EXHIBIT 16 - METRO RAIL DESIGN CRITERIA (SECTION 4).pdf

Systemwide Baseline Change Notice Approval Cover Sheet

Page 1 of 1 SBCN (f_sbcn)

PRINT DATE: 01/30/2025

Request Date: 01/16/2024 Created Date: 01/30/2025

Request Number: SBCN-2024-01 Record Number: uxsbcn-0009

Requested by: Angelka Pancutt, Sr. Director, Projects Engineering Project Number:

Requested by Company:

LA Metropolitan Transportation Authority Project Title:

Contract Number:

SBCN Title: Metro Rail Design Criteria Section 4 Guideway and Trackwork, Revision 7 dated 01/16/2024

RECOMMENDATION AND APPROVAL SIGNATURES: (R = RECOMMEND, A = APPROVE)

(R) (R)

Signed 1: Angelka Pancutt, Sr. Director, Projects Engineering

Date: Signed 2: Michael Ratnasingham, Sr EO, Project Management

Date:

(R) (R)

Signed 3: Camelia Davis, EO, Projects Engineering Date: Signed 4: Hector A. Guerrero, Sr. EO, Rail Operations Date:

(R) (R)

Signed 5: Vijay Khawani, EO, Corporate Safety Date: Signed 6: Androush Danielians, Sr EO, Project Management

Date:

(R) (R)

Signed 7: Mathew Antonelli, Deputy Chief Program Management Officer

Date: Signed 8: Michael McKenna, Deputy Chief Program Management Officer (Interim)

Date:

(R) (A)

Signed 9: Sameh Ghaly, Deputy Chief Program Management Officer

Date: Signed 10: Timothy Lindholm, Chief Program Management Officer

Date:

SBCN# : 2024-01

DATE: 01/16/2024

SYSTEMWIDE BASELINE Requested by: Angelka Pancutt

CHANGE NOTICE (SBCN)

DOCUMENT/TITLE/NUMBER/REVISION:

Metro Rail Design Criteria Section 4 Guideway and Trackwork, Revision 7 dated 01/16/2024

CHANGE IMPACT ASSESSMENT SUMMARY: (Attach written explanation of impacts identified)

SCHEDULE ISSUES?: N OTHER DOCUMENT REVISIONS REQUIRED?: N

ROM (RANGE): NO COST DESIGN ISSUES?: N COST RECOVERY POTENTIAL: N

TIME IMPACT: N/A SAFETY ISSUES?: N OTHER CONTRACTS/PROJECTS?: N/A Y

CAL DAYS N/A THIRD PARTY?: N

Related Request(s)-For-Change: NONE

JUSTIFICATION (including benefit or impact if not pursued):

This is part of a series of SBCN revisions prepared by Metro Engineering to revise and update the MRDC (criteria and standards) and to incorporate Lessons learned from current projects and to clarify criteria specific to light rail, heavy rail, yard, and street running alignments.

This SBCN is applicable to all future Metro Rail Projects.

PROJECTS/CONTRACTS AFFECTED: For new projects only

PROJ CONTRACT CN # ACTION STATUS ROM ESTIMATE

TOTAL ESTIMATED CHANGE COST: (DIRECT) $0.00

TOTAL ESTIMATED CHANGE COST: (INDIRECT: POTENTIAL COST RECOVERY)

TOTAL ESTIMATED CHANGE COST: (INDIRECT+ DIRECT) $0.00

RECOMMENDATION AND APPROVAL SIGNATURES: (R = RECOMMEND, A = APPROVE)

(R)_____________________________________________ (R)_______________________________________________ Requestor Date J. Lansford, Dir., Configuration Management Date

(R)_____________________________________________ (R)_______________________________________________ M. Ratnasingham, Sr. EO, Program Management Date C. Davis, EO, Program Management Date

(R)_____________________________________________ (R)_______________________________________________ H.A. Guerrero, Sr. EO, Rail Operations Date V. Khawani, EO, Corporate Safety Date

(R)______________________________________________ (R)________________________________________________ A. Danielians, Sr. EO, Program Management Date M. Antonelli, Deputy Chief Program Management Officer Date

(R)______________________________________________ R)_________________________________________________ M. McKenna, Deputy Chief Program Management Date S. Ghaly, Deputy Chief Program Management Officer Date

Officer (Interim)

A)_________________________________________________ T. Lindholm, Chief Program Management Officer Date lansfordj Line lansfordj Line

LRT HRT

MRDC

4.1.3.1.A.1

Added language "The Heavy Rail VDE requirements as shown in Figure 4.3 do not apply within the limits of the station platform. Refer to Figure 4.24 for HRV limiting dimensions within the pedestrian station."

Revised to provide reference to the new HRV limiting dimension figures to clafiry VDE clearances at pedestrian station platform locations.

N Y

MRDC

4.1.3.1.A.2

Add language " The Light Rail VDE requirements as shown in Figures 4.4 to 4.11 do not apply within the limits of the station platform. Refer to Figure 4.23 for LRT limiting dimensions within the pedestrian station"

Revised to provide reference to new figures for limiting dimensions within the pedestrain station and clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.1.3.1.C

Replaced bullet 2 with "requirement that the height and position of a platform must be coordinated with the floor of the vehicles it serves such that the vertical and horizontal gaps are minimized is based on CPUC GO 143 (for LRV only) and ADA Accessibility Guidelines for Transportation Vehicles (36 CFR Part 1192.53). Based on these guidelines, Metro’s Standard implements a modified version of this criteria which instead limits the requirement of the platform horizontal gap clearance, which is the horizontal gap between each vehicle door at rest and the platform, such that it must be no greater than 2.5 inches and also requires that the height of the vehicle floor must be within plus or minus 5/8 inch of the platform height under all normal passenger load conditions."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.3.1.C.1 Replaced "CPUC/ADA" with "Platform horizontal gap clearance"

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

N Y

MRDC

4.1.3.1.C.2 Replaced "CPUC/ADA" with "Platform horizontal gap clearance"

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.1.3.1

Added bullet "D. Refer to MRDC Fire/Life Safety Criteria for emergency walkway gap limits and mitigation criteria.

Note that the widest part of the vehicle may lean over the boarding edge of the emergency walkway only if appropriate mitigation measures as defined in MRDC Fire/Life Safety Criteria are implemented, but may not encroach into the passenger clearance envelope (evacuation walkway envelope)."

Revised to provide reference to Fire/Life Safety for new emergency walkway gap limits and mitigation criteria and to provide additional requirements for new emergency walkway gap limits for clarity and to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.4.2

Delete "Minimal" and add "(in the case of a pocket track, the high point shall be in the center of the pocket track)” and added “Each underdrain system shall not receive drainage from more than two tracks per system."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.4.2

Added ",with the exception of track drainage within the limits of mechanically stabilized earth (MSE) retaining walls. "

Revised to provide new track drainage requirements for MSE walls. Previous track drainage criteria was difficult to meet within MSE wall limits and prompted numerous Design Deviation Requests.

Y Y

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.1.4.5

Replace last sentence of paragraph 3 with "For LRT, the depth of the utility under the track shall not be less than 48 inches under top of rail and a minimum of 6 inches below bottom of subballast (top of subgrade). For HRT, the depth of the utility under the track shall conform to AREMA Chapter 1, Part 5 - Specifications for Pipelines Carrying Flammable Substances and Specifications for Pipelines Carrying Non-Flammable Substances.”

Revised to provide specific undertrack utility depth requirements for both LRT and HRT.

Y Y

MRDC

4.1.4.5

Added "For additional details of pipeline protection, see MRDC Section 3 - Civil, Figure 3.22” Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.5.3.2 Added "All wayside sign backs that can be seen by approaching trains shall be painted black."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation and provide consistency between MRDC and Metro Wayside Rail Operating Signage Standards.

Y Y

MRDC

4.1.5.3.7 Replace "Directive" with "Standard".

Metro Wayside Rail Operating Signage Drawings were previously Directive but were updated to become Standard Drawings.

Y Y

MRDC

4.1.6.1.D Added "(spirals)" to transition curve reference.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.1.H

Added new bullet "H. Yard track horizontal and vertical alignments shall be designed for 15 MPH design speed for both LRT and HRT. Refer to MRDC Section 9 - Systems for yard operating speeds.

Revised to provide speed requirements for LRT and HRT yard curve designs.

Y Y

MRDC

4.1.6.1.I Added "(horizontal and vertical)" to curve data reference.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.1.K

Added new bullet "K. Where practicable, pocket tracks (tracks placed between mainline tracks) will be used in lieu of sidings whenever non-revenue (other than mainline) trackage along the alignment is needed.

Revised to provide design guidance on preferable location of sidings and pocket tracks to accommodate Metro Operations.

Y Y

MRDC

4.1.6.2.A.2 Added "(60 ft for street-running LRT and 40 ft for LRT yard track)" and "(60ft for HRT yard track)".

Added specific refined requirements for LRT street-running and LRT and HRT yard design for clarity and to avoid ambiguity/misinterpretation.

Y Y

MRDC

4.1.6.3.2 Replaced bullet 2 with " Minimum radius shall be 120 ft for LRT, 250 ft for HRT."

Minimum LRT curve radius was revised due to issues with derailment in the yard related to smaller curve radius.

Y N

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.1.6.3.3 Replaced " and approved by Metro" with "and per requirements for the emergency walkway gap as specified in the Metro Rail Design Criteria for Fire/Life Safety."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation and to provide reference to FLS criteria for new emergency walkway gap criteria.

Y Y

MRDC

4.1.6.3.5 Added "(60 ft for street-running LRT and 40ft for LRT yard track)" and "(60ft for HRT yard track)"

Added specific refined requirements for LRT street-running and LRT and HRT yard design for clarity and to avoid ambiguity/misinterpretation.

Y Y

MRDC

4.1.6.3.B.2 Added "of the dual axle car truck"

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.3.B.4 Added "for both LRT and HRT."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.3.B.4

Deleted " Metro prior approval is required for increase of unbalanced superelevation to MRDC

4.5 inches. Rail vehicle suspensions characteristics shall be considered by designer to justify superelevation increase for Metro approval." and replaced with "Unbalanced superelevation may be increased to MRDC 4.5 inches only if designer attains approval from Metro Vehicle Acquisition with confirmation that rail vehicle suspension characteristics can accommodate higher unbalanced superelevation of MRDC 4.5 inches prior to submitting design for engineering review. For horizontal curves designed for speeds equal to or greater than 40 MPH, the Ea shall be greater than or equal to the Eu."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation. Updated criteria to explain approvals required for increasing Eu and specified Ea and Eu requirements for higher design speeds to limit car-body roll and provide more comfortable ride with less wear and tear on the rail cars.

Y Y

MRDC

4.1.6.3.B.4

Added "The higher actual superelevation of 5.5 inches on the existing rail lines should be considered when new HRT vehicles are procured in case the need for interoperability between new and existing HRT lines should be required."

Revised criteria to provide reference to existing Red Line conditions of higher Ea for vehicle procurement to note vehicle characteristics required to accommodate interoperability between new and existing lines.

N Y

MRDC

4.1.6.3.B.5 Revised equilibrium total superelevation equation to use same equation for both HRT and LRT of E=MRDC 4.011V^2/R

Revised criteria to provide consistency between LRT and HRT calculations for total superelevation.

Y Y

MRDC

4.1.6.3.C Added "(spirals)" to title of section.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.3.C.1 Added "(spirals)" to transition curves reference.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.6.3.C.2

Added "and to provide transitions between non-superelevated compound curves" and "Compound curves are adjacent curves with different radii bending in the same direction and lying on the same side of the common tangent."

Revised to introduce criteria and description of non-superelevated compound curves.

Y Y

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.1.6.3.C.3 Added "and to provide transitions between superelevated compound curves".

Revised to provide spiral design requirements for superelevated compound curves.

Y Y

MRDC

4.1.6.3.C.3 Added "Spirals are not required in LRT and HRT yard tracks for those curves with zero superelevation who meet all other curve design requirements as defined in the MRDC."

Revised criteria to clarify spiral requirements for LRT and HRT yard tracks.

Y Y

MRDC

4.1.6.3.C.8

Replaced bullet 8 with "Requirements in this section apply to spirals/superelevation run-off between compound curves. Compound curves on the mainline should be avoided if possible.

The same unbalanced value must be maintained between both curves to optimize rider comfort.

The highest value from the three formulas below shall be used as the length of the compound curve transition spiral:

LRoll = 1.17 x (Ea2 - Ea1) x V LLateral Jerk = 1.22 x (Eu2 - Eu1) x V

LTwist = 31 x (Ea2 - Ea1)

Where:

L = minimum length of spiral in feet Ea1 = inches of actual superelevation 1st circular curve Ea2 = inches of actual superelevation 2nd circular curve Eu1 = inches of unbalance superelevation 1st circular curve Eu2 = inches of unbalance superelevation 2nd circular curve V = design speed in MPH through compound circular curves"

Revised to provide spiral design calculation criteria for compound curves.

Y Y

MRDC 4.1.6.

4.A.1 Deleted "of the" and added "to" and space between than and 500.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.1.6.4.D.1 Add bullet "D. Special Trackwork

1. The maximum track grade through the limits of special trackwork shall be 4%. "

Added specific criteria for allowable grades for special trackwork.

Y Y

MRDC

4.1.6.5.6 Added "absolute".

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

35 MRDC 4.1.7 Added "pedestrian crossing at LRT stations," Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.1.7.3

Added bullet "Automatic pedestrian gates as illustrated in the California Manual on Uniform Control Devices (CA MUTCD) will be used in conjunction with swing gates at those stations with enough space to allocate both passive and active protection devices in which pedestrian gates and vehicular warning gates are mounted on separate posts."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.1.7.3

Added bullet "Gateless pedestrian crossings shall not be allowed at any at-grade Metro Station."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.1.7.3

Added bullet" Four-quadrant gates are required at all crossings where active warning devices will be used.

A vehicle presence detection system shall be integrated with the four-quadrant gate design to detect vehicle presence at the grade crossing exits.

Entrance gates in conjunction with raised medians at the centerline of highway approaches (100ft long or minimum of 60ft long) may be used in lieu of four-quadrant gates where applicable.

The final design of the crossing safety improvements will be determined by the results of the field diagnostics as performed by and agreed upon by Metro, CPUC, and all other applicable stakeholders. "

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.1.7.3

Added bullet "Left turn crossing gates are required if there is no on-site restriction. In areas where left turn crossing gates cannot be installed, such as areas where available right-of-way is restricted, install embedded In Road Warning Lights (IRWL) in conjunction with photo enforcement. The design of the left turn gate and related pre-emption signal connection to the at-grade crossing traffic signal systems is subject to review and approval of the governing authority."

Revised to include criteria for use of left turn crossing gates and mitigation where left turn crossing gates cannot be installed.

Y N

MRDC

4.1.7.5

Added "arm".

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y N

MRDC

4.2.3.1

Deleted "at the centerline of rail" from the two sentences: "The minimum depth of subballast measured from the bottom of the ballast at the centerline of the rail to the top of subgrade shall be 8" for mainline track and 6" for yard and secondary tracks. The minimum depth of ballast from the bottom of the tie at the centerline of the rail to the top of subballast shall be 12" for mainline tracks and 8" for yard and secondary tracks."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.3.2

Deleted "Other types of direct fixation track, such as Low Vibration Track, may be used with an approval from Metro."

Deleted reference to Low Vibration Track as new separate subsection 4.2.3.7 has been added to address Low Vibration Track criteria.

Y Y

MRDC

4.2.3.4

Replaced "Embedded track structure in Metro rail systems consist of rail encased in 4000 psi concrete up to top of rail level." with "Embedded track structure shall consist of rail encased in concrete up to top of rail level having a minimum strength of 4000 psi."

Revised to clarify the existing requirement to avoid

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.2.3.4

Replaced "Electrical insulation shall be provided with track-to-earth resistance level 300 Ohms-1,000 ft.-2 rails.

The electrical resistance from rail to rail minimum value is 3 ohms per 1000 feet for existing construction and minimum 5 ohms per 1000 feet for new construction." with "Refer to the baseline specifications for embedded track electrical insulation requirements. (34 11 08- 9 sect 3.04)"

Criteria for electrical insulation was removed and a reference to the baseline specifications was provided to eliminate duplication of information between references.

Y Y

MRDC

4.2.3.7

Add subsection: "4.2.3.7 Low Vibration Track (LVT) Low Vibration Track is a type of Direct Fixation Track which consists of rail seated on a block system with standard fasteners and a second pour of concrete to hold the track and LVT fasteners in alignment.

LVT may be used in tunnels. LVT shall not be used in special trackwork as it results in an imbalance of loads. Special trackwork shall make use of slab track with proper attenuation hardware or floating slab."

Added design criteria for Low Vibration Track. Y Y

MRDC

4.2.4.1

Replaced ":" with " =" Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

47 MRDC 4.2.6

Replaced "Track construction tolerances are determined by taking into consideration safety, speed of operation, and type of service to be provided shall be pursuant to FRA Class 6 Track Safety Requirements. Recommended construction tolerances are shown in Table 4.1." with "Required construction tolerances are shown in Table 4.1. For all other construction tolerances not shown in Table 4.1, the construction tolerances for all new and rehabilitated track (mainline, secondary, non-revenue, yard and special trackwork) construction are to be pursuant to FRA Class 6 Track Safety Requirements."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC Table

4.1

Revised title of table from "TRACK CONSTRUCTION TOLERANCES" TO "Track Construction and Rehabilitation Tolerances" and replaced table with new Table 4.1 values. Deleted Note 1 underneath the table.

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation. Revised construction tolerances based on current industry standard practices for track construction.

Y Y

49 MRDC 4.2.7

Deleted "per Figure 4.23 through Figure 4.28. Rail grinding transitions, minimum 100 ft long, shall be provided between different rail head profiles" and added "Refer to Metro's Custom Rail Grinding Specifications for details on grinding requirements".

Revised to remove rail grinding criteria and associated figures from MRDC and provide reference to Metro's baseline specifications where the information will now be located.

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

50 MRDC 4.2.7

Deleted "A. Standard strength rails shall be used where excessive rail wear is not anticipated. These rails shall be control-cooled carbon steel rail.

B. Where excessive rail wear is anticipated, high strength rails shall be used.

These rails shall be control-cooled or special alloy rails and either fully heattreated or head hardened:

On curves in LRT mainline track with a radius of 500' or less and in HRT mainline traffic with radius of 2000’ or less.

On grades greater than 3 percent.

In areas of repeated acceleration and/or decelerations such as passenger stations.

Within special trackwork units.

At-grade crossings on street running operations.

High Strength rail shall extend at 1,500 feet beyond the points, such as end of platforms, special trackwork units, signals and street intersections on street running operations for anticipated acceleration/deceleration, when maximum operating speed is expected. For speed, lower than maximum operating speed, the length of extension of High Strength rail shall be calculated using normal service breaking rate.

High strength rails shall not be used on secondary, emergency, or storage track unless excessive rail wear is anticipated and only upon approval by the Metro." and added "Head hardened, premium, or high strength rail is required for all LRT and HRT track. The only exception to this requirement is within the LRT and HRT yard track where standard strength rail may be used."

Revised criteria to now require head hardened, premium or high strength rail everywhere for LRT and HRT except the yards where standard strength may be used to reduce maintenance.

Y Y

51 MRDC 4.2.7 Added "This criteria applies to all rails on mainline, non-revenue, and yard" Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

Figure 4.23 Deleted FIGURE 4.23 115RE RAIL SECTION.

Figure was crossed out in the previous MRDC revision and deleted in this revision as it is no longer applicable.

Y Y

MRDC

4.2.7.3

Deleted "Welding of rails into CWR strings shall be either by electric flash butt process or thermit process. Electric flash butt welding shall be used wherever feasible. Thermit welding or mobile electric flush butt welding shall be used to join strips of CWR; where required for rail handling; or where rail requires precurving" and added "Welding of rails into CWR strings shall be electric flash butt welded in the shop. Thermite welding or mobile flash butt welding to join CWR strings is acceptable.”

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.7.4

Added "Prefabricated insulated joints shall be used in all areas outside of special trackwork" Revised criteria for insulated joints for better quality product and maintenance reduction.

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.2.8.1

Added "(including turback tracks for both LRT and HRT)" Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.8.1

Replaced "100'" with "250'" and added "(not including turnback tracks for both LRT and HRT).

Revised minimum horizontal curve radius and yard track requirements in response to issues with hirail derailments on smaller radius.

Y Y

MRDC

4.2.8.1

Added "Restraining Rails a)For all HRT non-embedded tracks, Vanguard type (or equivalent) restraining rail shall be used. The height between the top of the restraining rail and the top of the running rail shall be 3/4” b)For all HRT embedded Track, 132 RE restraining rail shall be used. The height between the top of the restraining rail and the top of the running rail shall be 1/2” c)For all LRT rail, 132RE restraining rails shall be used. The height between the top of the restraining rail and the top of the running rail shall be 1/2”

Revised to provide detailed information on acceptable types of restraining rails and their application.

Y Y

MRDC

4.2.8.2

Changed 12" to 10" and deleted "approximately" in "Guardrails may be made of either new or used tee rails, or standard structural shape and shall be installed near the gauge side of the running rail at a distance of approximately 10” 12" from the running rail."

Revised to provide updated information on emergency guardrail requirements.

Y Y

MRDC

4.2.8.3

Added "4.2.8.3 Turnout Frog Guard Rails

a) For all HRT non-embedded tracks, Vanguard type (or equivalent) frog guard rail shall be used. The height between the top of the guardrail and the top of the running rail shall be 1”

b) For all HRT embedded Track, 132 RE frog guard rail shall be used. The height between the top of the guardrail and the top of the running rail shall be 1/2”

c) For all LRT rail, 132RE frog guard rail shall be used. The height between the top of the guardrail and the top of the running rail shall be 1/2”

d) All frog guard rails shall be extended to guard the heel of frog for both LRT and HRT."

Revised to provide detailed information on acceptable types of turnout frog guard rails and their application.

Y Y

60 MRDC 4.2.9 Deleted "the" and deleted "8'-0".

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation. The 8ft ties previously specified are not consistent with the standard drawings and baseline specifications.

Y Y

MRDC

4.2.11

Deleted "shall be avoided" and replaced with "shall not be used."

Revised to clarify the existing requirement to avoid

DESCRIPTION OF REVISION TO BASELINE DOCUMENTS IN SBCN-2024-01 (MRDC Section 4 - Guideway and Trackwork)

Item No.

Baseline Document Affected

Description of Revision Reason for Revision Revision

Applicable To

MRDC

4.2.11

Added "For LRT Systems, the Conformal Frogs shall match the Metro Custom “RTD-1” Wheel Profile, and for HRT Systems, the Conformal Frogs shall match the Metro Custom “RESCO” Wheel Profile."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.11

Deleted "This turnout may be used for yard access track connections to LRT mainline" and replaced with "No 10 turnouts must be used for yard access track connections to mainline."

Revised yard access track connection turnout requirements to improve operations.

Y Y

MRDC

4.2.11

Deleted "410 foot radius".

Revised as 410 fooot radius turnouts are not used on Metro's system.

Y Y

MRDC

4.2.11

Revised sentence "All frogs shall be of railbound manganese type with wearresistant guardrails" to "All frogs shall be of welded boltless manganese (WBM) conformal frog type with wear resistance railguards."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.11

Deleted " (Schwihag or equivalent)" and replaced with "(such as Schwihag, Nortrak Extreme Heavy Duty Steel Rollers, or equivalent) or Bolt-on, spring-loaded switch point rollers with minimum five years field experience (such as Ekoslide or equivalent)"

Revised to provide additional options for acceptable types of switch point rollers.

Y Y

MRDC

4.2.11

Added "All turnouts shall have Switch Point Fixed Heel Blocks.

All turnouts shall be designed with Samson Points and replaceable manganese tips."

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.11

Added "Limits of standard turnouts will include the entire unit from point of switch to the last long tie. Any geometric modifications within these limits would deem the turnout non-standard and the associated turnout design speed would need to be validated by the designer and would require approval from Metro Engineering, Metro Operations and Metro Maintenance of Way prior to design submittal. "

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

4.2.13

Added Section "4.2.13 Metro Custom Rail Grinding Mapping

All new rail projects will be required to prepare a Custom Rail Grinding Map for each running rail to document the specific custom rail grinding profile distribution as outlined in the Metro Custom Rail Grinding Specifications."

Revised to provide reference to Metro Custom Rail Grinding Specifications for criteria in creating rail grinding map.

Y Y

MRDC

Figure 4.20 Updated Section A in Figure 4.20 to include "MIN" for ballast and subballast dimension depths to be consistent with MRDC Section 4.2.3.1

Revised to clarify the existing requirement to avoid ambiguity/ misinterpretation.

Y Y

MRDC

Figure 4.21

Updated notes in Section A of figure 4.21 "LRT RIGHT-OF-WAY TYPICAL SECTIONS A AND B" from "MOUNTABLE CURB" TO "MOUNTABLE CURB (CURB MUST HAVE MOUNTABLE

FACE ON BOTH SIDES)."

Revised per MOW request based on lessons learned to allow for easier vehicle egress out of Metro's right-of-way in the case of accidental entry.

Y N

MRDC

Figures 4.23, 4.24, 4.25, 4.26, 4.27, 4.28

Deleted Figures 4.23, 4.24, 4.25, 4.26, 4.27, and 4.28 from the MRDC.

The figures were deleted from the MRDC to avoid duplicate references as they have been moved to the baseline specifications.

METRO RAIL DESIGN CRITERIA

SECTION 4

GUIDEWAY AND TRACKWORK

METRO RAIL DESIGN CRITERIA SECTION 4 / GUIDEWAY AND TRACKWORK

Revision 7: 01/16/2024 6: 01/15/19 Metro Baseline 4-i Re-baseline: 01-19-10

TABLE OF CONTENTS

PAGE

4.1 GUIDEWAY

4.1.1 Basis for Criteria

4.1.2 Survey Control System

4.1.3 Clearance Requirements

4.1.4 At-Grade Guideway

4.1.5 Right-Of-Way, Fencing and Signage Requirements

4.1.6 Track Horizontal and Vertical Geometry

4.1.7 LRT Grade Crossings

4.2 TRACKWORK

4.2.1 Introduction

4.2.2 General

4.2.3 Categories of Tracks and Types of Track Structures

4.2.4 Track Gauge

4.2.5 Alignment and Superelevation

4.2.6 Construction Tolerances

4.2.7 Rail

4.2.8 Guardrails

4.2.9 Ties

4.2.10 Rail Fastenings

4.2.11 Special Trackwork

4.2.12 Miscellaneous Track Appurtenances

4.2.13 Metro Custom Rail Grinding Mapping 31

Metro Baseline 4-ii Re-baseline: 01-19-10

TABLES

Table Number Title

4.1 Track Construction and Rehabilitation Tolerances

4.2 Maximum Allowable Civil Speed through Turnout

FIGURES

Figure Number Title

4.1 Circular Curves Functions and Abbreviations

4.2 Spiral Curves Functions and Abbreviations

4.3 HRV Dynamic Envelope, Tangent Track

4.4 LRV Dynamic Envelope

4.5 Light Rail Vehicle Dynamic Envelope – Superelevation 0

4.6 Light Rail Vehicle Dynamic Envelope – Superelevation 1

4.7 Light Rail Vehicle Dynamic Envelope – Superelevation 2

4.8 Light Rail Vehicle Dynamic Envelope – Superelevation 3

4.9 Light Rail Vehicle Dynamic Envelope – Superelevation 4

4.10 Light Rail Vehicle Dynamic Envelope – Superelevation 5

4.11 Light Rail Vehicle Dynamic Envelope – Superelevation 6

4.12 Additional Width for Chorded Construction Curve Radii 200’ to 2,500’

4.13 Additional Width for Chorded Construction Curve Radii 2,500’ to 30,000’

4.14 HRT Simplified VDE Tunnel on Tangent

4.15 LRT Simplified VDE Tunnel on Tangent

4.16 HRT Tunnel on Superelevated Curve

4.17 LRT Tunnel on Superelevated Curve

4.18 At Grade Guideway Cut and Fill Typical Section

4.19 At Grade Guideway Retained Typical Section

4.20 Ballasted Track Typical Sections

4.21 LRT Right-of-Way Typical Sections A & B

4.22 LRT Right-of-Way Typical Sections C & D

4.23 LRT - Limiting Dimensions at Station Platform CPC Rail Head Profile

4.24 HRT – Limiting Dimensions at Station Platform CPF Rail Head Profile

4.25 CPG Rail Head Profile

4.26 HRC Rail Head Profile

4.27 Rail Grinding Profile Template Distribution Heavy Rail

4.28 Rail Grinding Profile Template Distribution Light Rail

Metro Baseline 4-1 Re-baseline: 01-19-10

GUIDEWAY AND TRACKWORK

4.1 GUIDEWAY

4.1.1 Basis for Criteria

This section of the Criteria is based on requirements, established by California Public Utilities Commission (CPUC), recommendations of American Railway Engineering and Maintenance Association (AREMA) and other applicable Federal (i.e. ADA), State (i.e. PUC) and local jurisdictions’ (i.e. city) requirements and recommendations.

Guideway design is divided in two main elements: alignment (track geometry) and cross sections. Alignment defines the route and the cross section defines the size (mostly width) of the guideway. This Section of the Criteria provides directions (establish requirements) for design of track geometry and guideway cross sections. Requirements on guideway cross section design are provided in Sections

4.1.5 & 4.1.6, with requirements on track geometry design provided in Section 4.1.6.

Purpose of the Criteria is to provide designers of various Metro Rail projects with unified directions to design efficient, safe and comfortable transit system.

Efficiency of transit system is defined by its capacity, construction cost and system operational cost.

To achieve the full capacity, the design shall provide for highest travel speed and shortest possible headways. Criteria requirements for guideway design in following sections are performance oriented and provide directions to achieve high travel speed combined with considerations for vehicle stability and vehicle/track maintenance. Headways are discussed in Systems Sections of the Criteria.

Issues of capacity, construction and operational costs are interrelated and shall be addressed by designer on a case-by-case basis, using cost benefits analyses, under the Metro direction. Example for such a case could be a flat horizontal curve

vs. a sharp one: flat curve in alignment may require real estate acquisition, installation of retaining walls – high construction cost for benefits of increased capacity, due to higher speed and low operational cost due to reduced maintenance.

Provisions for safety of the transit system are included in Criteria requirements for track geometry and clearances to achieve safe movement of the trains and means for passenger evacuation, combined with consideration for minimal necessary width of the guideway.

Passenger comfort provisions are included in Criteria requirements for guideway geometry which are based on AREMA recommended accelerations and travel duration through geometry element.

4.1.2 Survey Control System

Horizontal NAD83 datum and Vertical NAVD88 datum shall be used per Sections 8850, 8851, 8852 and 8853 of California Public Resources Code.

Distance accuracy (horizontal control) and elevation accuracy (vertical control) shall meet National Geodetic Survey (NGS) classification of Second-order, class I per Federal Geodetic Control Committee (FGCC) Standards and Specifications for Geodetic Control Networks, Section 2, Standards, issued in September 1984 or the latest edition.

Metro Baseline 4-2 Re-baseline: 01-19-10

4.1.3 Clearance Requirements

4.1.3.1 General

Notwithstanding any of following criteria, the design of Metro system shall not violate any of the regulations outlined in the CPUC General Orders. These General Orders include, but are not limited to GO 26, GO-95 and GO-143. The Rail Vehicle clearance is defined as the distance from the track centerline, measured to the face of obstruction and includes the Vehicle Dynamic Envelope (VDE), Pantograph Dynamic Envelope (PDE), construction tolerances, running clearances, evacuation walkway, safety space and operating envelopes. All horizontal and vertical clearances define the minimum allowed distance, except of floor level passenger platform side clearance, which defines the maximum allowed distance from track centerline to the edge of the platform.

A. Vehicle Dynamic Envelope – VDE

VDE (also called Maximum Dynamic Outline) represents the outermost surface of the moving vehicle, considering and including:

failed suspension lateral vehicle motion overhang, mid-ordinate and superelevation clearance adjustments on a curved track.

1. The Heavy Rail VDE is based on rail vehicle which is 75 ft long,

10.50 ft wide (10.33 ft at thresholds), 12.5 ft high above top of rail and has up to 54 ft truck spacing.

VDE diagrams are presented on Fig. 4.3. The Heavy Rail VDE requirements as shown in Figure 4.3 do not apply within the limits of the station platform. Refer to Figure 4.24 for HRT limiting dimensions within the pedestrian station.

2. The Light Rail VDE is based on an articulated rail vehicle which is 90 ft long, 9.39 ft wide (at the outside rear-view mirrors), 12.25 ft high above top of rail (exclusive of the pantograph) and has up to 32 ft truck spacing.

VDE diagram on tangent track is presented on Fig. 4.4, VDE dimensions on a curved superelevated track are presented on Fig.

4.5 to 4.11. The Light Rail VDE requirements as shown in Figures 4.4 to 4.11 do not apply within the limits of the station platform. Refer to Figure 4.23 for LRT limiting dimensions within the pedestrian station.

B. Pantograph Dynamic Envelope - PDE

(Based on AREMA table 33-2-3)

For clearance purposes, half width of PDE shall be considered as:

At 14’ above top of rail 52.5” 4.38’ At 16’ above top of rail 54.2” 4.52’ At 19’ above top of rail 57.4” 4.78’

Numbers above include 6.50’ wide pantograph; apply to tangent track only and shall be adjusted for curved and superelevated tracks.

Metro Baseline 4-3 Re-baseline: 01-19-10

C. Clearance to station platform

The clearance:

defines the maximum allowed distance from track to the boarding edge of passenger platform;

requirement that the height and position of a platform must be coordinated with the floor of the vehicles it serves such that the vertical and horizontal gaps are minimized is based on CPUC GO 143 (for LRV only) and ADA Accessibility Guidelines for Transportation Vehicles (36 CFR Part 1192.53). Based on these guidelines, Metro’s Standard implements a modified version of this criteria which instead limits the requirement of the platform horizontal gap clearance, which is the horizontal gap between each vehicle door at rest and the platform, such that it must be no greater than 2.5 inches and also requires that the height of the vehicle floor must be within plus or minus 5/8 inch of the platform height under all normal passenger load conditions.

is based on CPUC GO 143 (for LRV only) and ADA requirements – the height and position of a platform must be coordinated with the floor of the vehicles it serves to minimize the vertical and horizontal gaps, in accordance with the ADA Accessibility Guidelines for Transportation Vehicles (36 CFR Part 1192.53): such that the horizontal gap between each vehicle door at rest and the platform shall be no greater than 3 inches and the height of the vehicle floor shall be within plus or minus 5/8 inch of the platform height under all normal passenger load conditions.

applies to non-moving Rail Vehicle at the station stop; and uses average width of LA Standard Rail Vehicle (at door threshold).

1. HRT Clearance to station platform is defined as a distance from the track center to the boarding edge of passenger platform at 3.67 ft above top of rail.

Clearance calculations:

Vehicle half width (average) 62.0” 5.167’ CPUC/ADA clearance Platform horizontal gap clearance 2.50” 0.208’

Total 64.50” 5.38’

2. LRT Clearance to station platform is defined as a distance from the track center to the boarding edge of passenger platform at 3.25 ft above top of rail.

Clearance calculations:

Vehicle half width (average) 52.27” 4.356’ CPUC/ADA clearance Platform horizontal gap clearance 2.50” 0.208’

Total 54.77” 4.56’

Metro Baseline 4-4 Re-baseline: 01-19-10

D. Refer to MRDC Fire/Life Safety Criteria for emergency walkway gap limits and mitigation criteria.

Note that the widest part of the vehicle may lean over the boarding edge of the emergency walkway only if appropriate mitigation measures as defined in MRDC Fire/Life Safety Criteria are implemented, but may not encroach into the passenger clearance envelope (evacuation walkway envelope).

4.1.3.2 Side Clearances – Heavy Rail Vehicle

HRT Typical Sections with clearance requirements are presented on Fig.4.14 &

4.16. According to VDE diagram on Fig.4.3, the most critical point is located at the vehicle floor level (for floor-level walkway clearance) at 3.67 ft above top of rail and at the top of the vehicle, at 12.50 ft above top of rail.

A. Construction tolerance

1. Track construction tolerances per Design Criteria Section 4.2 Table 4.1.

2. Wall and roof slabs - 0,+2”, variations to not exceed ¼” in any 10’ of surface.

3. Curved concrete surfaces of bored tunnels – 0,+3”, variations to not exceed 1/2” in any 10’ of surface.

B. Safety space

1. Preferable clearance (per GO 26-D sections 9 & 10) from track center to face of obstruction on a tangent track.

Vehicle half width 62.0” 5.167’ Safety space 30” 2.50’ Total 92.0” 7.68’ Use 8.0 ft

2. Acceptable minimum with proper justification (per deviation, granted by CPUC to Metro for Red Line Transit System for areas, inaccessible for any person, when trains are in motion):

a. Outside the tunnel clearance from track center to face of obstruction on a tangent track

Vehicle half width 62.0” 5.167’ Safety space 14” 1.167’ Total 76.0” 6.33’ Use 6.50 ft

b. In the tunnel clearance from track center to obstruction on a tangent track

VDE half width 69.42” 5.79’ Safety space 0 0 Total 69.42” 5.79’ Use 6.0 ft

Track side clearances presented above are for tangent track only and require adjustment for a curved track.

Metro Baseline 4-5 Re-baseline: 01-19-10

C. Evacuation walkway

2.5 ft minimum width evacuation walkway, accessible to persons getting off the disabled train and unobstructed by VDE or any part of guideway fixed facilities, shall be provided along all the tracks at-grade, in tunnels and bridges. In bored circular tunnels the height of evacuation walkway envelope can be limited, but must be not less than 6.67 ft. A single walkway may serve more than one adjacent track. An evacuation walkway between the tracks (center walkway) shall be minimum 3 ft wide. The width of the center evacuation walkway may be reduced to

2.5 ft along the fixed objects less than 5 ft in length. Evacuation walkway in subways (boxes and circular tunnels) shall be provided at vehicle floor level and equipped with a handrail – refer to Fire/Life Safety Criteria for detail. Maintenance walkway shall occupy the space of evacuation walkway. Evacuation walkway shall not cross special trackwork elements, such as switches, switch machines, frogs and diamonds.

AREMA No. 5 ballast shall be used for walkway on a ballasted guideway.

D. Evacuation walkway and safety space shall be free of obstructions, such as a foundation and a base plate of OCS pole, coping on a top of a retaining wall or others of that kind.

E. Chorded construction

When chorded construction is specified, walls and walkways shall be constructed in chords, whose length shall be measured along the inside face of the wall nearest the curve.

The maximum allowable chord lengths shall be:

For curves with radii 2,500 ft or greater – 50 ft For curves, with radii, less than 2,500 ft – 25 ft

Clearance from track center to the face of the chorded wall shall fit VDE, adjusted for curvature and accommodate evacuation walkway, where it applies (See Fig. 4.12 and 4.13).

4.1.3.3 Side Clearances – Light Rail Vehicle

LRT Typical Sections with clearance requirements are presented on Fig.4.21 and

4.22. According to VDE diagram on Fig. 4.4, the most critical points are located at the vehicle floor level (for floor-level walkway clearance) at 3.25 ft above top of rail and at the top of outside rear-view mirror, at 9.25 ft above top of rail.

A. Construction tolerance

1. Track construction tolerances below are based on Design Criteria Section 4.6 Table 4-1:

a. At 3.25 ft above top of rail – vehicle floor level Gauge variation 1/16” 0.005’ Alignment 1/8” 0.010’ Cross level 0.01x3.25/4.723 1/16” 0.008’ Total: 1/4” 0.02’

Metro Baseline 4-6 Re-baseline: 01-19-10

b. At 9.25 ft above top of rail – top of outside mirror

Gauge variation 1/16” 0.005’ Alignment 1/8” 0.010’ Cross level 0.01x9.25/4.723 1/4” 0.021’ Total: 7/16” 0.04’

2. Fence or wall construction tolerance 2” 0.17’

3. Walkway construction tolerance 1” 0.08’

4. OCS pole construction tolerance ¾” 0.06’

B. Running clearances

Running clearances between VDE and any fixed object or another VDE:

Preferred 6” 0.50’ Minimum 2” 0.17’ Absolute minimum, 1” 0.08’ allowed only to floor-level walkway

C. Evacuation/emergency walkway (based on CPUC GO 143 Rule 9.05)

2.5 ft minimum width evacuation walkway, accessible to persons getting off the disabled train and unobstructed by VDE or any part of guideway fixed facilities, shall be provided along all the tracks at-grade, in tunnels and bridges. In bored circular tunnels the height of evacuation walkway envelope can be limited, but shall not be less than 6.67 ft. Excepted are tracks in a street without the fence or barrier between the track and the street. A single walkway may serve more than one adjacent track. An evacuation walkway between the tracks (center walkway) shall be minimum 3 ft wide. The width of the center evacuation walkway may be reduced to 2.5 ft along the fixed objects less than 5 ft in length.

Evacuation walkway in subways (boxes and circular tunnels) shall be provided at vehicle floor level and equipped with a handrail – refer to Fire/Life Safety Criteria for details. Maintenance walkway shall occupy the space of evacuation walkway. Evacuation walkway shall not cross special trackwork elements, such as switches, switch machines, frogs and diamonds. AREMA No. 5 ballast shall be used for walkway along the tracks on a ballasted guideway.

D. Safety space (based on CPUC GO 143 Rule 9.06)

1. Clearance shall include 2.5 ft space (including an evacuation walkway) in the areas, where passengers, employees or other persons are permitted or required to be, while trains are in motion.

2. Clearance shall include 1.5 ft space in the areas, where passengers, employees or other persons are normally prohibited, while trains are in motion. Fixed wayside structures, less than 5 ft in length shall be excluded from this requirement, provided approved measures are taken to give warning of restricted clearances.

3. Clearance is not required in exclusive right-of-ways as defined by CPUC, including subways, tunnels, and portions of surface and elevated alignment, which are equally inaccessible to persons.

Metro Baseline 4-7 Re-baseline: 01-19-10

E. Operating envelopes for Overhead Contact System (OCS) support poles

OCS pole operating envelope is defined as a space, occupied by the pole with considerations of it’s deflection in all directions due to pole flexure and foundation rotation. OCS operating envelope is considered symmetrical around pole centerline.

The operating envelope for OCS poles (total space, which occupies part of track cross section), to be considered in design, shall be:

1. Counterweight and feeder poles 17” 1.42’

2. All other poles 15” 1.25’

F. Overhead canopies at station platforms

Edge of the canopy shall be aligned with boarding edge of the platform;

therefore track center to edge of the canopy clearance shall not be less, than 4.56 ft, unless Metro directs otherwise.

G. Pantograph air clearance

Minimum 4 inches of air clearance shall be provided between PDE and grounded structures, which include among others, reinforced concrete tunnels, boxes, walls and station canopies.

H. Evacuation walkway and safety space shall be free of obstructions, such as a foundation and a base plate of OCS pole, coping on a top of a retaining wall or others of that kind.

4.1.3.4 Vertical Clearances

Vertical clearance for Rail Transit System is defined as a minimum distance, measured vertically from the top of rail to the face (bottom) of obstruction above the track.

A. Vertical clearance shall be 14.0 ft for HRT system and 15.0 ft for LRT system in bored tunnels, cut-and-cover boxes, semi-depressed (in trench), at-grade and aerial guideways.

B. Height of overhead contact wire for LRT system shall not be below 14.0 ft and over 22.5 ft above top of rail.

C. Height of overhead contact wire shall not be below 18 ft above top of rail at pedestrian or road vehicle grade crossings and shall be in compliance with CPUC GO 95 Rules 37 and 43.

4.1.3.5 Circular (Bored) Tunnels

Sample clearance diagrams, based on above mentioned clearance requirements for both Heavy and Light Rail circular tunnels, are presented on Fig. 4.14 through 17.

Construction tolerances for Tunnel Boring Machine shall be considered:

+/-2” on a tangent +/-3: on a curve

For noise and…