor parking areas 5 This may be the same as surface lots.

Mixed Use lower floor parking Garage

5 Bus Parking (CTC)

Bike Parking 7

See Bike parking above – this may depend on placement within the facility – and needs to acct for CCTV requirements.

Walkways 5

Transition points into other Elements should be considered on paths and walkways. See Ch 24 – Security.

Stairs / Ramps 7

This falls in the “shall be noticeably higher level” and “placed on the external side of the building for easy surveillance” and should consider CCTV requirements.

Pedestrian Overpasses or Tunnel

5 Walkways

Passenger Elevators - Glass Back Type

Internal Lighting 10

Lobby/Entrance area 10

Public Art TBD Depends on project specifics and placement.

Quick Drop Areas 5

Maintenance Facility / Operations Yard

Bus Roadway within TM Property 2

Rail Crossings within TM Property 2 See TABLE NOTES

Trackway

Pedestrian Crossings

‘At Grade’ Roadway Crossings 2

Z-crossings 2



Category Location

Illumination Level:


Notes

Transitions ROW to yard and yard to ROW 2

Structures

Underpasses 2

Cut and Cover Boxes 2

Tunnels 3

Bridges Top Side 1

Bridge under-crossings 2

CHAPTER 28

AMENITIES


CHAPTER 28 – AMENITIES

28.1 GENERAL This chapter establishes criteria for amenities within TriMet‟s transit facilities. These criteria have been developed as a technical guide for standard amenities for TriMet‟s public transit facilities (28.3.A). The second portion of this chapter (28.3.B) addresses materials and finish guidelines for various features of work described within the Design Criteria. Amenities are intended to enhance the quality of the region‟s transit experience. When applied consistently and effectively, these features have a positive impact on TriMet‟s ability to attract and sustain riders. In an effort to keep project funds in the local economy, TriMet strives to contract locally and procure materials and equipment that can be obtained through regional manufacturers and fabricators. All elements should support TriMet‟s sustainability goals. See Design Criteria, Chapter 18 - Sustainability.


1. Design Criteria, Chapter 2 - Civil 2. Design Criteria, Chapter 5 - Landscaping 3. Design Criteria, Chapter 6 - Stations 4. Design Criteria, Chapter 7 - Structures 5. Design Criteria, Chapter 9 - Light Rail Transit Operations Facilities 6. Design Criteria, Chapter 11 - Electrical System 7. Design Criteria, Chapter 13 - Communications 8. Design Criteria, Chapter 14 - Stray Current and Corrosion Control 9. Design Criteria, Chapter 15 - Light Rail Crossing safety 10. Design Criteria, Chapter 16 - Small Buildings 11. Design Criteria, Chapter 17 - Parking Facilities 12. Design Criteria, Chapter 18 - Sustainability 13. Design Criteria, Chapter 19 - Public Art 14. Design Criteria, Chapter 23 - Bus Facilities 15. Design Criteria, Chapter 24 - Security 16. Design Criteria, Chapter 25 - Signage and Graphics 17. Design Criteria, Chapter 26 - Elevators 18. Design Criteria, Chapter 27 - Lighting 19. TriMet Directive Drawings

B. Industry

1. None noted

C. Federal, State, Local 1. International Building Code (IBC) 2. Oregon Structural Specialty Code (OSSC) 3. Oregon Electrical Specialty Code (OESC)


4. State of Washington Structural Code - International Building Code with statewide amendments

5. State of Washington Electrical Code - National Electrical Code (NFPA 70) 6. U.S. Department of Transportation's Transportation for Individuals with

Disabilities; Final Rule, including 49 CFR Parts 27, 37 with Appendix A – Standards for Accessible Transportation Facilities

D. Stakeholders

1. Capital Projects a. Community Affairs – Public Art b. Program Construction c. Program Design d. Program Management e. Rail Projects

2. Operations a. Maintenance of Way b. Operations Support c. Safety d. Security

3. Communications and Technology a. Information Technology

28.3 CRITERIA / GUIDELINES A. Amenities

This section establishes design criteria for light rail station amenities. Refer to Design Criteria, Chapter 6 - Stations, for light rail station design criteria. Refer to Design Criteria, Chapter 23 - Bus Facilities, for additional bus stop amenities. 1. Standard Amenities

All amenities shall be functional, vandal and weather resistant, meet station and urban design objectives, and economical. a. Seating

1. Provide benches on the platforms and in bus waiting areas. 2. Coordinate platform benches with the station finish materials. 3. Do not place benches in the vicinity of vertical circulation elements. 4. TriMet standard bench (Stainless or Powder Coated Galvanized)

Renaissance style by Timber Forms. 5‟ length with mid armrest or divider.

5. Seating height shall be selected for short durations of time; nominal range of 18 inches to 20 inches.

b. Waste Receptacles 1. Provide two (2) TriMet approved waste receptacles at all station

platforms and coordinate them with seating.

2. Waste receptacles must be harmonious with the station finish materials.


3. Verify with TriMet whether waste receptacles will be provided as owner furnished materials (TriMet standard waste receptacle).

4. Waste receptacles shall be TriMet standard design unless approved by the TriMet Manager.

5. Waste receptacle latching mechanism shall be reviewed and approved

by TriMet Facilities Management.

6. Waste Receptacles shall: a) Have a 20 year life expectancy b) Withstand heavy public use & abuse c) Not burn or melt d) Be appropriate to the urban design e) Be graffiti resistant, and allow graffiti removal without degradation

using TriMet approved protocol f) Be low maintenance, easy to keep clean (minimize attraction of

insects or vermin) g) Keep rain out with integral cover (minimize use of removable lids) h) Easily fasten, and secure to floor structure. Immovable by others i) Allow for ease of pressure washing of floor surface j) Minimize opening to limit „home garbage‟ or security threats k) Reduce security threats in general locations, and adapt to high

visual accessibility in high security locations l) Allow for ease of visual security „sweep‟s, without disturbing

general public m) Be easy to empty, minimizing ergonomic problems n) Be of an appropriate size (33 gallon bag typical) o) Maximize space on platform, station, or sidewalk p) Attract sponsorships through high quality design and functionality q) Use common materials & fabrication techniques r) Be most cost effective: initial investment leverages low life cycle

cost

c. Public Telephones 1. Provide a minimum of one coin-operated telephone at each station

platform.

2. Telephones must conform to the requirements of Standards for Accessible Transportation Facilities, U.S. Department of Transportation.

3. Do not locate phones inside or immediately adjacent to shelters.

4. Telephones must be easily visible from the station platforms but

located outside of circulation areas where the noise level is acceptable.

5. Telephones shall be provided with a visual graphic phone symbol for

ease of identification from a distance.


6. Provide phone enclosures when ambient noise levels make sound

isolation necessary.

7. Coordinate installation with the TriMet Information Technology (IT) department and the TriMet Project Manager.

B. Materials and Finishes 1. General

The selection of station materials directly affects maintenance requirements and the image of each facility. Simple, durable, readily available, and easily maintained materials can help to minimize damage and maintenance, while enhancing the character and visual quality of each station. Because vandalism is more likely where it already exists, use materials that reduce repair time so that stations do not appear under-used or abandoned. a. New materials, systems and finishes of equal performance to and

compatible with those previously used are encouraged. Material and installation information, including samples, shall be submitted to TriMet for approval.

b. When specifying manufactured items or materials, standard off-the-shelf items that are available from more than one supplier are preferred over custom made or single source items. When specifying finish, size, color, pattern or composition, allow slight variations in appearance so that less costly products or materials of equal quality can be used.

2. Basic Objectives

a. Maximize ease of system use b. Maximize aesthetic quality c. Maximize civic quality d. Maximize safety and security e. Maintain system identity

3. Life Cycle Objectives

a. Maximize ease of construction b. Maximize the use of available materials and finishes c. Maximize the use of durable materials and finishes d. Minimize the number of components & shapes e. Minimize life cycle costs f. Maximize ease of replacement g. Maximize the use of materials that are interchangeable with existing

TriMet construction h. Maximize the reuse of materials from construction demolition i. Maximize ease of maintainability

4. Performance Element

a. Durability 1. Use durable materials that have consistent wear, strength, and

weathering qualities.


2. Materials must be capable of good appearance throughout their useful

life and be colorfast or integrally colored, as appropriate.

b. Low Maintenance Minimize life cycle maintenance costs when evaluating all materials and finishes.

c. Appearance 1. Materials should be appealing and harmonious in appearance and

texture.

2. Materials should reinforce system continuity while relating to the local context.

d. Cleaning

1. Use materials that do not soil or stain easily, whose surfaces are easily cleaned in a single operation employing TriMet‟s approved cleaning agents, commonly used equipment and practices.

2. Minor soiling should not be easily visible.

e. Repair or Replacement Materials shall be standardized as much as possible for easy repair or replacement without undue disruption of LRT operation. For example, hose bibs, electrical outlets, lighting fixtures and lamps, glass and plastic lights, information panels, signs, shelter materials, etc., shall be standardized with respect to sizes and finishes for easy inventory stocking and installation.

f. Non-Slip Surfaces 1. Entrances, stairways, platforms, platform edge strips, and areas

around equipment shall have slip resistant properties. 2. Floor finishes must be slip resistant even when wet. This is particularly

important at walkways, stairs, elevators, areas near station entrances and platforms.

3. Use tactile surfaces where directed by TriMet.

g. Corrosion Resistance Because of moisture and the electrical currents involved in transit operation, give special consideration to preventing corrosion. Use non-corrosive materials in moisture/current susceptible areas.

h. Compatibility 1. Selected materials must suitable for the Portland area climate and

compatible with existing materials within the station vicinity.

2. Materials for structures should harmonize with existing facilities on a site-specific basis.


i. Availability

1. Select materials that permit multiple competitive bidders.

2. Emphasize regional products and processes over those not locally available.

j. Fire resistance "Flame spread" ratings must conform to the appropriate codes.

k. Finish Materials 1. Dense, hard, nonporous materials are preferred for all applications.

Finish materials must be corrosion, acid, and alkali resistant and will be compatible with chemical compounds required for maintenance.

2. All porous finishes subject to public contact must be treated or finished in a manner that allows easy removal of common vandalism.

l. Detailing 1. For detailing finishes, avoid unnecessary surfaces that may collect dirt

and complicate cleaning.

2. Wall surfaces shall be vertical and flush allowing for texture.

3. All edge and finish materials shall be detailed, incorporating joints and textures that reduce the requirements for true, visually perfect installation over long distances.

m. Waterproofing

All finish materials in underground spaces will be selected and detailed with proper attention to waterproofing, cavity walls, drainage, and venting. All drainage cavities will have provisions for clean out.

n. Texture Materials within reach of passengers must be easily cleaned and have a finish that prevents or conceals scratching, soiling, and minor damage.

o. Color

1. In selecting materials, consider harmony of color on a system-wide basis.

2. In selecting color, favor materials that are light and reflective to maintain desired illumination levels.

3. Select materials with integral color or those with surface finishes or

veneers.

4. Minimize the use of paint, stains, and coatings that are not durable or fade resistant.


. 5. TriMet Color Palette

TriMet has developed a standard palette of colors for use in capital projects. a. The TriMet standard colors are shown below in Table 28.3.B.5.a. Only

these colors shall be used unless TriMet approves a specific exception in writing.

b. If an alternate manufacturer is proposed for one of the standard colors, or

for colors with no manufacturer noted, color samples shall be submitted for approval by TriMet.

TABLE 28.3.B.5.a TRIMET STANDARD COLOR PALETTE

Existing Colors in Use

Color Material Manufacturer &

Number Location(s)

Agency Standard

Project Specific

“TriMet” Dark Blue

Abrasion Resistant Coating

Miller Paint Co. M-801

Banfield, City Center, Westside,

Interstate Yes No

TriMet Dark Blue

Powder Coated galvanized

steel Tiger Drylac, RAL

5011

Parkrose TC, Banfield, City

Center No

Yes – Parkrose TC,

Transit Tracker

Dark Blue

Coil Coated metal wall/roof

panels Metal Sales: “Tahoe Blue”

Parkrose TC Operator‟s

building No Yes – Airport

MAX

„Mall Blue‟

Abrasion Resistant Coating Miller Paint Co.

Banfield, City Center Yes No

„Turquoise Blue‟

Abrasion Resistant Coating Miller Paint Co. Westside MAX Yes

„TriMet‟ Historic Black


Banfield, City Center, Westside,

Interstate Yes No

Good Night (light black)

Interior Latex Semi-gloss

Miller Paint Co. 840



MAX

„Portland Green‟

Abrasion Resistant Coating Wasser Paint Co. Interstate

Yes (City of

Portland) Yes –

Interstate MAX

Banfield Green

(Seafoam)


Banfield, City Center Yes No

„Roasted Pepper‟

Abrasion Resistant Coating

Sherwin Williams Paint Co. C116N Roasted Pepper Interstate MAX Yes

Yes – Interstate MAX

White Interior Latex Semi-gloss

Miller Paint Co. 5770W Westside MAX No

Yes – Westside

MAX, Sunset


Existing Colors in Use

Color Material Manufacturer &

Number Location(s)

Agency Standard

Project Specific

Transit Center

Panda White

Interior Latex Semi-gloss

Miller Paint Co. 826



MAX

Concrete Grey

Exterior enamel

Miller Paint Co. S-423-M Sunset TC No

Yes – Westside MAX

Black

Powder Coated galvanized

steel

Cardinal Industrial Finishes T006-

BK05 Banfield, City

Center No Yes – Transit

Tracker

Champagne Metallic

Aluminum wall panel

Reynolds Architectural

Products, Colorweld 300 XL



MAX

#8 Mirror Finish Stainless Steel NAAMM standards Sunset TC Yes

Yes – Westside MAX

#2B Stainless Steel NAAMM standards Westside,

Interstate MAX Yes

Yes – STC elevator,

Interstate MAX shelter roofs

Natural Galvanize

Metal Galvanized

Steel N/A

Banfield, Westside, Airport,

Interstate MAX Yes No

Galvanize Finish

Zinc/Aluminum Coating for

metal roofs/siding

Metal Sales: Galvalum, Zincalum Interstate MAX Yes

Yes – Interstate MAX

New TriMet Colors – Primary Colors

Orange N/A Pantone 173 C N/A Yes – new N/A

Blue N/A Pantone 653 C N/A Yes – new N/A

Yellow N/A Pantone 1215 C N/A Yes – new N/A

New TriMet Colors – Secondary Colors

Ochre N/A Pantone 1245 C N/A Yes – new N/A

Olive Green N/A Pantone 582 C N/A Yes – new N/A

Burgandy N/A Pantone 188 C N/A Yes – new N/A

Portland Dark Silver N/A

Wasser (Custom Color)

I-205, Mall, Renovated

Eastside and Banfield Stns Yes - new

Yes - I-205, Mall,

Renovated Eastside and Banfield Stns


C. Security Considerations 1. Minimize the amount of platform furniture to reduce platform obstructions

while providing rider comfort.

2. Provide a “furniture zone” to keep access routes clear and direct.

3. Provide divisions in benches to discourage sleeping and loitering.

4. Provide leaning rails along with bench areas so riders waiting for transit have more than one option.

5. Choose materials that are not easily carved or subject to other vandalism.

6. Verify with TriMet whether public pay- phones will be required.

7. If bike lockers are required, locate and design lockers to preserve clear lines of sight and to allow security checks inside the lockers.

APPENDIX A

DRAFTING PROCEDURES

Capital Projects Division

DRAFTING PROCEDURES

JANUARY 2010

Design Criteria A – 1 JANUARY 2010 Drafting Procedures Manual

TABLE OF CONTENTS 1.1 Introduction ................................................................................................................ 2 1.2 Computer-Aided Design (CAD) Procedures ............................................................. 2 1.3 General drafting standards ........................................................................................ 5 1.4 Standard Drawing Types ........................................................................................... 7 1.5 General Format ......................................................................................................... 8 Attachment “A” CAD Symbols ....................................................................................... 11 Attachment “C” CADD File Drawing Name Guidelines .................................................. 12 Attachment “E” SMPLX Font Special Characters .......................................................... 14 Attachment “F” Layers ................................................................................................... 15 Attachment “G” Lettering Orientation ............................................................................. 16 Attachment “I” Reference File Names .......................................................................... 17 Attachment “M” TriMet Projects General CAD Procedures ........................................... 18 Attachment “N” TriMet’s Document Management Software Guidelines ........................ 19 Attachment “O” Procedures for As-Built Drawings and Specifications .......................... 20 Attachment “P” TriMet Standard Template .................................................................... 24


ATTACHMENT A – DRAFTING PROCEDURES 1.1 INTRODUCTION This manual establishes the basic criteria for preparing engineering drawings for the Tri-County Metropolitan Transportation District of Oregon (TriMet). These outlines, conventions and procedures are to be used in developing digital design data, preparing electronic files, and drafting project drawings. The following sections make up the body of this manual: 1. Computer-Aided Design Procedures – Outlines the methodology and conventions

that will be followed when creating Computer-Aided Design (CAD) files. 2. General Drafting Standards – Sets forth the general drafting standards applicable

to all drawings. 1.1.1 Objective – The objective of this manual is to establish a uniform appearance for all drawings and a consistent structure for all electronic information produced. Drawings produced by the consultant will match the structure and layout of drawings produced by TriMet. Use of these procedures will ensure a more consistent final product for all contract submittals. 1.1.2 Requirements – Accurate and complete electronic files of all relevant design information and documents prepared for the project will be required by TriMet. All project drawings will be produced using AutoCAD design software. The version of AutoCAD to be used will be determined by TriMet at the beginning of the project. The civil design software to be used will be determined by TriMet at the beginning of the project. Any deviation from these software standards must be pre-approved by TriMet. 1.1.3 Deviations – TriMet must be notified immediately if: • A project team member believes these criteria provide insufficient information • There are any discrepancies in drawing criteria • Conflicts exist between the CAD Standards and other project criteria 1.1.4 Revisions – This is a "living" document. These standards are subject to amendment as conditions and experience warrant. TriMet will control and approve all changes to these criteria and issue updates as appropriate. 1.2 COMPUTER-AIDED DESIGN (CAD) PROCEDURES 1.2.1 General

1.2.1.1 CAD Methodology – Design efforts will create numerous electronic drawing files. TriMet has classified these electronic drawing files into two types, Reference Files and Sheet Files.


1.2.1.2 Reference Files – Reference Files will contain the geometric data developed for specific design elements of an alignment segment, site plan, park-and-ride, structure or other feature. Consultants will create and maintain individual Reference Files for each design element of their work. Reference Files will conform to the criteria specified in this Manual. Reference Files must be pre-approved by TriMet prior to importing into TriMet’s Document Management Software.

1.2.1.3 Sheet Files – Sheet Files will present completed design elements in a plan or profile format. This is done by “overlaying” Reference Files to Sheet Files using AutoCAD's file referencing capabilities. Sheet Files will be plotted as needed to produce hard copy drawing sets. Sheet Files will conform to the criteria specified in this Manual.

1.2.1.4 File Control – Files prepared for the project will be owned by TriMet and will reside on TriMet’s server unless otherwise approved by TRIMET. Consultant will submit a list of proposed Reference Files and a compilation of the sheet files that are anticipated. Each drawing will be assigned a unique number which shall conform to these standards. TriMet will prepare and maintain a drawing index of all drawings identified.

1.2.1.5 File Access – All file access will be managed through TriMet’s Document Management Software. Any other form of electronic file transfer must receive pre-approval from TriMet’s CAD manager.

1.2.1.6 Final submittals to TriMet: See contract for submittal requirements. Unless otherwise approved, TriMet will produce all hard copies required.

1.2.1.7 Intermediate submittals to TriMet – 11” x 17” plots will be used for all intermediate submittals and will be produced by TriMet.

1.2.2 Quality Assurance/Quality Control (QA/QC) Procedures – For information concerning all of the project QA/QC procedures, including issues related to CAD, please refer to the document titled “TriMet Quality Control/Quality Assurance Manual.” 1.2.3 Reference Files – Reference files will be created in AutoCAD using the drafting standards specified in Section 2 of this manual. Reference files will be discipline specific and will contain design elements only for the specific location to which they pertain. Reference files will be used to transfer digital information for design coordination and interface between consultants and TriMet. Proper use is essential to ensure effective design coordination.

1.2.3.1 Reference File Names – Reference file names will be assigned on a project basis. These guidelines will be discussed at the first contract CAD meeting.


1.2.4 Sheet Files – TriMet will provide an AutoCAD template file (see Attachment P) to be used as the basis for ALL sheet files. Sheet Files will use AutoCAD’s external file referencing (XREF) capabilities to present design information in a standard plan sheet format. Sheet Files will contain only sheet specific information (i.e. standard project border, title block information, north arrow, bar scale, notes, dimensions). All design element information will be displayed by “overlaying” the appropriate Design File as an XREF (see Section 1.2.14 for criteria specific to using XREFS). General notes, typical sections, details, elevations, and abbreviation sheets may be set up without the use of Reference Files. An electronic Sheet File will be created for each drawing required. All sheet files will have only ONE LAYOUT.

1.2.4.1 Sheet File Names – See Attachment C for sheet file naming procedures.

1.2.5 Design Data Files – Civil design data files will use the same name as design Drawing File name whenever possible. 1.2.6 CAD Procedures

1.2.6.1 Units – ALL drawings will have units set to decimal feet, with one unit equal to one foot. All reference files will have units set to decimal feet with one unit equal to one foot.

1.2.6.2 Layers – See Attachment F for layer naming procedures.

1.2.7 Text – Text on all drawings will be of the style, font type, height, and weight specified below. A modified AutoCAD font file named SMPLX.shx is the standard font file to be used for all projects. This text font file will be provided by TriMet. Multiple styles with predefined heights may be used but they must use the provided SMPLX font. The MINIMUM TEXT HEIGHT ALLOWED IS 0.125”. See Attachment E – SMPLX Font Special Characters. Text heights different from those specified in this Manual may not be used without prior consent from TriMet. 1.2.8 Linework – Much of the information provided in an engineering drawing is conveyed using line types. Maintaining consistent standards in assigning line types is essential if drawings are to be interpreted accurately and have a professional appearance. 1.2.9 Line Types – Standard AutoCAD line types are to be used. Any other Linetype must be pre-approved by and supplied to TriMet in electronic format. 1.2.10 Line Weights – Line weights are controlled during plotting by assigning pens to layer colors. To ensure uniformity, TriMet will provide AutoCAD “color dependent plot style table” (ctb) files. Standards for line weights and layer colors are illustrated in Attachment D – Pen Assignment Table.


1.2.11 Screened Line Work – When screened backgrounds are required, the information will be plotted using the project standard screen patterns by layer. The AutoCAD layer colors designated for screened linework are outlined in Attachment D – Pen Assignment Table. 1.2.12 Hatching – Hatch patterns are used to distinguish between material types. To insure uniformity between drawings standard AutoCAD hatch patterns are to be used. If a hatch pattern is not provided in AutoCAD and is deemed necessary to complete the task required, TriMet's CAD Manager will be informed. The pattern will be added to the library and to future addenda of the Drafting Standards Manual. 1.2.13 Symbols – Standard drawing symbols will be provided by TriMet (see Attachment A). Most of these symbols are included as a part of the TriMet template file. Any consultant wanting to use a separate block library must submit a description and electronic copy of all blocks to TriMet’s CAD Manager. 1.2.14 XREFS (External References) – Design files and base map files will always be used with the reference option. Do not bind or insert design files or base maps. Design Files will be referenced in Model Space at 1:1 and origin of (0,0). 1.2.15 Pen Mapping – To ensure consistency in drawing appearance, a standard mapping of plotter pens to electronic drawing line colors has been established. Consultants will use the project standard pen mapping when producing hard copy drawings. TriMet will provide consultants with AutoCAD “color dependent plot style table (ctb)” files when contracts are awarded. 1.2.16 Plotter Configuration – TriMet will provide AutoCAD “color dependent plot style table (ctb)” files. This will ensure a consistent look to all project submittals and graphics. Any changes to this “ctb” files must first be approved by TriMet’s CAD Manager. 1.3 GENERAL DRAFTING STANDARDS 1.3.1 Drafting Medium – All drafting will be done electronically using the methodology specified in this section. 1.3.2 Drawing Size and Type – Drawings will be 22 inches by 34 inches (ASA Standard Size D). The designer will select the appropriate drawing type, as specified in Section 1.4 of this Manual. Drawing type formats cannot be changed without authorization from TriMet. Drawings will be based upon TriMet’s AutoCAD template file (see Attachment P). 1.3.3 Submittal Drawing Production – All hard copy drawing submittals will be produced in-house by TriMet CAD staff from electronic drawing files residing on TriMet’s drawing server. No hard copy submittals will be accepted without TriMet approval. 1.3.4 Lettering – Lettering type, height, and weight will be as specified in this Manual,


except when specific requirements are established.

1.3.4.1 Lettering Orientation – Lettering will be oriented to facilitate reading from the bottom or the right-hand edge of the drawing, but will not rotated beyond 90°. See Attachment G for lettering orientation.

1.3.4.2 Case Sensitivity – All lettering will be upper case, unless otherwise specified.

1.3.5 Line Work – Line work will be in AutoCAD format. 1.3.6 Weights and Types – Line weights and types will be standard AutoCAD types and will conform to the project standards. Line type will be by layer. Any additional line types required must be pre-approved by TriMet and be delivered in electronic format. 1.3.7 Standard Drawing Title Block – The standard title block is to be referenced in ACAD paper space at coordinate (0,0). The Title Block information is an attribute file. These data fields are edited in AutoCAD using the DDATTE command and will be completed as specified below and shown in Attachment A Standard Symbols.

1.3.7.1 Drawing Title Box – The drawing title will be completed as shown below and in Figure 1. Line 1: Project Title – Predefined attribute by project Line 2: Line Section or Location Identifier Line 3: Optional Line 4: Optional Line 5: Optional

1.3.7.2 Drawing Scale Box – If a single scale is used on the drawing, then that scale will be entered numerically in this box, such as 1"=100', or ¼”=1’-0”. If more than one scale is used on the drawing or if a part of the drawing is not drawn to scale, the entry in this box will be “AS NOTED.” If a drawing is entirely not drawn to scale, the entry will be “NOT TO SCALE.”

1.3.7.3 Contract Number Box – Not used unless instructed.

1.3.7.4 Drawing Number Box – The drawing number will be the six-digit filename for the electronic Sheet File that corresponds to the drawing. The format for Sheet File names is specified in Attachment C.

1.3.7.5 Revision Level Box – Not used unless instructed.

1.3.7.6 Sheet Number Box – A sheet number will be assigned to each sheet of a plan set of drawings. It is to be a sequential number beginning with 1, and starting with the Title Sheet. These numbers govern the placement of each sheet in the plan set. This number will be hand lettered by TriMet after the final plan set is assembled.


1.3.7.7 Client Signature Box – The final drawings will be signed and dated in ink, in the appropriate box by TriMet's Project Manager.

1.3.7.8 Consultant Signature Box – Upon final submittal the signature box will be signed and dated in ink, in the appropriate box by the Consultant Project Manager.

1.3.7.9 Professional Seal Box – The professional seal box will contain an electronic seal to be hand signed upon final submittal. A preliminary stamp (provided by TriMet) will be used till the design is completed.

1.3.7.10 Signature Box – The signature box will contain the following: • The initials of the person who performed the design work and the date

design work began will be electronically incorporated on the "DESIGNED" line.

• The initials of the person who performed the major portion of the drafting work and the date drafting began will be electronically incorporated on the "DRAWN" line.

• The person who confirms that the drawing is camera ready will initial and date in ink on the "CHECKED" line and will not be the same person shown on the "DESIGNED" line.

• The person who is responsible for the overall design shown on the drawing will initial and date in ink on the "APPROVED" line.

• Initials will be of first, middle, and last names. Dates will be of the format "mm/dd/yy".

1.3.7.11 Revisions Block – A block will be created and distributed by TriMet to the consultant for insertion in this box. See Appendix A.

1.3.7.12 Consultant Logo Box – The Consultant’s Logo is to be inserted or referenced in this box. Insertion is to be at 0,0. The Consultant’s Logo is not to be made a part of the Title Block.

1.4 STANDARD DRAWING TYPES There are eight basic drawing types. Their format will follow the general guidelines specified in this Manual. 1.4.1 General Sheets – These drawings consist of the Cover Sheet, Title Sheet, and Drawing Index Sheets, and the Project Control Sheets when required. All these sheets will be prepared and supplied by TriMet. 1.4.2 General Discipline Sheets – These drawings consist of the Abbreviations, Symbols, and General Notes Sheet for each discipline. 1.4.3 Plan and Data Sheets – Plan sheets use the entire drawing area for orthographic projections or data tables. Sufficient space will be left on the right hand or bottom side for


notes. 1.4.4 Profile Sheets – Profile sheets use the entire drawing area for depicting vertical profiles and generally have a corresponding Plan Sheet. A standard profile grid will be shown over the entire drawing area. 1.4.5 Plan and Profile Sheets – Plan and profile sheets use the top half of the sheet for orthographic projections and the lower half for vertical profiles. A standard profile grid will be shown over the lower half. 1.4.6 Detail Sheets – Detail sheets will be divided into 3/6/12 equal spaces. Where practical, details will be developed to fit into these spaces. If necessary, the grid may be modified. Detail sheets will be filled in from left to right and top to bottom. 1.4.7 Section Sheets – Section sheets will follow the same guidelines as Detail sheets (section 2.5.1.6). 1.5 GENERAL FORMAT 1.5.1 Drawing Orientation – Drawings will be oriented with the baseline stationing progressing from left to right across the sheet. Plan views will be oriented parallel to the track or street alignment. Details will be oriented in the same way as those of the Plan or Elevation from which the Detail is taken. Typical sections will be portrayed looking ahead on line, in the direction of increasing stationing. When more than one section is drawn on a sheet, the sections will be arranged so that the stations increase from the bottom to the top of the sheet and from left to right. Architectural sections will, whenever possible, be taken looking to the left, ahead on line, or up. 1.5.2 Dimensions – Project drawings will employ dimensional systems for specific disciplines, as noted below: • Track, Civil, Utility, and Systems Drawings. The decimal system will be used for

coordinate systems, elevations, gradients, points on horizontal and vertical alignments, survey information, inverts, and slope designations.

• Structural, Architectural, Mechanical, and Electrical Drawings. The decimal systems will be used for specific topographical elevations. The feet and inches system will be used for all other layout dimensions and details.

• For All Disciplines. All angular dimensions will be stated in degrees-minutes-seconds. (Example: 44°15'32").

The decimal system will be written in feet taken to two decimal places. Track alignment coordinates will be carried to four decimal places. If a number is less than one foot, a "0" will be placed in front of the decimal point. Where dimensions are shown in feet and inches, the feet and inches will be separated by a short dash (example: 12'-10"). A zero will be shown for the inches figure if the dimension is a round figure in feet (example:


9'-0"). If the inches figure includes a fraction of an inch, the numerator and denominator of this fraction will be shown on the same horizontal line and separated by a space (example: 2¼”). Dimensions will be lettered (0.125”) parallel to and above the dimension line and will be shown to identifiable, finite points, or lines. Dimension lines will end with an arrowhead. Dimension repetition on the same drawing or part of the drawing will be avoided. If several identical features have the same dimension, this dimension will be shown on one of the features, accompanied by the notation "(TYP)" (example: 21'-9 ¾” (TYP)). When a dimension is not drawn to scale, the dimension will be denoted with the notation "NTS" (not to scale). 1.5.3 Scales – The basic scale used on each drawing will be noted in the Scale Box of the Title Block. A graphic scale will be shown on all sheets a scale is used. The graphic scale should be located in the lower right of the drawing to the extent possible. The North arrow should be located in the upper right corner of the drawing to the extent possible. On drawings where various scales are used, the Scale Box of the Title Block will read "AS NOTED" and the individual scales used will be shown by notation directly below each section and detail. If an elevation, section, or detail is shown schematically and it is not intended to specify the scale, the view will be noted "NTS" under its title or, in the case of an entire drawing not drawn to scale, "NTS" will be shown in the Scale Box. If the vertical scale is different from the horizontal scale that is used on the same drawing, both scales will be shown numerically, with each preceded by the letter "H" or "V" (Examples: H:1"=50" V:1"=10'). 1.5.4 Labels – Station offsets will be labeled horizontal and parallel to the sheet in 0.125-inch letters. Leaders will be drawn underlining the station offset and pointing to the point labeled. Arrowheads will not be used for station offsets. 1.5.5 Notes – Notes applicable to the whole drawing will be shown in a numbered list beginning in the far right upper corner of the drawing in the width allocated for notes. A header of “NOTES:” (always plural) is to precede the list of numbered notes. The header is to be 0.14-inch letters with a 0.35 mm pen weight. One space will be provided between individual notes. Notes will be 0.125-inch letter height. In charts, columns of notes are to follow guidelines described above; numbers are to be right justified with equal decimal place accuracy. Specific construction notes will be placed directly in plan or profile view as appropriate. When space is limited in plan or profile, a numbered keynote reference may be used with a leader to the item being noted. The leader will terminate with an arrowhead indicating the object, or with a dot when an area is being referenced. Keynote references will be 0.125 inch letters placed in 0.28-inch diameter circles. The corresponding keynotes will be listed as specified above. The list of keynotes will have a header of “CONSTRUCTION NOTES.”


1.5.6 Identifying Titles – See Attachment A for Standard symbols 1.5.7 Identifying Reference Symbols – Detail reference symbols will show the detail number in the top half and the referenced drawing number in the lower half. When a detail is located on the sheet where the call-out is made, a dash will be shown in place of the drawing number. See Attachment A for typical detail symbols. Section reference symbols will show the section letter in the top half and the referenced drawing number in the lower half. A section taken through a feature shown on a drawing will be identified by a line broken at its middle and extended beyond the limits of the section by at least ½ inch. Sections should be identified in such a way that the letters progress in consecutive order of the alphabet from left to right and from top to bottom of the drawing. See Attachment A for typical section symbols. 1.5.8 Match Lines – Where a feature shown on one drawing continues on another drawing, a match line or a reference to the adjoining sheet will be provided. Match lines will be a continuous line labeled “SEE DWG XXXXXX”. For drawings that show continuation of alignment, the match lines will be labeled "STA XXX+XX" as the first line of text and "SEE DWG XXXXXX" on the second line of text. Labels should be parallel to the match line, outside the limits of drawing coverage.


Attachment “A” CAD Symbols


Attachment “C” CADD File Drawing Name Guidelines DISCIPLINE A ARCHITECTURAL C CIVIL E ELECTRICAL G GENERAL J SYSTEMS K TRACK L LANDSCAPE M MECHANICAL R RIGHT-OF-WAY S STRUCTURAL T TRAFFIC U UTILITIES DESCRIPTION 2-DIGITS TO DESCRIBE AREA, LOCATION, PROJECT NUMBER OR SECTION OF A PROJECT SUB-DISCIPLINE Sub-discipline format shall be determined by project by TriMet and the design team.


Attachment “D” Pen Assignment Table


Attachment “E” SMPLX Font Special Characters


Attachment “F” Layers Each consultant shall use the following format for layer names. Each consultant shall submit a layer list for TriMet’s approval. If the consultant wishes to use a different layering system a written layer list and definition of each layer must be submitted to TriMet for approval.

DISCIPLINE STATUS DESCRIPTION

C X - TRACK

J P - POLES

A X - WALL

L P - FENCE

S X - RWALL DISCIPLINE DESIGNATIONS A Architectural C Civil E Electrical G General J Systems Engineering K Trackwork L Landscaping M Mechanical R Right-of-Way S Structural T Traffic U Utilities W Wetland Mitigation STATUS X = Existing P = Proposed G = General DESCRIPTION 4-8 characters, descriptive features on layers


Attachment “G” Lettering Orientation


Attachment “I” Reference File Names Each consultant shall use the following format for reference file names. Each consultant shall submit a reference file list for TriMet’s approval. If the consultant wishes to use a different reference file naming system, a written reference file list and definition of each reference file must be submitted to TriMet for approval.

PROJECT NUMBER OR LINE SECTION DESCRIPTION

10A - TRACK 15 - POLES 16 - WALL 19 - FENCE

10C - RET. WALL PROJECT NUMER OR LINE SECTION The project number or line section will be assigned by TriMet DESCRIPTION 4-6 characters, descriptive features in reference files TriMet will provide a list of required reference files to accompany each project.


Attachment “M” TriMet Projects General CAD Procedures 1. PROJECT TITLE BLOCK – DO ALTER IN ANY WAY

• TriMet provided AutoCAD template file (see Attachment P) • Not to be altered in any way • Do not remove printers • First Title Block Line = Project Name • Do not fill in sheet number on title block attribute

2. CONSULTANT LOGO

• Insert as a block at 0,0 3. CONSULTANT STAMP

• Insert as a block at 0,0 • File name to be REG-XXX (XXX = Engineer’s initials)

4. MODEL SPACE WINDOW

• In template on layer “MVIEW” • Turn on/off do not freeze

5. PROJECT FONT

• There is to be only one font used on the project • Project Font = SMPLX.SHX (Provided with standard symbols)

6. PROJECT DIMENSIONING

• All dims will use filled arrows • All dimension lines and arrows will be color 1 (red) • All dimension text will be color 2 (yellow) • Dimension text to be centered above the line (horizontal dimensions) • Dimension text to be centered/horizontal (vertical dimensions) • Do not underline leader text

7. GENERAL NOTES

• Do not use colors higher than color 15 (They plot in color) • Layer “0” to be color 7 • Do not change the pre-set windows for plan sets • Limit use of text on reference files to the very minimum • Reference files are to be scaled at 1-to-1 not at 1-to-12


Attachment “N” TriMet’s Document Management Software Guidelines

The following items are given as guidelines to a more efficient use of the TriMet Document Management System. 1. Drawing security is controlled by group access. You can only edit drawings

imported by your group. 2. Everyone is a member of the General User Group (General Users cannot edit

drawings in TriMet’s Document Management Software). 3. Every user will be placed in an editor group by TriMet’s Document Management

Software Administrator. As a member of this group you can edit, check-in and checkout drawings.

4. We strongly recommend your company assigning one or two “Gate Keepers” to control the flow of drawings in and out of TriMet’s Document Management Software.

5. The term “Pens-up” is defined as the date the Consultant must have all drawings for a given submittal checked back into TriMet’s Document Management Software.

6. When “checking out” files over the Internet, be sure to download the file even though the “check out box” says the file is checked out.

7. Files must be checked-in and out one at a time. 8. Only TriMet’s Document Management Software Administrator can delete a file,

change a title or a drawing description.


Attachment “O” Procedures for As-Built Drawings and Specifications

1. During course of construction, revisions often are required to final design

documents issued for construction. Ultimately, these revisions are incorporated into the as-built drawings and specifications that TriMet retains for record.

2. Our current program is to as-built drawings and specifications as work progresses. This serves several purposes:

a. It provides current documents to field personnel who are responsible for resolving issues and constructing the project.

b. It allows other interested parties to remain informed regarding revisions.

c. It captures information while those most knowledgeable about the project are still involved.

d. It avoids the often overwhelming and inefficient task of post-construction as-builting.

3. Buck Lorts is responsible for the production of as-built documents. The assigned lead person on each project or portion of a project is responsible for delivering as-built information to Buck for incorporation into the final design documents.

4. When a change or revision to issued for construction documents becomes necessary, the assigned lead person must determine:

a. How to identify the change or revision:

i. PC – potential change (i.e., contract price change anticipated, leading to CO)

ii. CLR – clarification (i.e., no change in price anticipated)

iii. MR – (i.e., minor revision to pay item)

iv. FO – field order (i.e., directed field change, leading to CO)

v. RFI – request for information (i.e., technical question asked and answered)

b. Whether TriMet CAD Department, or a consultant, makes the change in CAD:

i. If TriMet performs the CAD work, the assigned lead marks up hard copies of all affected documents and delivers them to TriMet CAD Department. TriMet CAD Department will check out the documents from TriMet’s Document Management Software, make the changes,


print revised documents for lead person review and approval, print final corrected documents and deliver them to the lead person for distribution. (Only TriMet’s Document Management Software administrators, Buck Lorts and John McBride, can check out and change consultant CAD files.)

ii. If a consultant performs the CAD work, the consultant checks out the documents (sheets) and XREFS from TriMet’s Document Management Software, makes the changes, checks the revised documents (sheets) and XREFS back to TriMet’s Document Management Software, and sends TriMet CAD Department an email identifying which documents have been revised/checked in along with their identifying tracking document (PC, CLAR, MR, FO, or RFI number). TriMet CAD Department then reviews the documents for correct change identification (clouds, deltas, stars, title block info, etc.), prints the final corrected documents, and sends them to the lead person for final checking and distribution.

c. Whether a stamped, sealed document is required:

i. The assigned lead, with concurrence from the Design Development manager or Systems Engineering manager, or Director of Project Implementation, shall determine whether a change or revision requires stamped, sealed documents.

ii. If required, the lead person shall ensure that a signed, sealed document by an appropriate person is received and issued.

iii. Revisions or changes may be made to signed, sealed documents provided that either the seal is removed from the revised document or the person who originally signed and sealed the original document is informed of any and all revisions to it and agrees to sign and seal the revised document. In all cases, revisions or changes shall be identified, noted and tracked on the document in accordance with TriMet procedures.

5. Samples of a revised drawing with the seal removed, and the original sealed drawing are attached for your information.


Sample original sealed drawing


Sample revised drawing with the seal removed


Attachment “P” TriMet Standard Template

THIS TEMPLATE TO BE USED FOR ALL TRIMET PROJECT DRAWINGS

trimet design_criteria_10.2

Documents