c700 - line, track, stations, and systems design - build

(Note to first-time user, please referred to the “Short Report Template User Guidelines before using this report template.)

Silicon Valley Berryessa Extension Project

C700 - Line, Track, Stations, and Systems Design - Build

Volume 6 – BART Facilities Standards R2.1 October 2009 Approved for SVRT Use – Effective June 1, 2010 Book 1 of 5

Request for ProposalMarch 25, 2011

B1102-F044

Silicon Valley Rapid Transit Project

BART Facilities Standards R2.1 October 2009 Approved for SVRT Use - Effective June 1,2010

Volume 1 of5 Introduction, Facilities Design Criteria

P0501-P100-STD-DI-001 B0410-A003

A SIUCO

SILICON VALLEY RAPID TRANSIT PROJECT

BART FACILITIES STANDARDS, RELEASE 2.1 VOLUME 1 OF 5 OCTOBER 2009

P0501-P100-STD-DI-001 CONTROLLED COPY NO. 11 ISSUED TO: PDCC B0410-A003

BART Facilities Standards (BFS)

Release 2.1 October 2009

Prepared By: BART

This is a controlled document. If additional controlled copies are required, please request them from Design Integration Configuration Management (408) 942-6122.


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BART Facilities Standards (BFS) Release 2.1REVISION LOG

9/29/2010

P0501-P100-RPT-DI-005, Rev. 3.

SECTION TITLE Release ISSUE DATE:

PREVIOUS ISSUE DATE1: CHANGES:

R2.1

1.0 Introduction1.1 Preface 10/1/2009 5/5/2004 Updated - No change to document

1.2 Administration 10/1/2009 3/27/2007 Updated - Complete rewrite, added Revision Control

1.3 Facilities Common Data 10/1/20091.3.1 BART Overview 10/1/2009 5/19/2004 Updated - No change to document1.3.2 Train Data 10/1/2009 5/5/2004 No change - No change to document

1.4 Operations Common Data 10/1/20091.4.1 Climate and Seismology 10/1/2009 5/13/2004 Updated - No change to document

1.4.2 Operating Schedule 10/1/2009 5/13/2004 Removed "Release 1.2" from page 1 - No change to document

1.5 Common Requirements 10/1/20091.5.1 Design, Construction, and Operations Documentation 10/1/2009 5/12/2004 Updated - No change to document1.5.2 Environmental Design and Sustainability 10/1/2009 5/20/2004 Updated - No change to document

1.5.3 Facilities Naming Convention 10/1/2009 8/3/2004 Updated - Format change, No Content Change

1.5.4 Trackway Clearances 10/1/2009 5/11/2004 Updated - No change to document

2.0 NO LONGER USED

3.0 Facilities Design Criteria3.1 Architecture

3.1.1 General 10/1/2009 New

3.1.2 Facilities Security (Combined w/ Guidelines) 10/1/2009 5/5/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.1.3 Landscaping and Vegetation Control (Combined w/ Guidelines) 10/1/2009 5/5/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.1.4 Maintenance and Engineering Facilities (Moved from Guidelines) 10/1/2009 New

3.15 Passenger Stations (Combined w/ Guidelines) 10/1/2009 6/30/2004 Rewritten to combine Facilities Design Guidelines - No change to document

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3.1.6 Passenger Station Sites (Combined w/ Guidelines) 10/1/2009 6/29/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.1.7 Police Department Facilities (Moved from Guidelines) 10/1/2009 New

3.1.8 Revenue Processing Building (Combined w/ Guidelines) 10/1/2009 6/25/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.1.9 Revenue Vehicle Yards & Shops (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change, No Content Change

3.1.10 Wayfinding and Signage (New) 10/1/2009 Not Released in R1.2 New

3.1.11 Wayside Facilities (Combined w/ Guidelines) 10/1/2009 5/5/2004Rewritten to combine Facilities Design Guidelines - Revised EXIT Sign Requirements

3.2 Civil (Reorganized)

3.2.1 Basic Design Policies 10/1/2009 5/12/2004 Updated - No change to document

3.2.2 Drainage 10/1/2009 5/12/2004 Updated - No change to document3.2.3 Miscellaneous Standards 10/1/2009 5/12/2004 Updated - No change to document3.2.4 Streets and Surface Parking 10/1/2009 5/12/2004 - No change to document

3.2.5 Trackway (Combined w/ Guidelines) 10/1/2009 8/3/2004

Rewritten to combine Facilities Design Guidelines - Incorporated redlines, corrected text/graphics overlapping pgs. 18 & 3. Changed Article 5.7

3.2.6 Utilities 10/1/2009 5/12/2004 Updated - No change to document

3.3 Electrical (Reorganized)

3.3.1 Electrical Power and Lighting - General (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.3.2 Line Sections 10/1/2009 5/12/2004 Updated - No change to document3.3.3 Revenue Vehicle Yards & Shops 10/1/2009 5/12/2004 Updated - No change to document

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3.3.4 Stations and Wayside Systems Structures 10/1/2009 5/12/2004 Updated - Revised 2.7

3.3.5 Traction Power (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change. Revised previously removed Saftey Italics.

3.4 Electronics3.4.1 Access Control System 10/1/2009 5/12/2004 Updated - No change to document

3.4.2 Automatic Electronic Identification System (From Guidelines) 10/1/2009 Updated From Facility Design Guidelines

3.4.3 Automatic Fare Collection System (AFC) (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.4.4 Automatic Train Control System (ATC) (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.4.5 Closed Circuit Television System (CCTV) (Combined w/ Guidelines) 10/1/2009 5/12/2004Rewritten to combine Facilities Design Guidelines - Revised previously removed Saftey Italics.

3.4.6 Display Systems (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.4.7 Integrated Computer System (From Guidelines) 10/1/2009 Updated From Facility Design Guidelines

3.4.8 New Yard Management System (From Guidelines) 10/1/2009 Updated From Facility Design Guidelines

3.4.9 Operations Network (From Guidelines) 10/1/2009 Updated From Facility Design Guidelines

3.4.10 Public Address System (PA) (Combined w/ Guidelines) 10/1/2009 5/12/2004Rewritten to combine Facilities Design Guidelines - Add criteria for Internet Protocol (IP) newtork support.

3.4.11 Station Agent Terminal (From Guidelines) 10/1/2009 Updated From Facility Design Guidelines

3.4.12 Supervisory Control and Data Acquisition (SCADA) (Combined w/ Guidelines) 10/1/2009 5/25/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.4.13 Telephone Systems (Combined w/ Guidelines) 10/1/2009 8/3/2004

Rewritten to combine Facilities Design Guidelines - Format change. Add criteriafor Internet Protocol (IP) newtork support.

3.4.14 Trunk Radio System (From Guidelines) 10/1/20093.4.15 Unified Optical Network (New) 10/1/2009 New

3.5 Mechanical (Reorganized)

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3.5.1 General (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.5.3 Line Sections (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.5.5 Parking Structures (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.5.7 Stations and Station Sites (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change. Add 2.1.2.D, revise 2.1.2.B

3.5.9 Yards & Shops 10/1/2009 5/14/2004 Updated - No change to document

3.6 Structural (Reorganized)

3.6.1 General (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change, No Content Change

3.6.2 Aerial Structures (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.3 BART Train Loads 10/1/2009 5/12/2004 - No change to document

3.6.4 Cut-and-Cover Underground Structures (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.5 Earth Retaining Structures (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change, No Content Change

3.6.6 Foundations (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.7 Highway Bridges 10/1/2009 5/12/2004 - No change to document3.6.8 Miscellaneous Structures 10/1/2009 5/12/2004 - No change to document

3.6.9 Passenger Stations and Buildings (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.10 Prestressed Concrete (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.11 Railway Bridges 10/1/2009 5/12/2004 Updated - No change to document3.6.12 Reinforced Concrete (Combined w/ Guidelines) 10/1/2009 5/12/2004 Updated - No change to document

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3.6.13 Seismic Design (Combined w/ Guidelines) 10/1/2009 8/3/2004Rewritten to combine Facilities Design Guidelines - Format change, No Content Change

3.6.14 Structural Steel (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.15 Support and Underpinning of Existing Structures (Combined w/ Guidelines) 10/1/2009 5/12/2004 Rewritten to combine Facilities Design Guidelines - No change to document

3.6.16 Vehicular Bridges 10/1/2009 5/12/2004 - No change to document

4.0 Standard Drawings4.1 Architecture

4.1.AD15 Schematic Escalator Layout and Clearance Diagram 1/2006 8/1/2004 Updated - Added Professional Registration seal & signature

4.1.AD16 Schematic Escalator Cladding Elevation 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AD17 Escalator Installation Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AD20 Stair/Handrail/Guardrail 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.1.AD21 Stair/Handrail/Guardrail 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AD22 Stair/Handrail/Guardrail 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AD87 Miscellaneous Items 9/2008 New

4.1.AS00 Abbreviations and Symbols 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS08 Hydraulic Elevator Signal Fixture Details 1/2006 8/1/2004 Updated - Added Professional Registration seal & signature

4.1.AS09 Elevator Details - Entrance 9/2008 New4.1.AS10 Elevator Details - Elevator Hall Call Details 9/2008 New4.1.AS11 Elevator Details - White Courtesy Phone Details 9/2008 New

4.1.AS16 Escalator Cladding Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS20 Stair/Handrail/Guardrail Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

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4.1.AS21 Stair/Handrail/Guardrail Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS40 Floor Paving Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS42 Platform Edge Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS44 Signage/Lighting/Public Address Structure-Profile 8/2004 8/1/2004 - Added Professional Registration seal & signature, Added "Profile" to title

4.1.AS45 Signage/Lighting/Public Address Structure-Profile 8/2004 8/1/2004 - Added Professional Registration seal & signature, Added "Profile" to title

4.1.AS50 Windscreen and Benches at Platform 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS51 Windscreen and Bench Details 8/2004 8/1/2004 - Added Professional Registration seal & signature




4.1.AS65 Fire Hose Cabinets 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS66 Fire Hose Cabinets 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS67 Fire Hose Cabinet Details 8/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS70 Service Gates and Barrier Details 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.1.AS75 Ticket Vending Machine Enclosure Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS83 Maps/Schedule Frame 7/1/2009 8/1/2004Added Professional Registration seal & signature; revise Detail 3 - Frame all Around

4.1.AS85 Information Kiosk 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.1.AS90 Overhead Wayfinding Illuminated Cabinet Sign Elevations No date New4.1.AS91 Overhead Wayfinding Illuminated Cabinet Sign Plans and Sections 7/2009 New4.1.AS92 Overhead Wayfinding Illuminated Cabinet Sign Assembly Diagram 7/2009 New4.1.AS93 Overhead Wayfinding Illuminated Cabinet Sign Sections and Details 7/2009 New4.1.AS94 Overhead Wayfinding Illuminated Cabinet Sign LED Module Assembly No date New

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4.1.AS95 Alternative Sign Mounting Methods No date New4.1.AS96 Plan and Sections No date New

4.1.AS100 Wayfinding Sign Flag Mounting 7/2009 New

4.2 Civil-General

4.2.CS01 At Grade Standard Chain Link Fencing 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS02 Markers Utilities and Stationing 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS03 Traffic Barriers Semi-Flexible Type Metal Beam Guard Rail 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS04 Traffic Barriers Rigid Type 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS04A Traffic Barriers/Rigid Type 9/2008 New

4.2.CS05 Street Details Driveway, Pedestrian Ramp and Valley Gutter 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS06 Sidewalk Details 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS13 Drainage Details Ditches and Underdrains 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS15 Drainage Details Storm Sewer Manholes 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS20 Pavement and Curb Markings Stripes, Crosswalk Lines, Limit Lines and Parking Stall Lines 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS21 Pavement Markings, Messages and Directional Arrows Placement 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS23 Accessibility Parking Layouts, Pavement Marking Details, Signage Installation Details, Concrete Bumper 1/2009 8/1/2004

Updated - Added Professional Registration seal & signature, updated

4.2.CS50 General Civil Note, Abbreviations and Symbols, Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.2.CS51 General Civil Notes, Abbreviations and Symbols, Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.2.CS60 Wayside Signage and Graphics, Sign Panels and Decals 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.2.CS61 Wayside Signage and Graphics, Graphics and Striping 1/1/2009 8/1/2004 Added Professional Registration seal & signature, Updated drawing.

4.2.CS62 Wayside Signage and Graphics, Installation Details Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

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4.2.CS63 Wayside Signage and Graphics, Installation Details Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.2.CS64 Wayside Signage and Graphics, Placement Details 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.2.CS65 Signage Details 9/2008 New

4.3 Civil-Trackwork

4.3.Y002 Abbreviations and Symbols 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z002

4.3.Y021 Concrete Cross Tie 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z021

4.3.Y022 Concrete Cross Tie with Conduit 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z022

4.3.Y041 Lateral Turnout Data 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z041

4.3.Y042 Equilateral Turnout Data 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z042

4.3.Y051 11° 26'-58" Crossing Diamond 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z051

4.3.Y062 119 Re Switch Rod Assemblies 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z062

4.3.Y063 Floating Heel Block 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z063

4.3.Y065 Adjustable Rail Brace 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z065

4.3.Y067 119 Re Guard Rail Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z067

4.3.Y070 Derail & Wheel Crowder Typical Layout Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z070

4.3.Y099 Embedded Track 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, dwg No. was Z099

4.4 Electrical-General

4.4.ED03 Interface Details Escalators 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES01 Layout Symbols 8/4/2004 8/4/2004 - Added Professional Registration seal & signature

4.4.ES02 Diagram Symbols 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

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4.4.ES13 Supervisory Termination Cabinet #44 Platform Trip Stations 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES21 Lighting Systems Control Diagrams 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES23 Sump Pumps Duplex Pump Arrangement 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES31 Lighting Pole Foundation Installation Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES32 Lighting Fixture Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES41 Ground Test Stations 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES73 Parking Structure Electrical Room Grounding Criteria 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES74 Sump Pumps Triplex Pump Arrangement 8/1/2004 8/1/2004 - Added Professional Registration seal & signature

4.4.ES75 Conduit Numbering 9/2008 8/1/2004 Updated - Added Professional Registration seal & signature

4.4.ES77 Electrical Lighting Details 8/1/2004 8/1/2004 - Added reg. seals & signs, Dwg No. was E001

4.4.ES78 Stations Parking Area Lighting Control Diagram 8/1/2004 8/1/2004 - Added reg. seals & signs, Dwg No. was E002

4.5 Electrical-Traction PowerPlease Note - BART has changed the naming convention for the Traction Power drawing numbers (Example: was US24 is TPS24)

4.5.TPS24 Contact Rail Clearances 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS24

4.5.TPS31 Contact Rail Installation At Grade 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS31

4.5.TPS32 Contact Rail Installation on Aerial Structure 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS32

4.5.TPS33 Contact Rail Installation Assembly Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS33

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4.5.TPS34 Contact Rail System Composite Contact Rail and Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS34

4.5.TPS35 Contact Rail System Dip Rail Ramp Details and Bill of Materials 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS35

4.5.TPS36 Contact Rail System Coverboard Assembly and Details 9/2009 8/1/2004

Updated - Added Professional Registration seal & signature, Dwg No. was PS36. Update BOM with correct part numbers, clarify descriptions, and add BART drawing numbers.

4.5.TPS37 Contact Rail System Insulator Assembly and Sections 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS37

4.5.TPS38 Contact Rail System Anchor Assembly and Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS38

4.5.TPS39 Contact Rail System Feeder and Shunt Cables and Insulator Bracket 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS39

4.5.TPS40 Contact Rail System Feeder and Shunt Connection Plates 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS40

4.5.TPS41 Contact Rail Installation Shunt Cable Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS41

4.5.TPS51 Coverboard and Support Bracket without Third Rail (Dummy Coverboard) 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS51

4.5.TPS60 Positive Stub up Arrangement 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS60

4.5.TPS61 Negative Stub Up Arrangement at Signal Bond 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS61

4.5.TPS62 Negative Stub Up Arrangement at Insulated Joint Arrangement 1 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS62

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4.5.TPS70 Positive Feeder and Jumpers, Contact Rail Connection and Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS70

4.5.TPS73 34.5 KV Splice Box Plan, Sections, and Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS73

4.5.TPS75 34.5 KV AC/1000V DC Pull/Splice Boxes Sections and Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS75,

4.5.TPS76 Miscellaneous Conduit Installation Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS76

4.5.TPS80 Manhole Type A 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS80

4.5.TPS82 Pull Box Type A and Type B 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS82

4.5.TPS84 Grounding Details Sheet 1 of 2 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS84

4.5.TPS85 Grounding Details Sheet 2 of 2 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS85

4.5.TPS95 Positive Stub Up Arrangement at Turnouts 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS95

4.5.TPS96 Negative Stub Up Arrangement at Insulated Joint Arrangement 2 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was PS96

4.6 Electronics-Automatic Fare Collection System

4.6.J001 Vault Mounted TVM Elevation Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F001

4.6.J002 Vault Mounted TVM Base Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F002

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4.6.J003 Addfare Machines, Elevation Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F003

4.6.J004 Addfare Machines, Base Details 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F004

4.6.J005 Fare Gates, General Arrangement 8/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was F005

4.6.J006 Fare Gates, Base Details 9/2009 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F006; updated drawing.

4.6.J008 Cash Carts, General Arrangement 9/2008 8/1/2004Updated - Added Professional Registration seal & signature, Dwg No. was F008

4.6.J009 Ticket Vending Machine, Mounting Base 9/2008 New4.6.J010 Base Plate - Gate MTG. 9/2008 New4.6.J011 Site Preparation and Machine Replacement Fare Gates 9/2008 New4.6.J012 Clamp Bar - Gate MTG. 9/2008 New

4.7 Electronics-Systemwide Standards

4.7.K001 Train Control and Communications Cabinets, Power and Grounding Requirements 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was I001

4.7.K002 Automatic Electronic Identification (AEI) Layout and Installation Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was I002

4.7.KS01 Trackway Raceway Systems, At-Grade ??? 8/4/2004Updated - Added Professional Registration seal & signature, Dwg No. was IS01

4.7.KS02 Trackway Raceway Systems, Highway Median 8/4/2004 8/4/2004 - Added Professional Registration seal & signature, Dwg No. was IS02

4.7.KS03 Trackway Raceway Systems, Retained Fill 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS03

4.7.KS04 Trackway Raceway Systems, Retained Cut 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS04

4.7.KS06 Trackway Raceway Systems, Bridges 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS06

4.7.KS08 Trackway Raceway Systems, Aerial Structure 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS08

4.7.KS09 Trackway Raceway Systems, Cut-and-Cover Subway 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS09

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4.7.KS11 Systemwide Cable Trench, Type A, Structure Details 9/1/2008 8/1/2004Added Professional Registration seal & signature, Dwg No. was IS11, Update Drawing

4.7.KS19 34.5KV Splice Box, Structure Detail 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS19

4.7.KS20 34.5KV Cable Trench, Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS20

4.7.KS21 Trackway Raceway Systems, Installation Details, At-Grade 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS21

4.7.KS22 Trackway Raceway Systems, Installation Details, Highway Median 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS22

4.7.KS23 Trackway Raceway Systems, Installation Details, Retained Fill 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS23

4.7.KS24 Trackway Raceway Systems, Installation Details, Retained Cut 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS24

4.7.KS26 Trackway Raceway Systems, Installation Details, Bridges 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS26

4.7.KS28 Trackway Raceway Systems, Installation Details, Aerial Structure 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was IS28

4.8 Electronics-Automatic Train Control System

4.8.N001 Fixed Signals Track Lateral Positioning, Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was T001

4.8.N002 Fixed Signals Track Lateral Positioning, Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was T002

4.8.NS15 Control limit Line Diagrams, Symbols and Notes Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS15

4.8.NS16 Control limit Line Diagrams, Symbols and Notes Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS16

4.8.NS18 Double Crossover, Interlocking Track Plan 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. wasTS18

4.8.NS19 Track Loop Layout, Double Crossover Mainline 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS19

4.8.NS20 AC and Audio Frequency Track Circuit and Bond Layout 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS20

4.8.NS26 Route Indicator Installation Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS26

4.8.NS27 Single Lens Fixed Signal, Installation Details, Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS27

4.8.NS28 Single Lens Fixed Signal, Installation Details, Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS28

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4.8.NS31 Wayside Identification Antenna, Installation Details 8/1/2004 8/1/2004 - Added Professional Registration seal & signature, Dwg No. was TS31

4.8.NS37 Wayside Equipment Layout, Sheet 1 of 3 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS37



4.8.NS40 Mainline, Train Control Conduit and Equipment, Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS40

4.8.NS41 BART Model 55G, Switch Machine Layout on Wood Ties 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS41

4.8.NS42 BART Model 55G, Switch Machine Layout on Concrete Ties 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS42

4.8.NS43 BART Model 55G, Switch Machine Layout, Materials Parts List 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS43

4.8.NS44 BART Model 55G, Switch Machine Control for Righthand Crossover 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS44

4.8.NS46 BART Model 55G, Switch Machine Control Circuit for Righthand Turnout 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS46

4.8.NS48 Switch Machine and Helper Circuits Controls, Righthand Crossover 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was IS48

4.8.NS51 Switch Machine Power Supply and Train Controls, Termination Cabinet (SPSC) 8/1/2004 8/1/2004 - Added reg. seals & signs, Dwg No. was TS51

4.8.NS52 Switch Machine Power Supply and Controls Termination Cabinet, Material List and Nomenclature 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS52

4.8.NS53 Termination Cabinets 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS53

4.8.NS54 Derail and Wheel Crowder, Switch Machine Control 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS54

4.8.NS55 Trackway Signs 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS55

4.8.NS56 Trackway Signs, Mounting Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS56

4.8.NS59 Bonds and Insulated Joint Location for Turnouts and Crossovers 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS59

4.8.NS60 Bonds and Insulated Joint Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS60

4.8.NS61 Cross Bonding Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS61

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4.8.NS62 Track Connection, Junction Box and Bondwire Assembly 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS62

4.8.NS63 Negative Return Cable Arrangement 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS63

4.8.NS67 Grounding Requirement Train Control Rooms 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. wasTS67

4.8.NS69 Grounding Requirement Train Control House/Rooms 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS69

4.8.NS71 Grounding Details Wayside Equipment, Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS71

4.8.NS72 Grounding Details Wayside Equipment, Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS72

4.8.NS87 Cable Tray Section and Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature, Dwg No. was TS87

4.9 Mechanical

4.9.MD01 HVAC Equipment Schedule Sheet 1 of 6 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature


4.9.MD03 HVAC Equipment Schedule Sheet 3 of 6 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature




4.9.MD07 Plumbing Schedules Sheet 1 of 1 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS01 Abbreviations 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS02 Symbols Sheet 1 of 2 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS03 Symbols Sheet 2 of 2 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS11 Plumbing Details Sheet 1 of 3 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.9.MS12 Plumbing Details Sheet 2 of 3 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

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4.9.MS13 Plumbing Details Sheet 3 of 3 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS21 Fire Protection Details Sheet 1 of 4 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature



4.9.MS31 HVAC Details 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS32 Piping Details 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS33 Mechanical Equipment Details 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature

4.9.MS34 Piping Details 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature



4.9.MS37 Roof Framing - Details and Notes 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature



4.9.MS41 Irrigation Details 9/2008 8/1/2004 Updated - Added Professional Registration Seal & Signature



4.9.MS51 Steel Lined (Bored) Tunnels Hose Valve Assembly Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.9.MS53 Steel Lined (Bored) Tunnels Miscellaneous Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.9.MS54 Steel Lined (Bored) Tunnels Hanger Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.9.MS55 Steel Lined (Bored) Tunnels Hanger Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

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4.9.MS56 Steel Lined (Bored) Tunnels Hanger Details Mechanical Details 9/2008 New4.9.MS57 Mechanical Details HVAC Details 9/2008 New4.9.MS58 Staion Agent Booth (New) 9/2008 New4.9.MS59 Fire Protection Details Sheet 4 of 4 9/2008 New

4.10 Structural-Aerial Structures

4.10.SS02 Abbreviations and Symbols 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS06 Construction Controls Plan and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS07 Control Dimensions Pier-Normal 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS08 Control Dimensions Pier-Skew 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS09 Control Dimensions Girder-Tangent 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS10 Control Dimensions Girder-Curve 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS15 Pier Beam Skew Plan and Elevation 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS16 Pier Drainage Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS20 Girder-Type PC Reinforcement Plan-Normal Plan and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS21 Girder-Type PC Reinforcement Plan-Skew Plan, Sections and Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS22 Girder-Type PC Reinforcement - Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS23 Girder-Type PC End Block Reinforcement 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS24 Girder-Type PC Post-Tensioning Tendon Arrangement 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS25 Girder-Type PC Post-Tensioning Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS26 Girder-Type PC Reinforcement Plan and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS27 Girder-Type RC Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

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4.10.SS28 Girder-Type RC Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS29 Girder-Type SC Plan and Section 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS30 Girder-Type SC Sections and Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature



4.10.SS33 Girder-Type SC Schedule 1 Girder Plates 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS34 Girder-Type SC Schedule 2 Shear Connectors 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS35 Track Concrete Reinforcement and Bearing Pad Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS36 Closure Pour Details Sheet 1 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS37 Closure Pour Details Sheet 2 of 2 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS40 Walkway Geometry 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS41 Walkway Plan and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS42 Walkway Sections and Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS43 Walkway Railing Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS48 34.5kV Cable Splice Box Plan and Section 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS49 34.5kV Cable Splice Box Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS55 Abutment-Single Track Control Dimensions Tangent and Curved Alignments 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS58 Abutment-Double Track Control Dimensions Tangent Alignment 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS59 Abutment-Double Track Control Dimensions Curved Alignment 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.10.SS62 Abutment-Approach Slab Plans and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

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4.11 Structural-Retaining Wall

4.11.SS70 Typical Elevation and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.11.SS83 Drainage Details 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.12 Structural-U- Wall

4.12.SS90 Typical Elevation and Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13 Structural-Schedules

4.13.SD01 Pier and Abutment Location Control Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD02 Pier Construction Control Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD03 Abutment Construction Control Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD04 Girder Construction Control Along Girder Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD05 Girder Construction Control Girder Ends Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD06 Girder Attachment Locations Schedule 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD60 Cut - and - Cover Subway Composite Layout At - Grade to Subway Sections 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

4.13.SD67 Temporary Excavation Support Earth Pressure Diagram 8/1/2004 8/1/2004 - Added Professional Registration Seal & Signature

5.0 Standard Specifications:5.1 Division 1 General Requirements

01 11 00 Summary of Work 10/1/2009 8/17/2004 Format change, No Content Change01 20 00 Price and Payment Procedures 10/1/2009 8/17/2004 Format change, No Content Change01 31 19 Project Meetings 10/1/2009 8/17/2004 Format change, No Content Change

01 32 16 Construction Progress Schedule 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 32 33 Photographic Documentation 10/1/2009 8/17/2004 Format change, No Content Change

01 33 00 Submittal Procedures 10/1/2009 8/17/2004

Updated - Format change. Revised to include Submittal Procedures to incorporate new negineer revision approvals and other minor changes

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01 33 23 Shop Drawings, Product Data, and Samples 10/1/2009 8/20/2004 Updated - Format change, No Content Change

01 35 14 Operating System Interface 10/1/2009 8/17/2004Updated - Format change. Add Section 1.06, System Reactivation Safety Inspection Checklist.

01 35 24 Construction Safety 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 35 54 Identification and Security 10/1/2009 New01 42 19 Reference Standards 10/1/2009 8/17/2004 Format change, No Content Change

01 43 00 Quality Assurance 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 43 38 Field Samples and Mock-Ups 10/1/2009 8/20/2004 Updated - Format change, No Content Change

01 45 00 Quality Control 10/1/2009 8/17/2004 Format change, No Content Change

01 45 24 Testing Program Requirements 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 51 00 Temporary Utilities 10/1/2009 8/17/2004 Format change, No Content Change

01 52 00 Construction Facilities 10/1/2009 8/16/2004 Updated - Format change, No Content Change

01 57 00 Temporary Controls 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 58 00 Project Identification 10/1/2009 8/17/2004 Format change, No Content Change01 60 00 Product Requirements 10/1/2009 8/17/2004 Format change, No Content Change

01 64 13 District-Furnished Materials (DFM) and District-Funished Equipment (DFE) 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 71 13 Mobilization 10/1/2009 8/17/2004 Format change, No Content Change01 71 23 Field Engineering 10/1/2009 8/17/2004 Format change, No Content Change

01 74 14 Cleaning 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 74 21 Waste Management 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 77 00 Closeout Procedures 10/1/2009 8/17/2004 Format change, No Content Change

01 78 23 Operation and Maintenance Data 10/1/2009 8/17/2004 Updated - Format change, No Content Change

01 78 39 Project Record Documents 10/1/2009 8/20/2004 Updated - Format change, No Content Change

01 78 44 Spare Parts and Maintenance Materials 10/1/2009 8/20/2004 Updated - Format change. Add Section 1.10F, cahnge ATA 100 to ATA 2200.

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01 79 00 Demonstration and Training 10/1/2009 8/20/2004 Updated - Format change, No Content Change

5.2 Division 2 Existing Conditions

02 41 00 Demolition 10/1/2009 8/6/2004 Updated - Format change, No Content Change

02 41 19 Selective Structure Demolition 10/1/2009 8/6/2004 Updated - Format change, No Content Change

5.3 Division 3 Concrete03 01 08 Concrete Restoration 10/1/2009 8/6/2004 Format change, No Content Change

03 05 15 Portland Cement Concrete 10/1/2009 8/6/2004 Updated - Format change, No Content Change

03 05 18 Prestressed Concrete 10/1/2009 8/17/2004 Format change, No Content Change

03 11 00 Concrete Forming 10/1/2009 8/17/2004 Updated - Format change, No Content Change

03 11 14 Falsework 10/1/2009 8/17/2004 Format change, No Content Change

03 15 00 Concrete Accessories 10/1/2009 8/17/2004 Updated - Format change, No Content Change

03 15 13 Waterstops 10/1/2009 8/17/2004 Format change, No Content Change03 15 15 Elastomeric Bearing Pads 10/1/2009 8/17/2004 Format change, No Content Change

03 20 00 Concrete Reinforcing 10/1/2009 8/17/2004 Updated - Format change, No Content Change

03 30 00 Cast-In-Place Concrete 10/1/2009 8/17/2004 Format change, No Content Change

03 35 00 Concrete Finishing 10/1/2009 8/17/2004 Updated - Format change, No Content Change

03 37 13 Shotcrete 10/1/2009 8/17/2004 Format change, No Content Change

03 40 00 Precast Concrete 10/1/2009 8/17/2004 Updated - Format change, No Content Change

03 53 00 Concrete Toppings 10/1/2009 8/17/2004 Format change, No Content Change03 61 11 Non-shrink Grout 10/1/2009 8/17/2004 Format change, No Content Change

5.4 Division 4 Masonry04 01 20 Unit Masonry Restoration 10/1/2009 8/6/2004 Format change, No Content Change04 22 00 Concrete Unit Masonry 10/1/2009 8/6/2004 Format change, No Content Change

5.5 Division 5 Metals05 05 22 Metal Welding 10/1/2009 8/4/2004 Format change, No Content Change

05 12 00 Structural Steel Framing 10/1/2009 8/5/2004 Updated - Format change, No Content Change

05 21 00 Steel Joists Framing 10/1/2009 8/5/2004 Format change, No Content Change05 30 00 Metal Decking 10/1/2009 8/5/2004 Format change, No Content Change

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05 40 00 Cold-Formed Metal Framing 10/1/2009 8/5/2004 Format change, No Content Change

05 50 00 Metal Fabrications 10/1/2009 8/5/2004 Updated - Format change, No Content Change

05 51 00 Metal Stairs 10/1/2009 8/5/2004 Format change, No Content Change05 52 00 Metal Railings 10/1/2009 8/5/2004 Format change, No Content Change05 70 00 Decorative Metal 10/1/2009 8/5/2004 Format change, No Content Change

5.6 Division 6 Wood, Plastics, and Composites06 10 00 Rough Carpentry 10/1/2009 8/6/2004 Format change, No Content Change

06 41 00 Architectural Wood Casework 10/1/2009 8/6/2004 Updated - Format change, No Content Change

5.7 Division 7 Thermal and Moisture Protection

07 01 08 Roof Replacement 10/1/2009 8/5/2004 Updated - Format change, No Content Change

07 12 16 Built-Up Coal Tar Waterproofing 10/1/2009 8/5/2004 Format change, No Content Change07 13 19 Modified Bituminous Sheet Waterproofing 10/1/2009 8/5/2004 Format change, No Content Change07 13 29 Butyl Rubber Membrane Waterproofing 10/1/2009 8/5/2004 Format change, No Content Change07 17 00 Bentonite Waterproofing 10/1/2009 8/5/2004 Format change, No Content Change

07 18 16 Vehicular Traffic Coatings 10/1/2009 8/5/2004 Updated - Format change, No Content Change

07 21 11 Building Insulation 10/1/2009 8/5/2004 Format change, No Content Change

07 22 00 Roof and Deck Insulation 10/1/2009 8/5/2004 Updated - Format change, No Content Change

07 26 00 Vapor Retarders 10/1/2009 8/5/2004 Format change, No Content Change

07 51 00 No Longer Used 8/5/2004 8/5/2004 Removed - Built-up Bituminous Roofing- No Longer Used

07 53 23 No Longer Used 8/5/2004 8/5/2004Removed - Ethylene Propylene Diene Monomer (EPDM) Roofing - No Longer Used

07 52 16 Modified Bitumen Roofing 10/1/2009 New07 60 00 Flashing and Sheet Metal 10/1/2009 8/6/2004 Format change, No Content Change07 61 00 Sheet Metal Roofing 10/1/2009 8/6/2004 Format change, No Content Change07 70 00 Roof and Wall Specialties and Accessories 10/1/2009 8/6/2004 Format change, No Content Change07 81 16 Cementitious Fireproofing 10/1/2009 8/6/2004 Format change, No Content Change07 81 24 Intumescent Fireproofing 10/1/2009 8/4/2004 Format change, No Content Change07 84 00 Firestopping 10/1/2009 8/4/2004 Format change, No Content Change07 90 00 Joint Protection 10/1/2009 8/4/2004 Format change, No Content Change07 95 00 Expansion Control 10/1/2009 8/4/2004 Format change, No Content Change

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5.8 Division 8 Openings08 01 57 Window Restoration and Replacement 10/1/2009 8/6/2004 Format change, No Content Change08 11 00 Metal Doors and Frames 10/1/2009 8/6/2004 Format change, No Content Change08 31 00 Access Doors and Panels 10/1/2009 8/3/2004 Format change, No Content Change08 33 13 Coiling Counter Doors 10/1/2009 8/3/2004 Format change, No Content Change

08 33 19 Overhead Coiling Doors 10/1/2009 8/4/2004 Updated - Format change, No Content Change

08 33 23 Overhead Coiling Grilles 10/1/2009 8/4/2004 Updated - Format change, No Content Change

08 51 16 Aluminum Windows 10/1/2009 8/4/2004 Format change, No Content Change08 63 00 Metal-Framed Skylights 10/1/2009 8/4/2004 Format change, No Content Change

08 71 00 Door Hardware 10/1/2009 8/19/2004 Updated - Format change, No Content Change

08 80 00 Glazing 10/1/2009 8/4/2004 Format change, No Content Change

08 90 00 Louvers and Vents 10/1/2009 8/4/2004 Format change, No Content Change, correct spelling errors.

5.9 Division 9 Finishes09 01 36 Tile Replacement and Restoration 10/1/2009 8/6/2004 Format change, No Content Change09 22 00 Support for Plaster and Gypsum Board 10/1/2009 8/6/2004 Format change, No Content Change09 24 11 Portland Cement Plaster 10/1/2009 8/6/2004 Format change, No Content Change09 29 00 Gypsum Board 10/1/2009 8/6/2004 Format change, No Content Change09 30 00 Tiling 10/1/2009 8/6/2004 Format change, No Content Change09 51 13 Acoustical Panel Ceilings 10/1/2009 8/6/2004 Format change, No Content Change09 63 19 Stone Flooring 10/1/2009 8/6/2004 Format change, No Content Change09 65 16 Resilient Sheet Flooring 10/1/2009 8/6/2004 Format change, No Content Change09 65 19 Resilient Tile Flooring 10/1/2009 8/6/2004 New document09 83 14 Acoustic Coating 10/1/2009 8/6/2004 Format change, No Content Change

09 91 00 Painting 10/1/2009 8/6/2004 Updated - Format change, No Content Change

09 96 33 Graffiti-Resistant Coatings 10/1/2009 8/6/2004 Updated - Format change, No Content Change

5.10 Division 10 Specialties10 21 14 Metal Toilet Compartments 10/1/2009 8/5/2004 Format change, No Content Change10 21 15 Plastic Toilet Compartments 10/1/2009 8/4/2004 Format change, No Content Change10 22 13 Wire Mesh Partitions 10/1/2009 8/4/2004 Format change, No Content Change

10 28 24 Toilet and Janitorial Accessories 10/1/2009 8/4/2004 Updated - Format change, No Content Change

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10 40 00 Safety Specialties 10/1/2009 8/4/2004 Updated - Format change, No Content Change

10 51 19 Metal Lockers 10/1/2009 8/4/2004 Format change, No Content Change5.11 Division 11 Equipment

11 26 00 Not Used 8/6/2004 8/6/2004 Unit Kitchens - No Longer Used11 31 00 Residential Appliances 10/1/2009 New

5.12 Not Used5.13 Not Used

5.14 Division 14 Conveying Equipment

14 21 00 Electric Traction Elevators 10/1/2009 8/19/2004Updated - Format change. Add: 1.09.E.8, and 2.12.D.8. Revise Section 2.14. Clarify various Sections.

14 24 00 Hydraulic Elevators 10/1/2009 8/19/2004Updated - Format change. Add: 1.03.L, 1.08.D.5, and 1.09.E.9. Clarify various Sections.

14 31 00 Escalators 10/1/2009 8/19/2004Updated - Format change. Add: 1.03.K, 2.01.I, 2.08.F, and 2.09. Clarify Sections.

5.16 Not Used5.17 Not Used5.18 Not Used5.19 Not Used

5.20 Division 20 Facility Services

20 01 13 Restoration of Facility Services 10/1/2009 8/18/2004 Updated - Format change, No Content Change

20 07 13 Plumbing and HVAC Insulation 10/1/2009 8/18/2004 Updated - Format change, No Content Change, corrected spelling errors

20 10 13 Common Materials and Methods for Facility Services-Fire Suppression Plumbing and HVAC 10/1/2009 8/18/2004

Updated - Added "-Fire Suppression Plumbing and HVAC" to title, Add items 1.02.B-H. Revised Sections 2.01.J, and 2.13.A

20 20 13 Pipe Sleeves, Supports and Anchors for Facility Services 10/1/2009 8/18/2004 Updated - Format change. Add: 2.04.B.4, 2.04.E, 3.01.D, 3.03.A.12

20 30 13 Vibration Isolation and Seismic Control for Facility Services 10/1/2009 8/18/2004 Updated - Format change, No Content Change

20 40 13 Identification for Facility Services 10/1/2009 8/19/2004 Format change. Revised Sections 2.01.C.1 and 2.01.C.6

20 50 13 Raceways for Facility Services 10/1/2009 8/19/2004 Updated - Format change, No Content Change

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20 50 16 Underground Ductwork and Structures for Facility Services 10/1/2009 8/19/2004 Updated - Format change, No Content Change

20 60 13 Motors for Facility Services 10/1/2009 8/18/2004 Updated - Format change, No Content Change

20 70 13 Common Materials and Methods for Electronic Services 10/1/2009 8/18/2004 Format change, No Content Change

20 70 19 Indoor Cabinets, Racks, Frames and Enclosures 10/1/2009 8/19/2004 Updated - Format change, No Content Change

20 70 23 Electronic Circuits, Wires and Cables 10/1/2009 8/19/2004 Format change, No Content Change

20 70 26 Common Materials and Methods for Electrical Services 10/1/2009 8/18/2004 Updated - Format change, No Content Change, Was 26 05 08

5.21 Division 21 Fire Suppression

21 12 00 Fire-Suppression Standpipe 10/1/2009 8/18/2004 Updated - Format change. Clarify 2.07.B

21 13 13 Wet-Pipe Sprinkler System 10/1/2009 8/18/2004 Updated - Format change. Add text to Section 2.02.A

21 22 00 Clean Agent Fire Extinguishing System 10/1/2009 8/18/2004 Updated - Format change, No Content Change

5.22 Division 22 Plumbing

22 11 01 Water Distribution 10/1/2009 8/18/2004 Updated - Format change, No Content Change

22 13 01 Sanitary Sewerage 10/1/2009 8/18/2004Updated - Format change, No Content Change, corrected spelling errors; add PVC as required.

22 14 01 Storm Drainage 10/1/2009 8/18/2004 Format change, No Content Change

22 14 29 Sump Pumps 10/1/2009 8/18/2004 Updated - Format change. Revised Section 1.05.B

22 15 00 General Service Compressed-Air Systems 10/1/2009 8/18/2004 Format change, No Content Change

22 40 00 Plumbing Fixtures 10/1/2009 8/18/2004 Updated - Format change, No Content Change

5.23 Division 23 Heating, Ventilating, and Air Conditioning 23 05 44 Sound Attenuation for HVAC Piping and Equipment 10/1/2009 8/18/2004 Format change, No Content Change23 05 93 Testing, Adjusting and Balancing for HVAC 10/1/2009 8/18/2004 Format change, No Content Change

23 09 00 Instrumentation and Control for HVAC 10/1/2009 8/18/2004 Updated - Format change, No Content Change; corrected 1.03 Section header.

23 23 00 Refrigerant Piping 10/1/2009 8/18/2004 Format change, No Content Change

23 31 00 HVAC Ducts and Casings 10/1/2009 8/18/2004 Updated - Format change. Clarify various Sections.

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23 34 00 HVAC Fans 10/1/2009 8/18/2004 Updated - Format change, No Content Change

23 81 00 Unitary HVAC Equipment 10/1/2009 8/18/2004 Updated - Format change, No Content Change, correct spelling errors.

5.24 Not Used 5.25 Not Used5.26 Division 26 Electrical

26 05 17 Dry-Type Transformers 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 05 24 Low and Medium Voltage Wires and Cables 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 05 26 Grounding and Bonding for Electrical Systems 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 05 70 Electrical Cabinets and Enclosures 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 24 13 Switchboards 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 24 19 Motor-Control Centers 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 24 22 Motor Starters and Contactors 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 24 24 Circuit Breakers and Panelboards 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 32 13 Engine Generators 10/1/2009 8/18/2004 Updated - Format change, No Content Change

26 32 15 Above Ground Fuel Storage Tanks 10/1/2009 8/18/2004Updated - Format change, No Content Change, Was 23 14 01, revised 2.01 and 2.05

26 33 01 DC Battery System 10/1/2009 8/18/2004 Updated - Format change, No Content Change

26 34 37 Uninterruptible Power Supply Systems (UPS) and Lighting Inverter (LI) 10/1/2009 8/18/2004 Updated - Format change, No Content Change

26 42 00 Cathodic Protection 10/1/2009 8/19/2004 Updated - Format change, No Content Change

26 50 00 Lighting 10/1/2009 8/19/2004 Updated - Format change. Add Section 1.02, Related Sections

5.27 Division 27 Communications

27 30 01 Telephone Systems 10/1/2009 8/19/2004 Updated - Format change, No Content Change

27 31 17 Public Address System 10/1/2009 8/18/2004 Format change, No Content Change

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5.28 Division 28 Electronic Safety and Security 28 10 01 Access Control Systems 10/1/2009 New

28 31 00 Fire Detection and Alarm System 10/1/2009 8/19/2004 Updated - Format change, No Content Change

28 41 29 Closed Circuit Television System 10/1/2009 8/19/2004 Updated - Format change, No Content Change

5.29 Not Used5.30 Not Used5.31 Division 31 Earthwork

31 00 00 Earthwork 10/1/2009 8/19/2004 Format change, No Content Change31 09 00 Geotechnical Instrumentation and Monitoring of Earthwork 10/1/2009 8/19/2004 Format change, No Content Change31 11 00 Clearing and Grubbing 10/1/2009 8/10/2004 Format change, No Content Change31 23 19 Dewatering 10/1/2009 8/19/2004 Format change, No Content Change31 23 25 Controlled Density Fill 10/1/2009 8/19/2004 Format change, No Content Change31 35 00 Slope Protection 10/1/2009 8/19/2004 Format change, No Content Change

31 40 00 Shoring and Underpinning 10/1/2009 8/19/2004 Updated - Format change, No Content Change

31 50 00 Excavation Support and Protection 10/1/2009 8/19/2004 Updated - Format change, No Content Change

31 62 00 Driven Piles 10/1/2009 8/19/2004 Format change, No Content Change31 63 29 Drilled Concrete Piers and Shafts 10/1/2009 8/19/2004 Format change, No Content Change

5.32 Division 32 Exterior Improvements32 11 17 Aggregate Subbase Courses 10/1/2009 8/19/2004 Format change, No Content Change

32 11 23 Aggregate Base Course 10/1/2009 8/19/2004 Updated - Format change, No Content Change

32 11 24 Aggregate Drainage Layer 10/1/2009 8/19/2004 Format change, No Content Change

32 12 16 Asphalt Paving 10/1/2009 8/19/2004 Updated - Format change, No Content Change

32 13 13 Concrete Paving 10/1/2009 8/19/2004 Format change, No Content Change32 16 21 Concrete Curbs, Gutters, and Walks 10/1/2009 8/19/2004 Format change, No Content Change32 17 13 Parking Bumpers 10/1/2009 8/19/2004 Format change, No Content Change

32 17 23 Pavement Markings 10/1/2009 8/19/2004 Updated - Format change, No Content Change

32 17 28 Traffic Barriers 10/1/2009 8/19/2004 Format change, No Content Change

32 31 13 Chain Link Fences and Gates 10/1/2009 8/19/2004 Updated - Format change, No Content Change

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32 84 00 Planting Irrigation 10/1/2009 8/19/2004 Updated - Format change, No Content Change

32 90 00 Planting 10/1/2009 8/19/2004 Format change, No Content Change5.33 Division 33 Utilities

33 05 16 Utility Structures 10/1/2009 8/19/2004 Format change, No Content Change33 05 25 Support and Protection of Utilities 10/1/2009 8/19/2004 Format change, No Content Change33 05 28 Trenching and Backfilling for Utilities 10/1/2009 8/19/2004 Format change, No Content Change

33 11 00 Water Utility Distribution Piping 10/1/2009 8/19/2004 Updated - Format change, No Content Change

33 31 00 Sanitary Utility Sewerage Piping 10/1/2009 8/19/2004 Updated - Format change, No Content Change

33 40 00 Storm Drainage Utilities 10/1/2009 8/19/2004 Format change, No Content Change

33 46 00 Subdrainage 10/1/2009 8/19/2004 Updated - Format change, No Content Change

33 83 01 Radio Network Trunked Radio System 10/1/2009 New33 83 02 Radio Network Monopole Antenna Tower 10/1/2009 New33 83 03 Radio Network Antenna System 10/1/2009 New33 83 04 Radio Network Distributioned Amplified Radiating Cable System 10/1/2009 New33 83 05 Radio Network Regional High Level Radio System 10/1/2009 New33 83 06 Radio Network Bidirectional Radio Amplifier System 10/1/2009 New33 83 07 Mutual Aid Radio System 10/1/2009 New

5.34 Division 34 Transportation

34 05 17 Common Work Results for Trackway 10/1/2009 8/10/2004 Updated - Format change, No Content Change

34 05 42 Common Materials and Methods for Train Control 10/1/2009 8/10/2004 Format change, No Content Change

34 11 23 Special Trackwork 10/1/2009 8/10/2004 Updated - Format change, No Content Change

34 11 24 Direct Fixation Track 10/1/2009 8/10/2004 Updated - Format change, No Content Change

34 11 25 Running Rail 10/1/2009 8/10/2004 Format change, Change various articles in the Standard Specifications

34 11 27 Ballasted Track 10/1/2009 8/10/2004 Format change, No Content Change34 11 30 Embedded Track 10/1/2009 8/10/2004 Format change, No Content Change

34 11 31 Concrete Ties 10/1/2009 8/19/2004 Updated - Format change, No Content Change

34 11 32 Resilient Ties 10/1/2009 8/19/2004 Updated - Format change, No Content Change

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34 11 37 Direct Fixation Fasteners 10/1/2009 8/19/2004 Format change, No Content Change

34 11 93 Track Appurtenances and Accessories 10/1/2009 8/19/2004 Updated - Format change, No Content Change

34 20 01 Emergency and Transfer Trip (Under Development) New - Specification under development (not available)

34 21 05 Prefabricated AC and DC Equipment Houses 10/1/2009 New- Revised 2.02.F4.c from BFS R2.0

34 21 11 DC Circuit Breaker Multi-Function Protection Relay Equipment 10/1/2009 8/18/2004 Updated - Format change, No Content Change

34 21 18 AC Switchgear 10/1/2009 8/19/2004 Updated - Format change, No Content Change

34 21 20 AC Busway New

34 21 21 Transformer-Rectifier Units 10/1/2009 8/19/2004 Updated - Format change, No Content Change

34 21 25 DC Switchgear 10/1/2009 New34 21 30 Negative Grounding Device 10/1/2009 New

34 21 33 Control Monitoring and Display Panel (Under Development) New - Specification under development (not available)

34 21 40 DC Control Power System 10/1/2009 New34 21 50 Common Material and Methods for Traction Power 10/1/2009 New34 21 70 Traction Power Facilities Installation Requirements 10/1/2009 New34 21 80 Traction Power System Field Acceptance Testing 10/1/2009 New34 22 23 Traction Power Cables (Was 34 23 13) 10/1/2009 New

34 23 13 NO LONGER USED 8/19/2004 8/19/2004 Changed to Spec. 34 22 23 - Format change, No Content Change

34 24 13 Contact Rail System 10/1/2009 8/19/2004 Updated - Format change, Deleted Adhesion testing

34 42 16 Train Control Wires and Cables 10/1/2009 8/19/2004 Updated - Format change, No Content Change

34 42 19 Microprocessor-Based Interlocking Hardware (New) 10/1/2009 New34 42 24 Train Control Room Equipment 10/1/2009 8/18/2004 Format change, No Content Change

34 42 25 Train Control Wayside Equipment 10/1/2009 8/18/2004 Updated - Format change, No Content Change

34 50 10 Fare Collection System 10/1/2009 8/18/2004 Format change, No Content Change34 50 13 Ticket Vending Machines 10/1/2009 8/18/2004 Format change, No Content Change

34 50 16 Fare Gates 10/1/2009 8/18/2004 Updated - Format change, No Content Change

34 50 19 Addfare Machines 10/1/2009 8/18/2004 Format change, No Content Change

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6.0 Appendices6.1 District Policies

6.1.1 Access Management & Improvement Policy Framework 5/25/2002 5/25/2002 - No change to document6.1.2 BART Policy Framework for System Expansion 12/2/1999 12/2/1999 - No change to document6.1.3 Financial Stability Policy 3/21/2003 3/21/2003 - No change to document6.1.4 Policy Framework for Station Area Planning No Date No Date - No date6.1.5 Station Area Development Implementation Policy 10/1/2009 6/7/1984 - No date6.1.6 Sustainability Policy 10/1/2009 No Date - No date6.1.7 System Reactivation Safety Inspection Policy (New) 9.4.20096.1.8 System Safety Program Plan 2/1/2008 10/8/2002 - No change to document6.1.9 Welfare to Work to Career Policy Framework 7/27/2000 7/27/2000 - No change to document

6.2 District Programs & Guidelines 6.2.1 BART Bicycle Access and Parking Plan, Volume 1 8/1/2002 3/1/2004 - No change to document6.2.2 BART Bicycle Access and Parking Plan, Volume 2 3/1/2003 3/1/2004 - No change to document6.2.3 BART Station Access Guidelines 10/1/2003 10/1/2003 - No change to document6.2.4 BART Transit-Oriented Development Guidelines No Date No Date - No change to document6.2.5 Public Art Performance Standards 10/1/2009 5/13/2004 - No change to document6.2.6 Sample Artist Assignment Agreement 10/1/2009 5/13/2004 - No change to document6.2.7 Wayfinding and Signage Design Videograph (slideshow) No date

6.3 District Technical Manuals

6.3.1 Automatic Fare Collection Equipment - Ticket Specifications (formerly called: BART Engineering Specification, Magnetic Stripe Plastic Ticket) 12/5/2006 9/2/2003 Updated - Revised per legal and

purchasing review.6.3.2 Automatic Fare Collection Equipment Requirements - Generic Station (New) 4/19/2007 New6.3.3 BART Communication Protocal (BCP) (New) 4/25/2008 New6.3.4 BART Functional Specifications, Microprocessor Based Interlocking 10/1/2009 12/10/2002 - No change to document

6.3.5 Contract Drawing CADD Requirements 10/1/2008 5/12/2004 - No change to document

6.3.6 Contract Drawing Organization and Content 10/1/2008 5/19/2004 - New document

6.3.7 BART Contract Specifications Preparation Manual 8/1/2004 8/1/2004 - Updated to reflect the format (footer) changes to the Standard Specifications section

6.3.8 Designated Matching Products List (New) 10/1/2009 New6.3.9 SCADA System Function Description 10/1/2009 3/1/2003 - No change to document

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6.4 Government Codes & Regulations 6.4.1 Government Codes: See table 5/14/2004 5/14/2004 - No change to document

BAAQMD - Bay Area Air Quality Management District

Cal/Osha - California Occupational Safety and Health Administration

Caltrans - California Department of Transportation

CBC - California Building Code

CCR - California Code of Regulations

CDWR - California Department of Water Resources

CFR - Code of Federal Regulations

CGC - California Government Code

CPUC - California Public Utilities Commission

CTM - California Test Methods

CVC - California Vehicle Code

FEMA - Federal Emergency Management Agency

FHWA - Federal Highway Administration

6.4.2 Public Utilities Commission of the State of California: Authorizing the BART to Deviate from Section 9 of General Order No. 26-D in the Construction of the Proposed Railway System 11/12/1963 - No change to document

6.4.3 High-Speed Ground Transportation Noise and Vibration Impact Assessment 5/1/2006 12/1/1998 See Above - No change to document

6.4.4 Description of The FTA General Noise Assessment Spreadsheet 2007 4/1/1995 See Above - copyright 1997 HMMH Inc.

FTA Project and Construction Management Guidelines 2003 UpdateNOAA - National Oceanic and Atmospheric Administration

6.4.5 Project and Construction Management Guidelines 2003 Update, (see www.fta.gov/1465_eng_html.htm) 6/25/1905 6/25/1905 Links no longer available.

6.5 Industry Codes & Standards (see table)

5/14/2004 5/14/2004 - No change to document

AAR - Association of American Railroads

AASHTO - American Association of State Highway and Transportation Officials

ACI - American Concrete Institute

ACPA - American Concrete Pavement Association

AISC - American Institute of Steel Construction Inc.

AMCA - Air Movement and Control Association

ANLA - American Nursery & Landscape Association

ANSI - American National Standards Institutes

API - American Petroleum Institute

AREMA - American Railway Engineering and Maintenance-of-Way Association

ARI - American Air-conditioning and Refrigeration Institute

ASCE - American Society of Civil Engineers

ASHRAE - American Standard Heating Refrigeration Air-conditioning Enginee

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ASME - American Society of Mechanical Engineers

ASTM - American Society for Testing and Materials

AWS - American Welding Society

HEC - Hydraulics Engineering Circulars

ICEA - Insulated Cable Engineers Association

IEEE - Institute of Electrical and Electronics Engineers

IESNA - Illuminating Engineering Society of North America

NEMA - National Electrical Manufacturers Association

NFPA - National Fire Protection Association

SMACNA - Sheet Metal and Air Conditioning Contractors' National Association

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BFS Release 2.1 Table of Contents Released October 2009 Page i of xxii

VOLUME 1

1.0 Introduction

1.1 Preface

1.2 Administration 1.3 Facilities Common Data

1.3.1 BART Overview 1.3.2 Train Data

1.4 Operations Common Data 1.4.1 Climate and Seismology 1.4.2 Operating Schedule

1.5 Common Requirements 1.5.1 Design, Construction, and Operations Documentation 1.5.2 Environmental Design and Sustainability 1.5.3 Facilities Naming Convention 1.5.4 Trackway Clearances

2.0 Not Used 3.0 Facilities Design Criteria

3.1 Architecture 3.1.1 General 3.1.2 Facilities Security 3.1.3 Landscaping and Vegetation Control 3.1.4 Maintenance and Engineering Facilities 3.1.5 Passenger Stations 3.1.6 Passenger Station Sites 3.1.7 Police Department Facilities 3.1.8 Revenue Processing Building 3.1.9 Revenue Vehicle Yards & Shops

3.1.10 Wayfinding and Signage 3.1.11 Wayside Facilities

3.2 Civil 3.2.1 Basic Design Policies 3.2.2 Drainage 3.2.3 Miscellaneous Standards 3.2.4 Streets and Surface Parking 3.2.5 Trackway 3.2.6 Utilities


Table of Contents BFS Release 2.1 Page ii of xxii Released October 2009

VOLUME 1 (Continued)

3.3 Electrical

3.3.1 Electrical Power and Lighting - General 3.3.2 Line Sections 3.3.3 Revenue Vehicle Yards & Shops 3.3.4 Stations and Wayside Systems Structures 3.3.5 Traction Power

3.4 Electronics

3.4.1 Access Control System 3.4.2 Automatic Electronic Identification System 3.4.3 Automatic Fare Collection System (AFC) 3.4.4 Automatic Train Control System (ATC) 3.4.5 Closed Circuit Television System (CCTV) 3.4.6 Display Systems 3.4.7 Integrated Computer System 3.4.8 New Yard Management System 3.4.9 Operations Network 3.4.10 Public Address System (PA) 3.4.11 Supervisory Agent Terminal 3.4.12 Supervisory Control and Data Acquisition (SCADA) 3.4.13 Telephone Systems 3.4.14 Trunk Radio System 3.4.15 Unified Optical Network

3.5 Mechanical

3.5.1 General 3.5.2 Not Used 3.5.3 Line Sections 3.5.4 Not Used 3.5.5 Parking Structures 3.5.6 Not Used 3.5.7 Stations and Station Sites 3.5.8 Yard & Shops

3.6 Structural

3.6.1 General 3.6.2 Aerial Structures 3.6.3 BART Train Loads 3.6.4 Cut-and-Cover Underground Structures 3.6.5 Earth Retaining Structures 3.6.6 Foundations 3.6.7 Highway Bridges 3.6.8 Miscellaneous Structures


BFS Release 2.1 Table of Contents Released October 2009 Page iii of xxii


3.6.9 Passenger Stations and Buildings

3.6.10 Prestressed Concrete 3.6.11 Railway Bridges 3.6.12 Reinforced Concrete 3.6.13 Seismic Design 3.6.14 Structural Steel 3.6.15 Support and Underpinning of Existing Structures 3.6.16 Vehicular Bridges


Table of Contents BFS Release 2.1 Page iv of xxii Released October 2009

VOLUME 2

4.0 Standard Drawings:

4.1 Architecture AD15 Schematic Escalator Layout and Clearance Diagram AD16 Schematic Escalator Cladding Elevation AD17 Escalator Installation Details AD20 Stair/Handrail/Guardrail AD21 Stair/Handrail/Guardrail AD22 Stair/Handrail/Guardrail AD87 Miscellaneous Items AS00 Abbreviations and Symbols AS08 Hydraulic Elevator Signal Fixture Details AS09 Elevator Details - Entrance AS10 Elevator Details – Elevator Hall Call Details AS11 Elevator Details – White Courtesy Phone Details AS16 Escalator Cladding Details AS20 Stair/Handrail/Guardrail Details AS21 Stair/Handrail/Guardrail Details AS40 Floor Paving Details AS42 Platform Edge Details AS44 Signage/Lighting/Public Address Structure AS45 Signage/Lighting/Public Address Structure AS50 Windscreen and Benches at Platform AS51 Windscreen and Bench Details AS52 Windscreen and Bench Details AS53 Windscreen and Bench Details AS54 Windscreen and Bench Details AS65 Fire Hose Cabinets AS66 Fire Hose Cabinets AS67 Fire Hose Cabinet Details AS70 Service Gates and Barrier Details AS75 Ticket Vending Machine Enclosure Details AS83 Maps/Schedule Frame AS85 Information Kiosk AS90 Overhead Wayfinding Illuminated Cabinet Sign Elevations AS91 Overhead Wayfinding Illuminated Cabinet Sign Plans and

Sections AS92 Overhead Wayfinding Illuminated Cabinet Sign Assembly

Diagram AS93 Overhead Wayfinding Illuminated Cabinet Sign Sections and

Details AS94 Overhead Wayfinding Illuminated Cabinet Sign LED Module

Assembly AS95 Alternative Sign Mounting Methods


BFS Release 2.1 Table of Contents Released October 2009 Page v of xxii


AS96 Plans and Sections AS100 Wayfinding Sign Flag Mounting

4.2 Civil-General

CS01 At Grade Standard Chain Link Fencing CS02 Markers Utilities and Stationing CS03 Traffic Barriers Semi-Flexible Type Metal Beam Guard Rail CS04 Traffic Barriers Rigid Type CS04A Traffic Barriers Rigid Type CS05 Street Details Driveway, Pedestrian Ramp and Valley Gutter CS06 Sidewalk Details CS13 Drainage Details Ditches and Underdrains CS15 Drainage Details Storm Sewer Manholes CS20 Pavement and Curb Markings Stripes, Crosswalk Lines, Limit

Lines and Parking Stall Lines CS21 Pavement Markings, Messages and Directional Arrows

Placement CS23 Accessibility Parking Layouts, Pavement Marking Details,

Signage Installation Details, Concrete Bumper CS50 General Civil Notes, Abbreviations and Symbols, Sheet 1 of 2 CS51 General Civil Notes, Abbreviations and Symbols, Sheet 2 of 2 CS60 Wayside Signage and Graphics, Sign Panels and Decals CS61 Wayside Signage and Graphics, Graphics and Striping CS62 Wayside Signage and Graphics, Installation Details Sheet 1 of 2 CS63 Wayside Signage and Graphics, Installation Details Sheet 2 of 2 CS64 Wayside Signage and Graphics, Placement Details CS65 Signage Details

4.3 Civil-Trackwork Y002 Abbreviations and Symbols Y021 Concrete Cross Tie Y022 Concrete Cross Tie with Conduit Y041 Lateral Turnout Data Y042 Equilateral Turnout Data Y051 11° 26'-58" Crossing Diamond Y062 119 Re Switch Rod Assemblies Y063 Floating Heel Block Y065 Adjustable Rail Brace Y067 119 Re Guard Rail Details Y070 Derail & Wheel Crowder Typical Layout Details Y099 Embedded Track


Table of Contents BFS Release 2.1 Page vi of xxii Released October 2009


4.4 Electrical-General

ED03 Interface Details Escalators ES01 Layout Symbols ES02 Diagram Symbols ES13 Supervisory Termination Cabinet #44 Platform Trip Stations ES21 Lighting Systems Control Diagram ES23 Sump Pumps Duplex Pump Arrangement ES31 Lighting Pole Foundation Installation Details ES32 Lighting Fixture Details ES41 Ground Test Stations ES73 Parking Structure Electrical Room Grounding Criteria ES74 Sump Pumps Triplex Pump Arrangement ES75 Conduit Numbering ES77 Electrical Lighting Details ES78 Stations Parking Area Lighting Control Diagram

4.5 Electrical-Traction Power TP24 Contact Rail Clearances TP31 Contact Rail Installation At Grade TP32 Contact Rail Installation on Aerial Structure TP33 Contact Rail Installation Assembly Details TP34 Composite Contact Rail and Details TP35 Dip Rail Ramp Details and Bill of Materials TP36 Coverboard Assembly and Details TP37 Insulator Assembly and Sections TP38 Anchor Assembly and Details TP39 Feeder and Shunt Cables and Insulator Bracket TP40 Feeder and Shunt Connection Plates TP41 Contact Rail Installation Shunt Cable Details TP51 Coverboard and Support Bracket without Third Rail (Dummy

Coverboard) TP60 Positive Stub up Arrangement TP61 Negative Stub up Arrangement at Signal Bond TP62 Negative Stub up Arrangement at Insulated Joint Arrangement 1 TP70 Positive Feeder and Jumpers, Contact Rail Connection and

Details TP73 34.5 KV Splice Box Plan, Sections, and Details TP75 34.5 KV AC/1000 V DC Pull Splice Boxes Sections and Details TP76 Miscellaneous Conduit Installation Details TP80 Manhole Type A TP82 Pull Box Type A and Type B TP84 Grounding Details Sheet 1 of 2 TP85 Grounding Details Sheet 2 of 2


BFS Release 2.1 Table of Contents Released October 2009 Page vii of xxii


TP95 Positive Stub up Arrangement at Turnouts TP96 Negative Stub up Arrangement at Insulated Joint Arrangement 2

4.6 Electronics-Automatic Fare Collection System

J001 Vault Mounted TVM Elevation Details J002 Vault Mounted TVM Base Details J003 Addfare Machines, Elevation Details J004 Addfare Machines, Base Details J005 Fare Gates, General Arrangement J006 Fare Gates, Base Details J008 Cash Carts, General Arrangement J009 Ticket Vending Machine, Mounting Base J010 Base Plate – Gate MTG. J011 Site Preparation and Machine Replacement Fare Gates J012 Clamp bar – Gate MTG.

4.7 Electronics-Systemwide Standards K001 Train Control and Communications Cabinets, Power and

Grounding Requirements K002 Automatic Electronic Identification (AEI) Layout and

Installation Details KS01 Trackway Raceway System, At-Grade KS02 Trackway Raceway Systems, Highway Median KS03 Trackway Raceway Systems, Retained Fill KS04 Trackway Raceway Systems, Retained Cut KS06 Trackway Raceway Systems, Bridges KS08 Trackway Raceway Systems, Aerial Structure KS09 Trackway Raceway System, Cut-And-Cover Subway KS11 Systemwide Cable Trench, Type A, Structure Details KS19 34.5KV Splice Box, Structure Detail KS20 34.5KV Cable Trench, Details KS21 Trackway Raceway Systems, Installation Details, At-Grade KS22 Trackway Raceway Systems, Installation Details, Highway

Median KS23 Trackway Raceway Systems, Installation Details, Retained Fill KS24 Trackway Raceway Systems, Installation Details, Retained Cut KS26 Trackway Raceway Systems, Installation Details, Bridges KS28 Trackway Raceway Systems, Installation Details, Aerial

Structure


Table of Contents BFS Release 2.1 Page viii of xxii Released October 2009


4.8 Electronics-Automatic Train Control System

N001 Fixed Signals Track Lateral Positioning, Sheet 1 of 2 N002 Fixed Signals Track Lateral Positioning, Sheet 2 of 2 NS15 Control Limit Line Diagrams, Symbols and Notes, Sheet 1 of 2 NS16 Control Limit Line Diagrams, Symbols and Notes, Sheet 2 of 2 NS18 Double Crossover, Interlocking Track Plan NS19 Track Loop Layout, Double Crossover Mainline NS20 AC and Audio Frequency Track Circuit and Bond Layout NS26 Route Indicator Installation Details NS27 Single Lens Fixed Signal, Installation Details, Sheet 1 of 2 NS28 Single Lens Fixed Signal, Installation Details, Sheet 2 of 2 NS31 Wayside Identification Antenna, Installation Details NS37 Wayside Equipment Layout, Sheet 1 of 3 NS38 Wayside Equipment Layout, Sheet 2 of 3 NS39 Wayside Equipment Layout, Sheet 3 of 3 NS40 Mainline, Train Control Conduit and Equipment, Details NS41 BART Model 55G, Switch Machine Layout on Wood Ties NS42 BART Model 55G, Switch Machine Layout on Concrete Ties NS43 BART Model 55G, Switch Machine Layout, Materials Parts List NS44 BART Model 55G, Switch Machine Control for Righthand

Crossover NS46 BART Model 55G, Switch Machine Control Circuits for

Righthand Turnout NS48 Switch Machine and Helper Circuits Controls, Righthand

Crossover NS51 Switch Machine Power Supply and Train Controls, Termination

Cabinet (SPSC) NS52 Switch Machine Power Supply and Controls Termination

Cabinet, Material List and Nomenclature NS53 Termination Cabinets NS54 Derail and Wheel Crowder, Switch Machine Control NS55 Trackway Signs NS56 Trackway Signs, Mounting Details NS59 Bonds and Insulated Joint Location for Turnouts and Crossovers NS60 Bonds and Insulated Joint Details NS61 Cross Bonding Details NS62 Track Connections, Junction Box and Bondwire Assembly NS63 Negative Return Cable Arrangement NS67 Grounding Requirement Train Control Rooms NS69 Grounding Requirement Train Control House/Rooms NS71 Grounding Details Wayside Equipment, Sheet 1 of 2 NS72 Grounding Details Wayside Equipment, Sheet 2 of 2 NS87 Cable Tray Section and Details


BFS Release 2.1 Table of Contents Released October 2009 Page ix of xxii


4.9 Mechanical

MD01 HVAC Equipment Schedule Sheet 1 of 6 MD02 HVAC Equipment Schedule Sheet 2 of 6 MD03 HVAC Equipment Schedule Sheet 3 of 6 MD04 HVAC Equipment Schedule Sheet 4 of 6 MD05 HVAC Equipment Schedule Sheet 5 of 6 MD06 HVAC Equipment Schedule Sheet 6 of 6 MD07 Plumbing Schedules Sheet 1 of 1 MS01 Abbreviations MS02 Symbols Sheet 1 of 2 MS03 Symbols Sheet 2 of 2 MS11 Plumbing Details Sheet 1 of 3 MS12 Plumbing Details Sheet 2 of 3 MS13 Plumbing Details Sheet 3 of 3 MS21 Fire Protection Details Sheet 1 of 4 MS22 Fire Protection Details Sheet 2 of 4 MS23 Fire Protection Details Sheet 3 of 4 MS31 HVAC Details MS32 Piping Details MS33 Mechanical Equipment Details MS34 Piping Details MS35 HVAC Details MS36 HVAC Details MS37 Roof Framing - Details and Notes MS38 Mechanical Equipment Details MS39 Mechanical Equipment Details MS41 Irrigation Details MS42 Irrigation Details MS43 Irrigation Details MS51 Steel Lined (Bored) Tunnels Hose Valve Assembly Details MS53 Steel Lined (Bored) Tunnels Miscellaneous Details MS54 Steel Lined (Bored) Tunnels Hanger Details MS55 Steel Lined (Bored) Tunnels Hanger Details MS56 Mechanical Details MS57 HVAC Details MS58 Station Agent Booth MS59 Fire Protection Details, Sheet 4 of 4

4.10 Structural-Aerial Structures

SS02 Abbreviations and Symbols SS06 Construction Controls Plan and Sections SS07 Control Dimensions Pier-Normal SS08 Control Dimensions Pier-Skew


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SS09 Control Dimensions Girder-Tangent SS10 Control Dimensions Girder-Curve SS15 Pier Beam Skew Plan and Elevation SS16 Pier Drainage Details SS20 Girder-Type PC Reinforcement Plan-Normal Plan and Sections SS21 Girder-Type PC Reinforcement Plan-Skew Plan, Sections and

Details SS22 Girder-Type PC Reinforcement Sections SS23 Girder-Type PC End Block Reinforcement SS24 Girder-Type PC Post-Tensioning Tendon Arrangement SS25 Girder-Type PC Post-Tensioning Schedule SS26 Girder-Type PC Reinforcement Plan and Sections SS27 Girder-Type RC Sections SS28 Girder-Type RC Details SS29 Girder-Type SC Plan and Section SS30 Girder-Type SC Sections and Details SS31 Girder-Type SC Sections and Details SS32 Girder-Type SC Sections and Details SS33 Girder-Type SC Schedule 1 Girder Plates SS34 Girder-Type SC Schedule 2 Shear Connectors SS35 Track Concrete Reinforcement and Bearing Pad Details SS36 Closure Pour Details Sheet 1 of 2 SS37 Closure Pour Details Sheet 2 of 2 SS40 Walkway Geometry SS41 Walkway Plan and Sections SS42 Walkway Sections and Details SS43 Walkway Railing Details SS48 34.5kV Cable Splice Box Plan and Section SS49 34.5kV Cable Splice Box Details SS55 Abutment-Single Track Control Dimensions Tangent and Curved

Alignments SS58 Abutment-Double Track Control Dimensions Tangent Alignment SS59 Abutment-Double Track Control Dimensions Curved Alignment SS62 Abutment-Approach Slab Plans and Sections

4.11 Structural-Retaining Wall SS70 Typical Elevation and Sections SS83 Drainage Details

4.12 Structural-U- Wall SS90 Typical Elevation and Sections


BFS Release 2.1 Table of Contents Released October 2009 Page xi of xxii


4.13 Structural-Schedules

SD01 Pier and Abutment Location Control Schedule SD02 Pier Construction Control Schedule SD03 Abutment Construction Control Schedule SD04 Girder Construction Control Along Girder Schedule SD05 Girder Construction Control Girder Ends Schedule SD06 Girder Attachment Locations Schedule SD60 Cut-and-Cover Subway Composite Layout At-Grade to Subway

Sections SD67 Temporary Excavation Support Earth Pressure Diagram


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VOLUME 3

5.0 Standard Specifications

5.1 Division 1 General Requirements 01 11 00 Summary of Work 01 20 00 Price and Payment Procedures 01 31 19 Project Meetings 01 32 16 Construction Progress Schedule 01 32 33 Photographic Documentation 01 33 00 Submittal Procedures 01 33 23 Shop Drawings, Product Data and Samples 01 35 14 Operating System Interface 01 35 24 Construction Safety 01 42 19 Reference Standards 01 43 00 Quality Assurance 01 43 38 Field Samples and Mock-Ups 01 45 00 Quality Control 01 45 24 Testing Program Requirements 01 51 00 Temporary Utilities 01 52 00 Construction Facilities 01 57 00 Temporary Controls 01 58 00 Project Identification 01 60 00 Product Requirements 01 64 13 District-Furnished Materials and Equipment 01 71 13 Mobilization 01 71 23 Field Engineering 01 74 14 Cleaning 01 74 21 Waste Management 01 77 00 Closeout Procedures 01 78 23 Operation and Maintenance Data 01 78 39 Project Record Documents 01 78 44 Spare Parts and Maintenance Materials 01 79 00 Demonstration and Training

5.2 Division 2 Existing Conditions

02 41 00 Demolition 02 41 19 Selective Structure Demolition

5.3 Division 3 Concrete

03 01 08 Concrete Restoration 03 05 15 Portland Cement Concrete 03 05 18 Prestressed Concrete 03 11 00 Concrete Forming 03 11 14 Falsework 03 15 00 Concrete Accessories


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03 15 13 Waterstops 03 15 15 Elastomeric Bearing Pads 03 20 00 Concrete Reinforcing 03 30 00 Cast-In-Place Concrete 03 35 00 Concrete Finishing 03 37 13 Shotcrete 03 40 00 Precast Concrete 03 53 00 Concrete Topping 03 61 11 Non-shrink Grout

5.4 Division 4 Masonry 04 01 20 Unit Masonry Restoration 04 22 00 Concrete Unit Masonry

5.5 Division 5 Metals

05 05 22 Metal Welding 05 12 00 Structural Steel Framing 05 21 00 Steel Joists Framing 05 30 00 Metal Decking 05 40 00 Cold-Formed Metal Framing 05 50 00 Metal Fabrications 05 51 00 Metal Stairs 05 52 00 Metal Railings 05 70 00 Decorative Metal

5.6 Division 6 Wood, Plastics, and Composites 06 10 00 Rough Carpentry 06 41 00 Architectural Wood Casework

5.7 Division 7 Thermal and Moisture Protection

07 01 08 Roof Replacement 07 12 16 Built-Up Coal Tar Waterproofing 07 13 19 Modified Bituminous Sheet Waterproofing 07 13 29 Butyl Rubber Membrane Waterproofing 07 17 00 Bentonite Waterproofing 07 18 16 Vehicular Traffic Coatings 07 21 11 Building Insulation 07 22 00 Roof and Deck Insulation 07 26 00 Vapor Retarders 07 60 00 Flashing and Sheet Metal 07 61 00 Sheet Metal Roofing 07 70 00 Roof and Wall Specialties and Accessories 07 81 16 Cementitious Fireproofing


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07 81 24 Intumescent Fireproofing 07 84 00 Firestopping 07 90 00 Joint Protection 07 95 00 Expansion Control

5.8 Division 8 Openings

08 01 57 Window Restoration and Replacement 08 11 00 Metal Doors and Frames 08 31 00 Access Doors and Panels 08 33 13 Coiling Counter Doors 08 33 19 Overhead Coiling Doors 08 33 23 Overhead Coiling Grilles 08 51 16 Aluminum Windows 08 71 00 Door Hardware 08 63 00 Metal-Framed Skylights 08 80 00 Glazing 08 90 00 Louvers and Vents

5.9 Division 9 Finishes 09 01 36 Tile Replacement and Restoration 09 22 00 Support for Plaster and Gypsum Board 09 24 11 Portland Cement Plaster 09 29 00 Gypsum Board 09 30 00 Tiling 09 51 13 Acoustical Panel Ceilings 09 63 19 Stone Flooring 09 65 16 Resilient Sheet Flooring 09 65 19 Resilient Tile Flooring 09 83 14 Acoustic Coating 09 91 00 Painting 09 96 33 Graffiti-Resistant Coatings

5.10 Division 10 Specialties 10 21 14 Metal Toilet Compartments 10 21 15 Plastic Toilet Compartments 10 22 13 Wire Mesh Partitions 10 28 24 Toilet and Janitorial Accessories 10 40 00 Safety Specialties 10 51 19 Metal Lockers

5.11 Division 11 Equipment 11 31 00 Residential Appliances

5.12 Not Used 5.13 Not Used


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VOLUME 4

5.14 Division 14 Conveying Equipment

14 21 00 Electric Traction Elevators 14 24 00 Hydraulic Elevators 14 31 00 Escalators

5.15 Not Used 5.16 Not Used

5.17 Not Used

5.18 Not Used

5.19 Not Used 5.20 Division 20 Facility Services

20 01 13 Restoration of Facility Services 20 07 13 Plumbing and HVAC Insulation 20 10 13 Common Materials and Methods for Facility Services -Fire

Suppression Plumbing and HVAC 20 20 13 Pipe Sleeves, Supports and Anchors for Facility Services 20 30 13 Vibration Isolation and Seismic Control for Facility Services 20 40 13 Identification for Facility Services 20 50 13 Raceways for Facility Services 20 50 16 Underground Ductwork and Structures for Facility Services 20 60 13 Motors for Facility Services 20 70 13 Common Materials and Methods for Electronic Services 20 70 19 Indoor Cabinets, Racks, Frames and Enclosures 20 70 23 Electronic Circuits, Wires and Cables 20 70 26 Common Materials and Methods for Electrical Services

5.21 Division 21 Fire Suppression

21 12 00 Fire-Suppression Standpipe 21 13 13 Wet-Pipe Sprinkler System 21 22 00 Clean Agent Fire Extinguishing System

5.22 Division 22 Plumbing

22 11 01 Water Distribution 22 13 01 Sanitary Sewerage 22 14 01 Storm Drainage 22 14 29 Sump Pumps 22 15 00 General Service Compressed-Air Systems 22 40 00 Plumbing Fixtures


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5.23 Division 23 Heating, Ventilating, and Air Conditioning

23 05 44 Sound Attenuation for HVAC Piping and Equipment 23 05 93 Testing, Adjusting and Balancing for HVAC 23 09 00 Instrumentation and Control for HVAC 23 23 00 Refrigerant Piping 23 31 00 HVAC Ducts and Casings 23 34 00 HVAC Fans 23 81 00 Unitary HVAC Equipment

5.24 Not Used

5.25 Not Used

5.26 Division 26 Electrical 26 05 17 Dry-Type Transformers 26 05 24 Low and Medium Voltage Wires and Cables 26 05 26 Grounding and Bonding for Electrical Systems 26 05 70 Electrical Cabinets and Enclosures 26 24 13 Switchboards 26 24 19 Motor-Control Centers 26 24 22 Motor Starters and Contactors 26 24 24 Circuit Breakers and Panelboards 26 32 13 Engine Generators 26 32 15 Above Ground Fuel Storage Tanks 26 33 01 DC Battery System 26 34 37 Uninterruptible Power Supply (UPS) and Lighting Inverter (LI) 26 42 00 Cathodic Protection 26 50 00 Lighting

5.27 Division 27 Communications 27 30 01 Telephone Systems 27 31 17 Public Address System

5.28 Division 28 Electronic Safety and Security 28 10 01 Access Control Systems 28 31 00 Fire Detection and Alarm System 28 41 29 Closed Circuit Television System

5.29 Not Used

5.30 Not Used

5.31 Division 31 Earthwork 31 00 00 Earthwork 31 09 00 Geotechnical Instrumentation and Monitoring of Earthwork


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31 11 00 Clearing and Grubbing 31 23 19 Dewatering 31 23 25 Controlled Density Fill 31 35 00 Slope Protection 31 40 00 Shoring and Underpinning 31 50 00 Excavation Support and Protection 31 62 00 Driven Piles 31 63 29 Drilled Concrete Piers and Shafts

5.32 Division 32 Exterior Improvements 32 11 17 Aggregate Subbase Courses 32 11 23 Aggregate Base Courses 32 11 24 Aggregate Drainage Layer 32 12 16 Asphalt Paving 32 13 13 Concrete Paving 32 16 21 Concrete Curbs, Gutters, and Walks 32 17 13 Parking Bumpers 32 17 23 Pavement Markings 32 17 28 Traffic Barriers 32 31 13 Chain Link Fences and Gates 32 84 00 Planting Irrigation 32 90 00 Planting

5.33 Division 33 Utilities 33 05 16 Utility Structures 33 05 25 Support and Protection of Utilities 33 05 28 Trenching and Backfilling for Utilities 33 11 00 Water Utility Distribution Piping 33 31 00 Sanitary Utility Sewerage Piping 33 40 00 Storm Drainage Utilities 33 46 00 Subdrainage 33 83 01 Radio Network Trunked Radio System 33 83 02 Radio Network Monopole Antenna Tower 33 83 03 Radio Network Antenna System 33 83 04 Radio Network Distributed Amplified Radiating Cable System 33 83 05 Radio Network Regional High Level Radio System 33 83 06 Radio Network Bidirectional Radio Amplifier System 33 83 07 Mutual Aid Radio System

5.34 Division 34 Transportation 34 05 17 Common Work Results for Trackway 34 05 42 Common Materials and Methods for Train Control 34 11 23 Special Trackwork


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34 11 24 Direct Fixation Track 34 11 25 Running Rail 34 11 27 Ballasted Track 34 11 30 Embedded Track 34 11 31 Concrete Ties 34 11 32 Resilient Ties 34 11 37 Direct Fixation Fasteners 34 11 93 Track Appurtenances and Accessories 34 20 01 Emergency and Transfer Trip (Under Development) 34 21 11 Multi-Function Protection Relay Equipment for DC Feeder

Circuit Breakers 34 21 18 AC Switchgear 34 21 20 AC Busway 34 21 21 Transformer-Rectifier Units 34 21 25 DC Switchgear 34 21 30 Negative Grounding Device 34 21 33 Control Monitoring and Display Panel (Under Development) 34 21 40 DC Control Power System 34 21 50 Common Material and Methods for Traction Power 34 21 70 Traction Power Facilities Installation Requirements 34 21 80 Traction Power System Field Acceptance Testing 34 22 23 Traction Power Cables (formerly 34 23 13) 34 24 13 Contact Rail System 34 42 16 Train Control Wires and Cables 34 42 19 Microprocessor-Based Interlocking Hardware 34 42 24 Train Control Room Equipment 34 42 25 Train Control Wayside Equipment 34 50 10 Fare Collection System 34 50 13 Ticket Vending Machines 34 50 16 Fare Gates 34 50 19 Addfare Machines


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VOLUME 5

6.0 Appendices

6.1 District Policies 6.1.1 Access Management & Improvement Policy Framework 6.1.2 BART Policy Framework for System Expansion 6.1.3 Financial Stability Policy 6.1.4 Policy Framework for Station Area Planning 6.1.5 Station Area Development Implementation Policy 6.1.6 Sustainability Policy 6.1.7 System Reactivation Safety Inspection Policy 6.1.8 System Safety Program Plan 6.1.9 Welfare to Work to Career Policy Framework

6.2 District Programs & Guidelines

6.2.1 BART Bicycle Access and Parking Plan, Volume 1 6.2.2 BART Bicycle Access and Parking Plan, Volume 2 6.2.3 BART Station Access Guidelines 6.2.4 BART Transit-Oriented Development Guidelines 6.2.5 Public Art Performance Standards 6.2.6 Sample Artist Assignment Agreement 6.2.7 Wayfinding and Signage Design Videograph

6.3 District Technical Manuals

6.3.1 Automatic Fare Collection Equipment – Ticket Specifications (formerly BART Engineering Specification, Magnetic Stripe Plastic Tickets)

6.3.2 Automatic Fare Collection Equipment Requirements – Generic Station Calculation

6.3.3 BART Communication Protocol 6.3.4 BART Functional Specifications, Microprocessor Based

Interlocking 6.3.5 Contract Drawing CADD Requirements 6.3.6 Contract Drawing Organization and Content 6.3.7 BART Specifications Preparation Manual 6.3.8 Designated Matching Products (DMP) List 6.3.9 SCADA System Functional Specifications

6.4 Government Codes & Regulations

6.4.1 Government Codes: (See table) 6.4.2 Public Utilities Commission of the State of California:

Authorizing the BART to Deviate from Section 9 of General Order No. 26-D in the Construction of the Proposed Railway System


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6.4.3 High-Speed Ground Transportation Noise and Vibration Impact

Assessment 6.4.4 Description of The FTA General Noise and Vibration Impact

Assessment 6.4.5 Project and Construction Management Guidelines 2003 Update

(See www.fta.gov/1465_eng_html.htm)

6.5 Industry Codes & Standards: (See Table)

Silicon Valley Rapid Transit Project BART Facilities Standards, Release 2.1

1.0 Introduction

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RELEASE - R2.1 PREFACE BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 4 INTRODUCTION - PREFACE

INTRODUCTION

PREFACE

CONTENTS

1. BACKGROUND

2. PURPOSE

3. FORMAT

4. DEFINITIONS


INTRODUCTION

PREFACE

1. BACKGROUND

Since the initiation of BART revenue service in 1972, BART has continued to expand to meet regional transportation needs. It has built four new extensions and other major capital projects. The design and construction of the system and its expansion were performed by general engineering consultants, other consultants, construction contractors, and design-build teams. BART’s professional staff performed direct project management, design review, procurement control, and construction supervision. BART owns and maintains the original, renovated, and new facilities.

Although some aspects of facilities design and construction criteria were developed for the extensions projects, there were no integrated, comprehensive, and multi-faceted standards for meeting long-term BART maintenance, renovation, and future expansion needs. The Silicon Valley Rapid Transit Project and Warm Spring Extension made the task of developing such standards an immediate priority. In February 2002, BART launched the project to develop the facilities standards. In addition to formulating new standards, adopting, revising and integrating existing BART technical resources and standard related documents have made this project possible. The primary resources include BART Extensions Design Criteria, 1992; BART San Francisco Airport Extension Design Criteria, 1998; BART Standard/Directive Drawings and Standard Specifications, 2000; and BART Facilities Safety Criteria, 1997.

BART, its communities, and State and Federal regulatory bodies demand safety, efficiency, and cost effectiveness for its operations. The sophisticated and highly electronic technology-based transit system will be subject to the constant technological changes of the industry and market. Policies, management philosophies, and community needs will influence the operations and facilities requirements, and consequently influence the standards. Therefore BART Facilities Standards are living documents that will be subject to changes and updates.

2. PURPOSE

The purpose of the Standards is to provide guidance and minimum standards for the District’s facilities and practices and for safeguarding patrons, the general public, and employees, as well as safeguarding property and on-going operations. The Standards regulate and control the design, construction, quality of materials, use and occupancy, and location, equipment and installation of facilities within the jurisdiction of the District.

The Standards describe BART’s requirements both in terms of good practice of the District and the industry in general and in terms of specific regulatory-based mandatory provisions. The Standards have been developed for the use of planners, designers, engineers, constructors, and material, equipment and system suppliers in connection with all aspects of


BART construction projects. (Standards for design, procurement, and renovation of vehicles are not within the scope of the BART Standards.)

The Standards do not replace any requirements established by jurisdictions beyond the District. For example, the state and local jurisdictions may be in the position of determining and approving the adequacy of fire protection, life safety, security, and accessibility measures implemented by the District. It is recommended that such jurisdictional authorities be consulted early in the project planning and design phase in order to facilitate agreements.

3. FORMAT

The Standards incorporate most current documentation standards and classification systems. The format of the Standards serves a wide range of classifying and retrieving functions for both users and editors. The concepts utilized in formatting the Standards include OmniClass and Expanded MasterFormat system1 both of which are currently under development by leading international organizations. The Standards consist of five components.

(1) Introduction – General information and common requirements to the Standards.

(2) Facility Design Criteria – Basic requirements for design, organized by disciplines and facilities types.

(3) Standard Drawings – Basic requirements for construction, organized by disciplines and construction elements.

(4) Standard Specifications – Basic requirements for material and quality, organized by construction materials and work products. Also include construction contract administrative requirements, procedural requirements, and temporary facilities and controls.

(5) Appendices –Documents and standards referenced by Facility Design, Standard Drawings, and Standards Specifications

The Standards consist of intranet-based documents with the referenced database residing within the District’s computer networks. The Standards will be published on electronic media including CD or DVD, and printable from most common computer systems and software. This paperless process is part of the District’s effort to promote energy and resource saving practices in documentation and publication.

4. DEFINITIONS

The District – San Francisco Bay Area Rapid Transit District 1 OmniClass, also named Overall Construction Classification System, is a new design and construction industry

classification standard that provides basis for storing, organizing, integrating, and retrieving the data generated from the life cycle of the built environment. MasterFormat is a master list of numbers and titles for organizing information within construction contracts and related documents. Both documents are copyrighted by and available from the Construction Specifications Institute.


The Standards - BART Facilities Standards

Facility Design Criteria: Include both:

Principles and recommendations for designing a functional facility based on good practice and BART’s experience.

Mandatory requirements of configurations and attributes required for facility safety, usability, operability, and maintainability.

Standard Drawings - Construction method and features of common components for BART facilities.

Standard Specifications - Qualitative requirements for construction products, materials, work results, and workmanship for BART facilities. The Standard Specifications also include construction contract administrative requirements, procedural requirements, temporary facilities and controls, and in some cases quantities.

END

RELEASE - R2.1 ADMINISTRATION BART FACILITIES STANDARDS Issued: 10/01/2009 Page 2 of 11 INTRODUCTION - ADMINISTRATION

INTRODUCTION

ADMINISTRATION

1. APPLICATION

The Standards apply to any work affecting the District’s facilities and properties that are regulated by the Standards. The work may include the planning, design, and construction of new facilities and of modifications to existing facilities. The work may or may not be owned by the District. The Standards also apply to the design of facilities in proximity to the BART System but not under District ownership if such facilities may affect the safety and function of the BART System.

The provisions of the Standards shall apply to the construction, alteration, moving, demolition, repair, maintenance, and change of use of any building, structure, and other facility including trackway within this jurisdiction.

Application of the Standards shall begin with the inception of a project and continue throughout the duration of the project.

2. AUTHORITY

Chief Engineer of the District is vested with the authority for accepting and revising the Standards, as well as for judging the compliance to the Standards.

The Office of District Architect of the District is responsible for developing, maintaining, and updating the standards.

3. ENFORCEMENT

The District staff in charge of a project and/or in charge of a department shall be responsible for implementing and enforcing the Standards. The enforcement of the Standards shall be systematic. All requirements, regardless of where they reside within the Standards, or whether they are referenced, shall be enforced when they are applicable to the project or the work.

3.1 Identification of Safety Criteria

Safety related criteria are italicized.


3.2 Responsibility for Conforming Design to Safety Criteria

The Department having responsibility for the design shall ensure conformance with the Safety Criteria in accordance with the BART System Safety Program Plan (Chapter 15). See Appendices, District Policies, System Safety Program Plan.

3.3 Variance

The project manager for a project may request a deviation or exemption from the Standards. The project manager shall submit a written request for the variance to the Office of District Architect. The Request for Variance (RFV) shall list the section(s) and the requirement(s) of the Standards from which it seeks to deviate and the relevant justification(s). The request shall provide proposed alternative requirement(s) for consideration of acceptance. See Figure 5.

A request for Variance shall include following information: Description of nature and scope of the project Project Manager or contact person Project Schedule Cost Analysis reflecting the impact of the deviation including maintenance

4. VALIDITY

If any chapter, section, subsection, sentence, clause, or phrase of the Standards is for any reason held to be unconstitutional, contrary to statute or code, exceeding the authority of the District as stipulated by statutes, or otherwise inoperative, such decision shall not affect the validity of the remaining portion of the Standards.

5. ORDER OF PRECEDENCE

Whenever differences or suspected differences between provisions of the Standards or between the Standards and referenced standards are discovered, such differences shall be brought to the attention of the District Architect in writing as soon as possible.

Whenever resolution of discrepancies or apparent discrepancies by the District Architect is not applicable or not available, the following order of precedence shall apply until such resolution is obtained. In the event of any differences between the provisions of the Standards and any referenced standards, the text of the Standards shall govern. In the event of any differences between the provisions of the Facility Design and Standard Drawings or Standard Specifications, the Standard Drawings or


Standards Specifications shall govern. In the event of any differences between the provisions of the Standard Drawings and Standard Specifications, the Standard Specifications shall govern.

6. EFFECTIVE DATES

The effective date of an Edition, Release, or Revision to the Standards is 60 days after its issuance unless otherwise noted.

The editions of applicable codes and regulations for a design contract shall be the latest editions. The Designer1, working with the Project Manager, shall review the applicable codes and verify through written memorandum to the District the dates of codes applicable to its design. If updates to codes applicable to a particular project occur or are anticipated to occur during the design period of the project, a decision will have to be made which version of codes will apply. If the version of a code other than that in effect at the completion of design is to be applicable, it shall be proposed in a request for variance.

The edition of applicable codes and regulations for a construction contract shall be those editions cited in the contract documents.

For the purposes of design, the current standards shall be utilized. It is the Designer’s responsibility to be aware of changes in standards that occur during the design process and utilize the newer standards.

The effective date of referenced standards for construction contracts shall be in accordance with provisions of "Reference Standards" in the District's General Conditions for Construction Contracts.

Applicable Version of BFS: It is noted that at some point in a project’s progress portions of the BFS will be need to be frozen at a particular release or revision in order to facilitate design or construction documentation. In some instances, BART intranet users may need to maintain files of previous release and revisions in order to manage their projects.

7. REVISION CONTROL PLAN AND PROCEDURE

7.1 Scope and Purpose

This Revision Control Plan and Procedure applies to the BART Facilities Standards and covers revision control nomenclature, management, and planned publication schedule.

1 Designer, as used in Section, refers to a District staff members or District consultant assigned the design and production of Contract Documents for the particular project.


7.2 Definitions

A. BFS: The current release of the BART Facilities Standards updated by revisions as provided in this Plan and Procedure.

B. BFS Divisions: The BFS consists of five Divisions with Division Headings as follows:

1. Introduction

2. Design Criteria

3. Standard Drawings

4. Standard Specifications

5. Appendix

C. BFS Section: A distinct element of the BFS as designated by a unique Division Heading and Section Title.

D. Project Manager: Any individual, office, or functionary assigned the responsibility for planning, designing, procuring, or constructing new BART facilities or modifications to existing BART Facilities.

7.3 Responsibilities

A. BART Chief Engineer: Editions, Releases, and Revisions to the BFS must be approved by the Chief Engineer before being released for implementation. The BART Chief Engineer is responsible for ensuring that the content of the BFS released for implementation is compliant with all applicable technical requirements.

B. Editor-in-Chief: Publication of Editions, Releases, and Revisions to the BFS are controlled by its Editor-in-Chief. The Editor-in-Chief is responsible for ensuring that all releases and revisions to the BFS have been subjected to the appropriate review and approval processes before being released for implementation.

C. The Project Manager for every project requiring the application of the BFS is responsible for ensuring that the correct release and updates to the BFS are made available to the appropriate Project participants.

D. BFS Users: All users of the BFS are responsible for applying the correct release and updates of the BFS as provided by the Project Manager.


• BFS users who have access to the BART intranet are responsible for ensuring that the release and updates applicable to a specific project are tracked and applied.

7.4 Publication Plan

A. Edition: A new Edition will encompass a significant reorganization of or substantial revision to the BFS technical content. The District will issue a new Edition of the BFS whenever the Editor-in-Chief determines that such reorganization or revision is warranted. BFS Release R1.2 is the first Edition (Edition 1, Release 2) of the BFS that is subject to this Plan and Procedure.

B. Release: A new release of the BFS involving the publication of the entire BFS and an update to the nomenclature for every one of its Sections. All footers and file names will be revised to identify them as part of the particular release. The District will publish a new release of the BFS every two to three years, or at other times deemed necessary by the Editor-in-Chief.

C. Revision: Revision to individual BFS Sections issued by the District between the planned triennial releases. Revisions will be issued as necessary to revise or correct the content of individual Sections.

D. Format

1. The District will publish the BFS in a universally readable digital format in which all text and still images are printable from most common computer systems and software. Each BFS Section will be published in a single digital data file that contains only one BFS Section. The District will also prepare a digital index system for accessing the BFS Sections that is suitable for publishing the BFS via an intranet or on CD.

2. Physical copies of the BFS may be printed and maintained at the direction of the Project Manager. The Project Manager shall ensure that such copies of the BFS are an accurate reproduction from the controlled latest applicable version of the BFS.

3. The opening page of the BFS will state that printed copies of BFS shall be controlled to ensure that the copy represents an accurate reproduction from a controlled latest applicable version of the BFS.

4. Starting with Release 1.3, individual pages of the BFS will be identified with a watermark stating “official copy” which will not appear on pages printed from Microsoft Word versions of the same pages.

7.5 Revision Control

Revision control over BFS content will be exercised at the BFS Section level. All approved changes to BFS content will be issued as enumerated "Revisions" of the


BFS Sections affected by such changes.

A. BFS Release Nomenclature: The revision history shall be indicated in the footer on each page of the revised BFS Section as indicated in Figure 1 below.

Approved Revision of a BFS Section Issued for Use

Change Indication in Approved Revision

1. Revision

Changes to individual BFS Sections will be issued as enumerated Revisions. The release number "R1.2.1" shown in Figure 1 indicates that the content of this BFS Section represents the first revision (Revision 1) of this BFS Section from the time it was issued with Release 2 of Edition 1. Subsequent revisions to this BFS Section would be indicated as "R1.2.2", "R1.2.3", "R1.2.n", etc. Release zero is implied.

Each BFS Section Revision will indicate the changes made from prior revisions. These changes will be indicated by a vertical line in the right margin next to the affected content. (See Figure 2.) Marginal marks in the preceding Revision will be dropped, and the marginal revision marks in the current Revision will indicate only those changes from the immediately preceding content of the same BFS Section.

RELEASE - R1.2.1Issued: 04/25/2005

BFS Edition

Section RevisionBFS Release

Date Issued

Figure 1

RELEASE - R1.2.1Issued: 04/25/2005

BFS Edition

Section RevisionBFS Release

Date Issued

Figure 1


Similarly, when there is a change to a drawing or diagram within a text section, the change will be indicated with a vertical line in the right margin next to the affected content. A revision to a Standard Drawing will be indicated by a cloud and corresponding identification in the revision block.

2. Release

The second digit in the release number indicates the release history. Upon release of the updated BFS, all BFS Sections shall revert to revision zero. All BFS Sections issued with a numbered release of the entire BFS will be considered revision zero. Because revision zero is implied, all BFS Section will have the release number updated as "RELEASE – Re.n" where "e" is the edition number and "n" is the release number. "RELEASE – Re.n.0" is not used. For example: Upon subsequent issuance of Release 3 of Edition 1, the release number of the BFS Section in Figure 1 would become "RELEASE - R 1.3" and the date issued would correspond to the date that this release was issued for use. At the time of this release, revision zero is implied.

Upon release of the updated BFS, each BFS Section will indicate the changes made from the prior version of that particular Section. These changes will be indicated by a vertical line in the right margin next to the affected content. (See Figure 2.) Marginal marks in the preceding version of the particular Section will be dropped, and the marginal revision marks in the current BFS Section will indicate only those changes from the immediately preceding content of the same BFS Section.

Similarly, when there is a change to a drawing or diagram within a text

2.01 GENERAL A. Switchgear Functional Description: The functions of the ac switchgear assembly in

each traction power facility are as described below. Where facilities are combined inone location, a common ac switchgear assembly shall be supplied.

1. In switching stations, the 34.5 kV switchgear receives 3-phase, 60 Hz, 3-wire,

34.5 kV power from the 115/34.5 kV high-voltage substation and distributes it by means of two 34.5 kV subtransmission cables to the traction power substations as indicated.

2. In each traction power substation, the 34.5 kV switchgear receives power from

the two subtransmission cables and delivers it to the rectifier transformers. A 34.5 kV bus-tie disconnect switch is connected between the load side of the switchgear breakers for isolation of transformer/rectifier units.

3. In sectionalizing stations, the 34.5 kV switchgear divides the 34.5 kV

subtransmission system between two adjacent high-voltage substations, and connects the two divided systems during outage of either high-voltage substation.

Figure 2

2.01 GENERAL A. Switchgear Functional Description: The functions of the ac switchgear assembly in

each traction power facility are as described below. Where facilities are combined inone location, a common ac switchgear assembly shall be supplied.

1. In switching stations, the 34.5 kV switchgear receives 3-phase, 60 Hz, 3-wire,

34.5 kV power from the 115/34.5 kV high-voltage substation and distributes it by means of two 34.5 kV subtransmission cables to the traction power substations as indicated.

2. In each traction power substation, the 34.5 kV switchgear receives power from

the two subtransmission cables and delivers it to the rectifier transformers. A 34.5 kV bus-tie disconnect switch is connected between the load side of the switchgear breakers for isolation of transformer/rectifier units.

3. In sectionalizing stations, the 34.5 kV switchgear divides the 34.5 kV

subtransmission system between two adjacent high-voltage substations, and connects the two divided systems during outage of either high-voltage substation.

Figure 2


section, the change will be indicated with a vertical line in the right margin next to the affected content. A revision to a Standard Drawing will be indicated by a cloud and corresponding identification in the revision block.

3. Edition

BFS Release R1.2 is the first Edition (Edition 1, Release 2) of the BFS. Subsequent Editions will be issued as "R 2.0", "R3.0", "Rn.0", etc.

B. Drafts for Internal BART Review

Revision Control for drafts of BFS Sections that are under revision will follow a process that is similar to that used for approved BFS content. However for these drafts the nomenclature and the annotation for changes will be different.

1. Revision Nomenclature

As changes to the content of BFS Sections are developed through cycles of internal review and comment, only the revision indicator of the release number will change. As succeeding versions of the Draft BFS Section are circulated for review and comment, the revision indicator will be incremented through "A", "B", "C", etc. (See Figure 3.)

Draft BFS Section under Review

The Edition and Release indicators of the release number will reflect the Edition and Release numbers intended for use when the approved BFS Section is issued. The date the draft was prepared for review will be marked "Drafted: mm/dd/yyyy."

Drafts shall also be marked with a “Background” printed watermark word “DRAFT” printed diagonally in semitransparent capital letters on each page.

RELEASE - R1.3.BDrafted: 04/25/2005

BFS EditionBFS Release

Date Drafted

Figure 3

RELEASE - R1.3.BDrafted: 04/25/2005

BFS Edition

Section DraftBFS Release

Date Drafted

Figure 3


2. Annotations

During the internal review period, each successive draft will be annotated to indicate the specific changes from the previous draft. These annotations will be shown using the track changes feature of Microsoft Word such as strikeout text, underlines, and marginal lines. Annotations of proposed diagram or drawing changes will be shown using clouds (See Figure 4.)

Figure 4 Proposed Drawing Changes Under Review

C. Revision Control Log

The Editor-in-Chief will maintain a revision control log that records the issuance of all approved Editions, Releases, and Revisions of the BFS as provided in this Plan and Procedure.

Revision Control Log will be published as part of an intranet-accessible BFS or CD, and issued with each Edition, Release, and Revision for the information of BFS users.


Figure 5 – A Sample Variance Request Form

END



Approved for SVRT Use – Effective June 1, 2010


1.3 Facilities Common Data


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RELEASE – R 2.1 BART OVERVIEW BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 6 INTRODUCTION - FACILITIES COMMON DATA

INTRODUCTION

BART OVERVIEW

1. GENERAL

San Francisco Bay Area Rapid Transit District (BART) is a high-speed inter-city and metropolitan rail transit system. It consists of 43 stations and over 100 miles of trackway in four counties. It provides transit service to patrons in the Bay Area region , which includes more than a hundred municipalities. BART is the backbone of the regional and local public transportation network.

BART was born in the late 1960’s under the notion of “if the Bay Area is to be preserved as a fine place to live and work, a regional rapid transit system is essential to prevent total dependence to automobiles and freeways.” Today BART delivers over 300,000 daily riders. BART has become an essential part of the region’s economy and quality of life.

2. BART SYSTEM MAP


The BART System Map shows the service routes prior to the opening of the recently completed San Francisco Airport Extension. The service routes, represented by their unique colors are as follows:

• Richmond – Daly City/Millbrae (Weekdays)

• Fremont – Daly City

• Fremont - Richmond

• Pittsburg/Bay Point – San Francisco International Airport (SFO)

• Dublin/Pleasanton – Daly City/Millbrae (Weeknights, weekends)

3. OPERATIONS FACILITIES

BART is an electrified rail transit system equipped with a state-of-the-art train control system that provides automatic train operations by regulating speeds, station stops, and routing through interlockings. The system also includes a network of communications, computer, and control systems to supervise train operations, control and monitor field equipment, provide patron assistance and information in stations, and other activities related to providing a safe and reliable rail transit system.

A. TRACKWAY

BART’s track gage is non-standard at 66 inches (5’-6”). Three basic types of trackway construction are used: at-grade, aerial, and subway. At-grade tracks are typically ballasted track using concrete ties. Aerial and subway tracks are typically constructed using concrete slab track with direct fixation fasteners. Continuous walkways are provided adjacent to all tracks to provide for emergency evacuation and maintenance access.

Track designs generally follow American Railway Engineering and Maintenance of Way Association (AREMA) designs with continuously welded rail throughout, including on sharp curves and special trackwork. Standard AREMA turnout and special trackwork designs, modified for BART’s non-standard track gage, are used. Vertical grades are up to 4 percent with minimum horizontal curvature of 500 feet with up to 8 1/4 inches of superelevation.

B. ELECTRICAL POWER SYSTEM

Electrical power in the BART system can be classified into two types: traction power and auxiliary power. Traction power is used for vehicle propulsion, and auxiliary power is used in passenger stations, train control rooms, and other wayside facilities for lighting, power, control circuits, and other miscellaneous electrical loads.

Traction power is of the direct current type (dc), at 1000 Volts, and supplied to revenue

vehicles through an electrified contact rail system mounted outside of and in parallel with the running rails. The dc voltage is derived from high voltage power received from the electric utility at several points in the system. The high voltage is converted at the


receiving points to 34.5 kV ac for distribution to traction power substations via two sets of parallel feeder cables. The traction power substations transform the 34.5 kV ac to 1000 V dc using transformer-rectifier sets. The positive side of the dc power is then connected to the contact rail system while the negative side is connected to the running rails.

The contact rail system is electrically continuous throughout the system. Automatic

sectionalizing for isolation during electrical faults is accomplished using dc circuit breakers in traction power substations or in gap breaker stations.

The contact rail, a composite steel rail with aluminum insert, is supported at regular

intervals by porcelain standoff insulators. The upper face of the steel rail provides the collector shoe running surface, and aluminum inserts fill both sides of the web area to provide good electrical conductivity. Fiberglass or insulated aluminum brackets attached to the contact rail support an inverted J-shaped fiberglass coverboard to provide personnel protection from the electrified rail.

Auxiliary electrical power for lighting, ventilation, air conditioning, drainage, elevators,

escalators, communication, train control, and fare collection is provided from local utility sources. Train control, communication, and other equipment or control circuits essential to safety and train operations are supplied from Uninterruptible Power Supply Systems. This allows operational continuity during power outage from the electric utility. Emergency lighting for egress is provided by battery operated lights. In addition, the District has stationary diesel generators that can be transported and connected to certain accessible facilities during extended utility outages.

C. SYSTEM CONTROLS

1. Automatic Train Control System

BART’s train control system is fully automatic wherein speed commands are transmitted to trains based on their distance to trains ahead. The speed level transmitted to a train is that which would allow a train separation equivalent to the safe braking distance corresponding to the speed being transmitted. The current system utilizes the fixed block technology wherein train detection is achieved using track circuits or blocks installed in the running rails.

In addition to train detection and speed command transmission, additional functions

related to safe train control operations include interlocking control which involves the operation, alignment, and locking of track switches.

The train control system also includes the subsystem that performs the functions of station

stops, door operations, station dwells, and other automatic train operation functions. The system communicates with the Integrated Computer System to allow Central Control to supervise and manage train operations.

2. Communications


The BART communication infrastructure consists of a fiber optic cable system and terminal equipment that link Central Control with all the stations and wayside systems facilities. This high-speed communication system handles all data exchange for Central Control and other management units to manage and supervise system operations.

The BART system is also equipped with other communication systems including telephone, trunked radio, and public address systems. A number of different types of telephone systems are provided:

• Private Automatic Branch Exchange (PABX) in stations for administrative use by operating personnel. This system is equipped with courtesy service to allow patrons to call the Station Agent for assistance.

• Emergency Telephone system installed in cross-passages in subway, fire hose cabinets in stations, and other safety critical areas for direct connection with Central Control during emergencies.

• Fire Telephone System installed in the subway for use by emergency rescue or fire personnel during fires or other emergencies.

The trunked radio system is for above and below ground radio communications by BART operations, maintenance, administration, engineering, police, and fire personnel. Public address systems in stations are for use by the Station Agent or Central Control in issuing public announcements. Fire personnel can also access the public address system from the Station Emergency Management Panel Room during emergencies.

3. Operations Control Center (OCC)

The Operations Control Center, located at the Lake Merritt BART station in Oakland, is the nerve center of control of the BART system. It is responsible for supervision of train operations, and control and monitoring of wayside systems including the electrification, ventilation, and other safety and emergency critical systems.

Operational functions performed in OCC include the generation of daily train schedules, dispatching of trains from the ends of line and the yards, keeping trains on schedule by adjusting the speed between stations and/or dwell times at stations, and other system operating commands.

Operational functions of support systems include the control and monitoring of ventilation fans, dampers, sump pumps, traction power equipment, and other wayside systems equipment. In addition, OCC also monitors safety critical and emergency systems such as emergency telephones, fire protection, and fire alarm systems

4. Fare Collection System

BART’s fare collection system is a barrier entry-barrier exit utilizing a distance-based fare structure requiring patrons to use magnetic stripe tickets or SMART cards for both entry and exit. The system is fully automated, providing patrons with self-service ticket vending, entry and exit gates, and other related system equipment.


D. PASSENGER STATIONS

There are currently 43 stations in the existing system. There are three basic types of station construction – aerial, at-grade, and subway. The stations are further classified between center platforms (located between tracks), and external platforms (located on the outside of the two tracks). The external platforms cause inconvenience for patron transfers and station agent supervision as a long walk over or under the tracks is required to go from one platform to the other. For this reason, new stations shall utilize center platforms wherever possible.

Station Agents Booth(s), equipped with communications and computer systems, serve as the control center for station operations. Station Agents provide full-time management of station operations. They are responsible for control and monitoring of station equipment and facilities, providing patron assistance, monitoring station activities, and maintaining direct link with other operating departments including Central Control, maintenance, and Police services.

E. YARD AND SHOPS

BART has 4 yards, namely Daly City, Hayward, Concord, and Richmond Yards. The main functions of the yards are:

• Dispatching of trains for revenue service;

• Train storage during non-revenue and off-peak periods;

• Train washing and cleaning; and

• Make and break train consists for dispatch in peak and off-peak periods.

There are five shops, four of which are co-located with the yards, and a separate one in Oakland for the maintenance of non-revenue vehicles. Main functions of the shops are repair and maintenance of train cars.

F. REVENUE PROCESSING BUILDING

The Revenue Processing Building is the processing center for monies collected from fare collection equipment in stations throughout the BART system. Monies are received, counted, and prepared for bank deposit. The building is equipped with special systems to ensure safety and security of the cash and BART personnel.

G. POLICE AND SECURITY

BART maintains a Police Force that is responsible for safeguarding BART facilities, personnel, and patrons. The Police Force operates in cooperation with local jurisdictions. Offices and holding cells are provided in selected stations around the system. With its


administrative center in BART’s headquarters building, BART Police Department has zone offices and local dispatch centers along BART’s revenue service lines.

H. ADMINISTRATIVE OFFICES

The BART administrative offices are located at 300 Lakeside Drive in Oakland.

END

RELEASE – R2.1 TRAIN DATA BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 10 FACILITIES COMMON DATA

INTRODUCTION COMMON DATA

TRAIN DATA

1. EXISTING TRANSIT VEHICLES

A. The District's existing operational fleet consists of three basic types of electric powered, high speed, lightweight cars as follows:

A-CAR – A vehicle with a mainline control cab which can operate in a mainline consist only as a lead or end car. See Figure 1; B-CAR – A vehicle not equipped with a mainline control end which can only operate mid consist on a mainline train; See Figure 2. C-CAR – A vehicle with a mainline control cab, which can operate as a lead, middle, or end car in a mainline consist. See Figure 3.

B. Cars receive 1000 volts of DC power from the third rail through "collector shoes." Each car has four-collection shoes, two on each side near the front and rear wheels. The collector shoe protrudes from the car side and slides along the third rail. Propulsion is provided by four 150-HP, air-cooled electric traction motors; one per axle.

C. Communication is provided by 800 MHz. two-way radio telephone in cab cars.

Announcements to cars can be made by Central Control at BART headquarters or the Train Operator. Intercoms to allow passengers to call the operator are located in each car.

2. TRAIN CONSISTS The number and types of cars that forms a train consist varies, but an A or C-Car must be

at each end of the train to provide the necessary automatic control equipment on mainline trains. The shortest BART train consist is three cars long, while the longest is ten. In yards the minimum is 1 car, of any type and no maximum train length. Table 1 shows the length of minimum and maximum mainline train lengths.

TABLE 1 TRAIN CONSIST LENGTHS

CONSIST TYPE OF CAB CARS TRAIN LENGTH A-CAR A-CAR 230’-0” A-CAR C-CAR 215’-0” 3 CARS C-CAR C-CAR 210’-0” A-CAR A-CAR 710’-0” A-CAR C-CAR 705’-0” 10 CARS C-CAR C-CAR 700’-0”

3. EXISTING VEHICLE CHARACTERISTICS Common vehicle characteristics are shown in Table 2.


FIG

UR

E 1

BA

RT

A-C

AR


FIG

UR

E 2

BA

RT

B-C

AR


FIG

UR

E 3

BA

RT

C-C

AR


TABLE 2 COMMON VEHICLE DIMENSIONS

Coupler Face to Bumper Face 75’-0” Coupler Face to Unhoused Cab End Coupler Guide Pin 75’-9 3/4” A-Car Car Body 73’-11 1/2” Between Coupler Faces 70’-0”

Car Lengths

B and C-Cars Car Body 68’-5” Car Body 10'-6" Car Widths

(Maximum) Including Grab Handles 10'-10 1/2" Top of Rail to Top Of Car Body 10’-5 1/2” Car Heights

(Maximum) Top of Rail to Top Of Antenna 11’-0” Car 50’-0”

A, B or C-Cars (Non Cab or “X” End)

A, B or C-Cars (Non Cab or “X” End) 20’-0”

A-Cars (Cab or “Y” End)


C-Cars (Cab or “Y” End)



A-Cars (Cab or “Y” End) 30’-0”


C-Cars (Cab or “Y” End) 25’-0”

Truck Spacing Between Coupled Cars



A, B or C-Cars (Non Cab or “X” End) 9’-2 1/4”

A-Cars (Cab or “Y” End) 24’-9” Truck Center to End of Car Body



A-Cars (Cab or “Y” End) 15-0”

Car End Overhang

Truck Center to Coupler Faces (Bumper Face on A-Cars)


Truck Wheel Base 7’-0” Wheel Gage 5'-5 1/4"±1/16”

New 30” Wheel Diameter With Maximum Wear 28” Width 34”

A and B-Cars 35’-0”1 Spacing1 C-Cars 34’-10” A, B or C-Cars

(Non Cab or “X” End) A, B or C-Cars

(Non Cab or “X” End) 35’-0”1

A-Cars (Cab or “Y” End) 40’-0” A, B or C-Cars

(Non Cab or “X” End) C-Cars (Cab or “Y” End) 35’-2”

A-Cars (Cab or “Y” End) 45’-0” A-Cars

(Cab or “Y” End) C-Cars (Cab or “Y” End) 45’-2”

Doors Spacing Between Coupled Cars1



Seated 74 Approximate Capacity Maximum 200 Maximum Velocity, in either direction, regardless of consist 80 ±3 mph Maximum Acceleration and Deceleration Rates, in either direction, regardless of consist 3.0 ±0.3 mph/s

1 The 35’-0” car door spacing shall be used as a standard dimension for designs related to mainline trains, regardless of possible train consist combinations and make-ups.


FIGURE 4 – BART REVINUE VEHICLE WHEEL SET CHARATAERISTICS

4. WHEEL AND WHEEL SET CHARACTERISTICS Common wheel and wheel set characteristics are shown in Figures 4, 5 and 6.

FIGURE 5 – VEHICLE NEW WHEEL PROFILE

FIGURE 6 – VEHICLE MAXIMUM WEAR WHEEL PROFILE


5. CAR BODY CROSSECTION The common cross-section of revenue vehicles is shown in Figure 7.

FIGURE 7 CAR BODY CROSS-SECTION

Note: All dimensions shown in feet.

Symmetrical About Centerline

of Track


6. VEHICLE DYNAMIC ENVELOPE

The vehicle dynamic envelope defines all possible positions of the vehicle. All possible vehicle movement and tolerances based upon the car body cross-section and tolerances, dynamic car body roll, suspension lateral travel, wheel gage tolerance, wheel wear, track gage and alignment construction tolerances, rail gage face wear and wheel-rail sideplay. The vehicle dynamic envelope shall not be used for construction purposes, for construction clearances refer to COMMON DATA – TRACKWAY CLEARANCES. See Figure 8 and Table 3.

FIGURE 8 BART REVINUE VEHICLE DYNAMIC ENVELOPE

Notes: 1. All dimensions shown in feet. 2. Not be used for construction purposes. 3. For construction clearances refer to Common Data – Trackway Clearances.

Symmetrical About Centerline

of Track


Table 3 – BART REVINUE VEHICLE DYNAMIC ENVELOPE TOP OF ENVELOPE SIDE OF ENVELOPE UNDERSIDE OF ENVELOPE

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE FROM

ORIGIN (Car Body/Grab Bar)

VERTICALDISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE FROM

ORIGIN (Car Body/Grab Bar)

VERTICALDISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

0.000' 11.333' 4.402' 10.403' 5.854' / 6.021' 5.333' 5.042' 1.333' 0.100' 11.333' 4.658' 10.300' 5.851' / 6.018' 5.300' 5.000' 1.333' 0.200' 11.333' 4.828' 10.200' 5.839' / 6.006' 5.200' 4.900' 1.333' 0.300' 11.333' 4.961' 10.100' 5.828' / 5.995' 5.100' 4.800' 1.333' 0.400' 11.333' 5.069' 10.000' 5.815' / 5.982' 5.000' 4.700' 1.333' 0.500' 11.333' 5.160' 9.900' 5.803' / 5.970' 4.900' 4.600' 1.333' 0.600' 11.333' 5.236' 9.800' 5.790' / 5.957' 4.800' 4.500' 1.333' 0.700' 11.333' 5.301' 9.700' 5.776' / 5.943' 4.700' 4.333' 1.333' 0.800' 11.333' 5.356' 9.600' 5.762' / 5.929' 4.600' 4.333' 1.300' 0.900' 11.333' 5.402' 9.500' 5.748' / 5.915' 4.500' 4.333' 1.200' 1.000' 11.333' 5.440' 9.400' 5.733' / 5.900' 4.400' 4.333' 1.100' 1.100' 11.333' 5.471' 9.300' 5.717' / 5.884' 4.300' 4.333' 1.000' 1.200' 11.333' 5.494' 9.200' 5.701' / 5.868' 4.200' 4.333' 0.900' 1.300' 11.333' 5.511' 9.100' 5.685' / 5.852' 4.100' 4.333' 0.800' 1.400' 11.333' 5.519' 9.031' 5.668' / 5.835' 4.000' 4.333' 0.700' 1.500' 11.333' 5.531' 8.900' 5.651' / 5.818' 3.900' 4.333' 0.600' 1.600' 11.333' 5.540' 8.800' 5.633' / 5.800' 3.800' 4.333' 0.500' 1.700' 11.333' 5.549' 8.700' 5.615' / 5.782' 3.700' 4.333' 0.400' 1.800' 11.333' 5.558' 8.600' 5.596' / 5.763' 3.600' 4.333' 0.300' 1.833' 11.333' 5.567' 8.500' 5.577' / 5.744' 3.500' 4.333' 0.200' 1.833' 11.300' 5.576' 8.400' 5.557' / 5.724' 3.400' 4.333' 0.146' 1.833' 11.200' 5.585' 8.300' 5.537' / 5.704' 3.300' 4.300' 0.146' 1.833' 11.100' 5.594' 8.200' 5.517' / 5.684' 3.200' 4.200' 0.146' 1.833' 11.000' 5.603' 8.100' 5.510' / 5.677' 3.167' 4.100' 0.146' 1.833' 10.900' 5.613' 8.000' 5.495' 3.100' 4.000' 0.146' 1.833' 10.828' 5.622' 7.900' 5.474' 3.000' 3.900' 0.146' 1.900' 10.825' 5.631' 7.800' 5.452' 2.900' 3.800' 0.146' 2.000' 10.821' 5.640' 7.700' 5.429' 2.800' 3.700' 0.146' 2.100' 10.815' 5.649' 7.600' 5.406' 2.700' 3.600' 0.146' 2.200' 10.809' 5.658' 7.500' 5.383' 2.600' 3.500' 0.146' 2.300' 10.801' 5.667' 7.400' 5.359' 2.500' 3.400' 0.146' 2.400' 10.793' 5.676' 7.300' 5.334' 2.400' 3.300' 0.146' 2.500' 10.783' 5.685' 7.200' 5.309' 2.300' 3.200' 0.146' 2.600' 10.773' 5.692' / 5.859' 7.125' 5.284' 2.200' 3.100' 0.146' 2.700' 10.761' 5.694' / 5.861' 7.100' 5.258' 2.100' 3.000' 0.146' 2.800' 10.748' 5.703' / 5.870' 7.000' 5.231' 2.000' 2.900' 0.146' 2.900' 10.735' 5.712' / 5.879' 6.900' 5.204' 1.900' 2.800' 0.146' 3.000' 10.720' 5.721' / 5.888' 6.800' 5.177' 1.800' 2.700' 0.146' 3.100' 10.705' 5.730' / 5.897' 6.700' 5.149' 1.700' 2.600' 0.146' 3.200' 10.688' 5.739' / 5.906' 6.600' 5.120' 1.600' 2.500' 0.146' 3.300' 10.670' 5.748' / 5.915' 6.500' 5.091' 1.500' 2.400' 0.146' 3.400' 10.651' 5.758' / 5.925' 6.400' 5.062' 1.400' 2.300' 0.146' 3.500' 10.631' 5.767' / 5.934' 6.300' 5.042' 1.333' 2.200' 0.146' 3.600' 10.610' 5.776' / 5.943' 6.200' 2.100' 0.146' 3.700' 10.588' 5.785' / 5.952' 6.100' 2.000' 0.146' 3.800' 10.565' 5.794' / 5.961' 6.000' 1.900' 0.146' 3.900' 10.541' 5.803' / 5.970' 5.900' 1.800' 0.146' 4.000' 10.516' 5.812' / 5.979' 5.800' 1.700' 0.146' 4.100' 10.489' 5.821' / 5.988' 5.700' 1.600' 0.146' 4.200' 10.462' 5.830' / 5.997' 5.600' 1.500' 0.146' 4.300' 10.433' 5.839' / 6.006' 5.500' 1.400' 0.146' 4.402' 10.403' 5.848' / 6.015' 5.400' 1.300' 0.146' 4.500' 10.370' 5.854' / 6.021' 5.333' 1.200' 0.146' 4.600' 10.328' 1.100' 0.146' 4.700' 10.278' COLLECTOR SHOE ASSEMBLY 1.000' 0.146' 4.800' 10.219' 4.333' 0.854' 5.292' 0.854' 0.900' 0.146' 4.900' 10.149' 4.400' 0.854' 5.292' 0.800' 0.800' 0.146' 5.000' 10.066' 4.500' 0.854' 5.292' 0.700' 0.700' 0.146' 5.100' 9.968' 4.600' 0.854' 5.292' 0.600' 0.600' 0.146' 5.200' 9.850' 4.700' 0.854' 5.292' 0.500' 0.500' 0.146' 5.300' 9.702' 4.800' 0.854' 5.292' 0.400' 0.400' 0.146' 5.400' 9.506' 4.900' 0.854' 5.292' 0.333' 0.300' 0.146' 5.500' 9.171' 5.000' 0.854' 5.200' 0.355' 0.200' 0.146' 5.519' 9.031' 5.100' 0.854' 5.100' 0.379' 0.100' 0.146'

5.200' 0.854' 5.000' 0.403' 0.000' 0.146' Notes: 5.292' 0.854' 4.900' 0.427'

4.800' 0.451' 1. All dimensions shown in feet.

4.700' 0.475' 4.600' 0.499' 2. Not be used for construction purposes. 4.500' 0.523' 4.400' 0.547' 3. For construction clearances refer to Common Data – Trackway

Clearances. 4.333' 0.563'


7. VEHICLE WEIGHT A. The static weight of empty BART cars is shown in Table 4.

Table 4 Vehicle Static Weights (in pounds)

A-CAR B-CAR C1-CAR C2-CAR 63,067 61,410 63,300 64,100

B. The static weight of loaded BART cars is shown in Figure 9. See Structural

Design Criteria for dynamic trainloads.

5. TRAIN SPEED The maximum train speed is 80 miles per hour on main line tracks in automatic mode and 25 miles per hour in manual mode. Manual operations in yards are limited to 10 miles per hour.

8. VEHICLE PERFORMANCE LEVELS

The automatic train control system provides six performance levels, each of which modifies the train's response to the track speed codes. The highest performance level is PL1, where the train response is at maximum for speed and acceleration. The lowest performance level is PL6, where the train response at the minimum. Performance levels are defined in Table 5.

Table 5 Vehicle Performance Levels

Performance Level: PL1 PL2 PL3 PL4 PL5 PL6 Acceleration Rate: Full Full Half Half Half Half

80 80 70 70 60 60 44 70 70 60 60 50 50 44 50 50 44 44 36 36 36 36 36 36 36 36 36 36 27 27 27 27 27 27 27 18 18 18 18 18 18 18 T

rack

Sig

nal

Spee

d C

omm

and

6 6 6 6 6 6 6

FIGURE 9 STANDARD STATIC BART TRAIN LOADING

P = STATIC AXLE LOAD = 27,500 pounds


1.4 Operations Common Data


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RELEASE – R2.1 CLIMATE AND SEISMOLOGY BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 1 INTRODUCTION - OPERATIONS COMMON DATA

INTRODUCTION OPERATIONS COMMON DATA

CLIMATE AND SEISMOLOGY

1. TEMPERATURE

Annual Atmospheric Temperature range: 10 degrees F to 122 degrees F. 2. PRECIPITATION A. Rainfall: Characteristics of rain vary across the area within District boundaries.

Refer to local rainfall data. 1) Normal annual: 15-20 inches 2) Maximum in 24 hours: 2 inches 3) Maximum in one hour: 1.5 inches 4) 90 percent of average annual precipitation: November through April

B. Snowfall: insignificant C. Ice pellets: insignificant D. Icing: insignificant E. Number of thunderstorm days per year: fewer than 10 F. Fog: Heavy fog is common in some areas of the BART System. 3. HUMIDITY

Annual relative humidity range: 5 to 95 percent 4. WIND A. Annual mean wind speed: 20-30 miles per hour B. Maximum wind speed: 95 miles per hour 5. SEISMIC ENVIRONMENT Due to the presence of several major active faults in the San Francisco Bay Area, there is

the risk of strong earthquake-induced ground shaking. The goal of the design for BART facilities is to ensure safety and to provide post-earthquake performance consistent with the function and importance of the facility or equipment. Refer to Facility Design/ Criteria/ Structural/ Seismic Design for additional information.

RELEASE – R2.1 OPERATING SCHEDULE BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 1 INTRODUCTION - OPERATIONS COMMON DATA

INTRODUCTION COMMON DATA

OPERATING SCHEDULE

1. OPERATING SPEED

The Maximum operating speed for BART trains is 80 miles per hour. Average operating speed is approximately 36 miles per hour including station stops.

2. HOURS OF OPERATION

Revenue service is provided between the hours of 4:00 a.m. and 1:30 a.m. Monday through Friday, 6:00 a.m. to 1:30 a.m. on Saturdays, and 8:00 a.m. to 1:30 a.m. on Sundays and designated holidays. Closing for individual stations are timed with the schedule for the last train.

3. TRAIN SCHEDULES

BART operates trains according to a schedule with reduced evening and weekend service. BART also periodically runs additional service for special events by either lengthening regularly scheduled trains, placing additional trains in service, or providing revenue operations at times when the system is normally closed.

4. SERVICE ROUTES

BART service routes are as follows: Richmond – Fremont; Richmond – Daly City/Millbrae (Weekdays); Fremont – Richmond; Fremont – Daly City; Pittsburg/Bay Point – San Francisco International Airport (SFO); Dublin/Pleasanton – Daly City/Millbrae (Weeknights, weekends).

5. TRAIN DENSITY

During non-rush service trains operate approximately every 20 minutes on each of the service routes. Transbay train intervals between Downtown Oakland and San Francisco Stations are as short as two minutes and 30 seconds. During rush hours, BART runs a maximum of approximately 23 trains per hour from the East Bay to San Francisco. During midday this reduces to approximately 16 trains per hour.


1.5 Common Requirements


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RELEASE – R2.1 DESIGN, CONSTRUCTION, & OPERATIONS DOCUMENTATION BART FACILITIES STANDARD Issued: 10/01/2009 Page 1 of 5 INTRODUCTION, COMMON REQUIREMENTS

INTRODUCTION

COMMON REQUIREMENTS

DESIGN, CONSTRUCTION, AND OPERATIONS DOCUMENTATION

CONTENTS

ARTICLE TITLE

1. GENERAL

2. APPLICATION OF DOCUMENTATION REQUIREMENTS:

3. TYPES OF DOCUMENTATION

4. DRAWINGS 4.1 TYPES OF DRAWINGS 4.2 DISTRICT REVIEW FOR CONFORMANCE WITH CADD REQUIREMENTS 4.3 HARD COPY AND ELECTRONIC SUBMITTAL OF DRAWINGS

5. SPECIFICATIONS

6. OPERATIONS AND MAINTENANCE INSTRUCTIONS

7. TRAINING OF BART PERSONNEL


INTRODUCTION COMMON REQUIREMENTS

DESIGN, CONSTRUCTION, AND OPERATIONS DOCUMENTATION

1. GENERAL

This Section introduces common requirements for design, construction, and operations documentation for BART facilities. Documentation in regard to design and construction includes drawings and specifications. Documentation in regard to operations includes operation and maintenance instructions and training manuals.

2. APPLICATION OF DOCUMENTATION REQUIREMENTS:

Documentation requirements in BART Facilities Standards are applicable to District in-house design teams, District consultants, District contractors, and Design-Builder and third party teams designing and constructing District facilities under the BART Facilities Standards. Documentation requirements also apply to District’s document maintenance personnel.

3. TYPES OF DOCUMENTATION

Documentation covered in the BART Facilities Standards includes drawings, specifications, operation and maintenance instructions, and training documentation.

• Drawings covered by documentation standards include Contract Drawings for construction, drawings for design-furnish-and-install contracts, drawings by design-build teams, and record drawings (“as-builts”). Drawing preparation requirements may also be applicable to other types of drawings when invoked in the BART Facilities Standards or requirements of a specific contract.

• Specifications define the qualitative requirements for products, materials, and workmanship upon which construction and other contracts are based.

• Operations and Maintenance Instructions: Include manuals and site-mounted instructions and diagrams.

• Training: Includes Instructor Guides and Training manuals and other requirements for documentation of training.

4. DRAWINGS

Specific requirements for drawings are included in the following areas of the BART Facilities Standards:

• Detailed requirements for the preparation of drawings for construction and for design, furnish, and installation contracts and preparation of final Record Drawings are included in the Appendices/ District Technical Manuals/ Contract Drawing CADD Requirements and Contract Drawings Organization and Content.


• Contract Drawings for District contracts incorporate applicable Standard Drawings and may also incorporate revised Standard Drawings. Revised Standard Drawings shall be drafted in accordance with the requirements in the Appendices/ District Technical Manuals/ Contract Drawing CADD Requirements.

• Requirements for contractor documentation of record “as-built” information during construction are specified in Standard Specifications Section 01 78 39, Project Record Documents.

4.1 TYPES OF DRAWINGS

Contract Drawings, Conformed Contract Drawings, and final version of Record Drawings shall comply with Contract Drawing CADD Requirements in the Appendices/ District Technical Manuals.

Contract Drawings are graphic representations of the work upon which a contract is based. Contract Drawings show materials and their relationship to one another, including sizes, shapes, locations, and connections and may include schematic diagrams and schedules. Contract Drawings may be prepared by the designer which may be a District consultant, District staff members, or the designer of a design-build team. Requirements for Contract Drawings shall also apply to Construction Drawings when that term is used in a design-build contract.

Conformed Drawings – Contract Drawings revised to reflect all Addendums, etc., prior to Contract Award.

Record Drawings – Drawings that reflect the “as built” configuration of work at the completion of a contract or project. These drawings shall include all formal drawing changes that take place during construction, procurement, and installation phases of work.

• Contractor provides Record “As-Built” Drawings as defined in Standard Specifications Section 01 78 39, Project Record Documents. Record “As-Built” Drawings defined in Section 01 78 39 are not produced electronically.

• Using the information provided in the Contractor’s Record “As-Built” Drawings, final Record Drawings are produced in electronic media in accordance with Contract Drawing CADD Requirements in the Appendices/ District Technical Manuals. A District consultant or District in-house staff typically produce the final Record Drawings.

• Final Record Drawings in electronic media (conforming to the requirements in the Contract Drawing CADD Requirements) shall be produced by the contractor when specifically required under the Contract Documents. Such contract requirement is usually only applicable to design build contracts.

Shop Drawings - Shop Drawings are drawings, diagrams, illustrations, and schedules specifically prepared by the contractor (and its subcontractors) to illustrate some portion of the work. Typically, shop drawings are diagrams and instructions which must be produced by a manufacturer or fabricator for use in producing the product and as an aid to the contractor in integrating the product or system into the construction.

• Shop Drawings shall conform to the drafting requirements in the Contract Drawing CADD Requirements when specifically required under the Contract Documents. Shop drawings required to be included in Operation and Maintenance Manuals shall


be prepared in AutoCAD in accordance with the Contract Drawing CADD Requirements. In addition, shop drawings which may be required to be prepared in accordance with the Contract Drawing CADD Requirements are drawings for systems and equipment which have been specifically built for the District and which may require design and other modifications involving modifications of drawings. If approved by the District, shop drawings may be prepared by software other than AutoCAD. In such case, the District shall be provided with the software which will enable the District to view (and modify, if required) the shop drawings on the District’s computer system. Such software shall be provided as part of the contract for which the shop drawings are prepared.

• For further Shop Drawing requirements refer to Standard Specifications Section 01 33 23, Shop Drawings, Product Data and Samples.

4.2 DISTRICT REVIEW FOR CONFORMANCE WITH CADD REQUIREMENTS

Draft Contract Drawings shall be submitted at various design phases in accordance with District direction, i.e. design contract scope of work.

In addition to District review of Contract Drawings for conformance with District standards and project requirements, draft Contract Drawing shall be submitted for review and approval in regard to their conformance with Contract Drawing CADD Requirements.

Each drawing submitted for review shall include, in addition to hard copies, one complete set of the associated AutoCAD files on the media specified in the Contract Drawings CADD Requirements.

Conformed and Record Contract Drawings shall also be submitted for review and approval in regard to conformance with Contract Drawing CADD Requirements.

4.3 HARD COPY AND ELECTRONIC SUBMITTAL OF DRAWINGS

Upon approval of conformance with CADD Requirements, Conformed Contract Drawings and Record Drawings shall be submitted in the hard copy media and electronic media in accordance with the Contract Drawing CADD Requirements. The submittal media requirements also apply to those Shop Drawings which are required to be prepared in accordance with Contract Drawing CADD Requirements.

Drawings submitted electronically, either for review and approval or for the District’s record and use, shall be accompanied by a signed letter of transmittal and cross reference listing in accordance with Section 8 of the Contract Drawing CADD Requirements.

5. SPECIFICATIONS

Specific requirements for specifications are included in the following sections of the BART Facilities Standards:

• Specifications for District construction contracts shall be based on the Standard Specifications. The organization of Contract Specifications shall follow the format and organization of the Standard Specifications.


• Detailed requirements for the application of the Standard Specifications, preparation of Contract Specifications, and preparation of conformed Contract Specifications are included in Appendices/ District Technical Manuals/ Contract Specifications Preparation. The Manual also includes an explanation of Construction Specifications for design-build contracts.

• Requirements for Record Specifications are included in Standard Specifications Section 01 78 39, Project Record Documents.

6. OPERATIONS AND MAINTENANCE INSTRUCTIONS

Specific requirements for operations and maintenance instructions are included in the following areas of the BART Facilities Standards:

• Operations and maintenance documentation requirements are included in Standard Specifications Section 01 78 23, Operation and Maintenance Data.

• Related requirements are included in Standard Specifications Section 01 78 27, Spare Parts and Maintenance Materials.

• Operations and maintenance instructions requirements vary in accordance with the complexity and nature of the item or system to be operated and maintained. Explanation of which type of operations and maintenance manuals apply to specific systems and equipment shall be included in the Contract Specifications.

7. TRAINING OF BART PERSONNEL

Specific requirements for training are included in the following areas of the BART Facilities Standards:

• Training requirements are included in Standard Specifications Section 01 79 00, Demonstration and Training.

• Training of District personnel in the operations and maintenance of various items and systems varies according to the complexity and nature of the item or system to be operated and maintained. Explanation of which components of the training requirements apply to specific systems and equipment shall be included in the Contract Specifications.

• Sample training program flow diagram, sample training program milestone schedule, and sample class size and course frequency are included in Appendices/ District Technical Manuals/ Operations and Maintenance Instructions Supplementary Information.

• Training requirements are closely related to operations and maintenance documentation requirements.

END

RELEASE – R2.1 ENVIRONMENTAL DESIGN AND SUSTAINABILITY BART FACILITIES STANDARD Issued: 10/01/2009 Page 1 of 16 INTRODUCTION, COMMON REQUIREMENTS

INTRODUCTION

COMMON REQUIREMENTS

ENVIRONMENTAL DESIGN AND SUSTAINABILITY

CONTENTS

ARTICLE TITLE

1. GENERAL 1.1 DEFINITION 1.2 SUSTAINABILITY POLICY 1.3 OBJECTIVE

2. REFERENCE STANDARDS 2.1 GOVERNMENT 2.2 INDUSTRY

3. SITE OPTIMIZATION 3.1 SITE SELECTION 3.2 TRANSIT-ORIENTED DEVELOPMENT 3.3 REDUCE IMPACT OF PROJECT SITE

4. WATER CONSERVATION 4.1 LANDSCAPE IRRIGATION SYSTEMS 4.2 PLANT SELECTION 4.3 PLUMBING FIXTURES 4.4 VEHICLE WASHER

5. ENERGY EFFICIENCY 5.1 BUILDING CONFIGURATION AND PLACEMENT 5.2 BUILDING ENVELOPE 5.3 BUILDING MECHANICAL SYSTEMS 5.4 LIGHTING 5.5 TOTAL BUILDING PERFORMANCE

6. CONSTRUCTION MATERIALS 6.1 LIFE-CYCLE VALUE OF FACILITY 6.2 EVALUATION OF MAJOR BUILDING MATERIALS AND ASSEMBLIES 6.3 EVALUATE AND SPECIFY MATERIALS AND CONSTRUCTION

PRACTICES 6.4 SUSTAINABLE DESIGN MATERIALS LIST

7. INDOOR ENVIRONMENTAL QUALITY 7.1 INDOOR AIR QUALITY 7.2 LIGHTING AND VIEWS 7.3 ACOUSTICAL AND VIBRATION CONTROL


8. OPERATION AND MAINTENANCE 8.1 ENERGY AND ENVIRONMENTAL CONTROL DEVICES AND

PROCEDURES 8.2 OPERATION AND MAINTENANCE 8.3 REDUCE, RE-USE, AND RECYCLE 8.4 PERFORMANCE AND LONGEVITY

9. INTEGRATION OF SUSTAINABLE DESIGN AND FACILITY DEVELOPMENT



ENVIRONMENTAL DESIGN AND SUSTAINABILITY

1. GENERAL

This Section establishes common requirements for environmental design and sustainability for the BART system.

1.1 DEFINITION

Sustainability shall be understood to mean: To improve and enjoy today’s quality of life while preserving resources and the environment for future generations, based on an understanding of the past, the knowledge of today, and hope for the future.

1.2 SUSTAINABILITY POLICY

Sustainability in the BART system context is a transit performance based policy. While observing the sustainable design principles applicable to buildings and other development, it will encourage increased system capacity for serving more Bay Area communities; optimize BART facility and operational performance; and enhance its service quality to the riding public. Refer to Appendices/District Policies/Sustainability Policy.

A. BART’s transit performance-based policy will result in the following:

• More compact land uses in developed areas and less pressure in undeveloped areas;

• More preservation and less impact to the natural environment and resources; and

• Safer commutes and healthier communities.

B. BART’s Sustainability Policy emphasizes:

• Resource efficiency

• Service quality

• Environmental preservation

• Cost effectiveness

1.3 OBJECTIVE

Overall objective of this section is to encourage the integration of sustainable design with facility development and maintenance.

• Promote sustainable, transit-oriented development in the communities BART serves to maximize the use of BART as the primary mode of transportation.


• Enhance multimodal access to new and existing BART stations and related facilities and use of resource efficient and environmentally friendly access modes (bike, walking, etc.).

• Integrate sustainability principles and practices into the planning, design, construction, and maintenance of new BART stations and related facilities.

• Incorporate proven sustainable materials, methods and technologies into BART Facilities Standards to increase life-cycle value including reduction of energy and resource use, and to enhance the health and comfort of employees and patrons.

• Apply sustainable techniques and procedures into BART maintenance projects and operations in a cost-effective manner.

• Develop procurement strategies that incorporate sustainability criteria compatible with Federal and state non-discrimination requirements.

• Adopt applicable provisions of industry standards and technical manuals of sustainable practices, such as applying the U. S. Green Building Council’s Leadership in Energy and Environmental Design (LEED™) Green Building Rating System guidelines for creating healthier work places for employees by providing a better indoor environment.

• Incorporate local sustainability requirements based on appropriateness.

2. REFERENCE STANDARDS

2.1 GOVERNMENT

A. Federal Energy Management Program’s website in general at http://www.eere.energy.gov/femp/ and in particular, Greening Federal Facilities, Second Edition, at http://www.eere.energy.gov/femp/techassist/green_fed_facilities_guidetoc.html

B. Environmental Protection Agency’s Environmentally Preferred Purchasing website for the database on products and services with reduced environmental impact. http://www.epa.gov/oppt/epp/database.htm

C. Comprehensive Procurement Guidelines (CPG) website “buy-recycled” products list. The EPA considers several criteria when determining which items it will designate, the potential impact of procurement on the solid waste stream; the economic and technological feasibility of producing the item; and other uses of the recovered materials used to produce the item. http://www.epa.gov/cpg/

D. Federal Transit Administration’s Transit Noise and Vibration Impact Assessment, prepared by Harris, Miller, Miller & Hanson, Inc. Final Report 1995.

E. California Division of the State Architect Environmentally Preferable Products Database at http://www.eppbuildingproducts.org


2.2 INDUSTRY

A. U.S. Green Building Council’s Leadership in Energy and Environmental Design (LEEDTM), Green Building Rating System. Copyright © 2002 by the U.S. Green Building Council. http://www.usgbc.org/

B. National Institute of Standards and Technology’s BEES 3.0, Building for Environmental and Economic Sustainability Technical Manual and User Guide, by Barbara C. Lippiatt. http://www.bfrl.nist.gov/oae/software/bees.html

3. SITE OPTIMIZATION

3.1 SITE SELECTION

Select alignment of BART routes and sites for BART stations and other facilities with the following in mind:

A. Optimize transit use and access including inter-modal opportunities and Transit-Oriented Development (TOD) potential.

B. Follow the principles of environmentally sensitive site selection and development (including mitigations typically mandated by Environmental Impact Statement/Report).

• Take into consideration preservation of wetlands, wildlife (including threatened and endangered species), and arable lands; avoidance of flood plains; and preservation of community amenities and assets (including historic structures and open space).

• Look for opportunities to enhance or create community amenities, such as enhancing or creating trail access to BART corridor and stations.

• Look for opportunities to enhance natural systems within project areas, especially sensitive areas such as creeks and wetlands. 1

• Consider Brownfield Redevelopment: Brownfield Redevelopment is rehabilitation of abandoned, idled, or under-used industrial and commercial facilities or sites where development is complicated by real or perceived environmental contamination. Such Brownfield Redevelopment reduces pressure on undeveloped land, implements remediation measures, and returns the Brownfield site to economic and community usefulness instead of liability. Brownfield Redevelopment also permits use of uncontaminated sites for housing or recreation where containment of contaminants or other remediation or mitigation might be less practical.

• Take into account environmental justice: Avoid disproportionately high and adverse impacts on minority and low-income populations. Minimize and/ or mitigate unavoidable impacts by identifying concerns early in the planning phase

1 Or as LEED SS c5.1 puts it: Conserve existing natural areas and restore damaged areas to provide habitat and promote biodiversity.


and providing offsetting initiatives and enhancement measures to benefit affected communities and neighborhoods.

3.2 TRANSIT-ORIENTED DEVELOPMENT

Transit-Oriented Developments or Designs (TODs) are mixed-use, walkable communities developed around transit stops. They are designed to significantly reduce auto dependency. They also have proven to be an economic boon, revitalizing downtowns and main streets and offering a new model for managing growth.2 Refer to Appendices, District Programs and Guidelines, TOD Guidelines, and District Policies, Station Area Development Implementation Policy.

• Look for opportunities to encourage or develop transit-oriented development at existing or proposed BART stations and preserve their viability as such in accordance with BART’s TOD Guidelines.

• Consider modifications to the design and function of BART facilities as may be

necessary to support the construction and operation of transit-oriented development on and adjacent to BART property.

3.3 REDUCE IMPACT OF PROJECT SITE

3.3.1 EROSION AND SEDIMENTATION CONTROL DURING CONSTRUCTION AND IN PERMANENT FACILITIES

Temporary and permanent erosion and sediment control measures shall control erosion to reduce negative impacts on water and air quality. Refer to BART Standard Specifications 01 57 00, Temporary Controls, Articles on Erosion and Sediment Control and Dust Control.

A. Measures shall achieve the following objectives:

• Prevent loss of soil during construction by storm water runoff and/or wind erosion, including protecting topsoil by stockpiling for reuse.

• Prevent sedimentation of storm sewer or receiving streams.

• Prevent polluting the air with dust and particulate matter.

B. Measures shall include a sediment and erosion control plan (and its implementation) that conforms to United States Environmental Protection Agency (EPA) Document No. EPA 832/R-92-005 (September 1992), Storm Water Management for Construction Activities, Chapter 3 or local erosion and sedimentation control standards and codes, whichever is more stringent.

2 From US Department of Energy website.


3.3.2 STORM WATER MANAGEMENT

Limit disruption and pollution of natural water flows by managing stormwater runoff.3

A. Provide oil/water separator system to intercept runoff from parking facilities, including surface parking and parking structures. Separator shall be designed to separate out contaminants from runoff and prevent them from entering the storm water system. Refer to Facility Design /Criteria/CIVIL/Drainage, 11. Oil and Water Separator.

B. Design the project site to maintain natural stormwater flows by promoting infiltration.

C. Site development may include storm water detention areas to promote infiltration.

D. Consider additional measures such as the following to limit disruption and pollution of natural stormwater flows:4

• Pervious paving to minimize impervious surfaces.

• Garden roofs (specially designed vegetated roof treatment).

• Collect storm water and use for non-potable uses such as landscape irrigation, toilet and urinal flushing, and custodial uses.

3.3.3 REDUCE NON-ROOF HEAT ISLAND

Reduce heat islands to minimize impact on microclimate and human and wildlife habitat. Heat island is the thermal gradient differences between developed and undeveloped areas.

In regard to BART Stations and miscellaneous sites such as traction power substations and cash handling facilities, this requirement shall include one of the following provisions (or a combination):5

A. At least 30 percent of a site’s non-roof impervious surfaces including parking lots, walkways, plazas, etc.:

• Provide shade (within 5 years), or

• Use light-colored/high-albedo materials (reflectance of at least 0.3 when tested in accordance with ASTM E903 at minimum six weeks after placement), or

• Open grid pavement

B. Place a minimum of 50 percent of parking spaces underground or covered by parking structure.

3 LEED SSc6.1. 4 Refer to LEED SS6.1, Potential Technologies & Strategies. 5 Based on LEED SSc7.1.


3.3.4 MINIMIZE LIGHT POLLUTION

Eliminate to the extent possible light trespass from the buildings and site thereby improving night sky access and reducing development impact on nocturnal environments.6 Refer to Facility Design/Criteria/ELECTRICAL.

3.3.5 REDUCE IMPACT OF NOISE AND VIBRATION

Refer to Facility Design/Criteria/ARCHITECTURE, Passenger Stations, under Noise and Reverberation Control.

A. Reduce impact of noise and vibration on neighboring open spaces and structures and their occupants. Refer to FTA’s Transit Noise and Vibration Impact Assessment.

B. Require noise and vibration studies specific to alignment when warranted, i.e. cut-and-cover subway segment of BART to SFO and comply with recommendations.

4. WATER CONSERVATION

4.1 LANDSCAPE IRRIGATION SYSTEMS

Design and operate water efficient irrigation system. Refer to BART Standard Specifications Section 34 84 00, Planting Irrigation, and Facilities Design/Criteria and Guidelines/ARCHITECTURE/Landscape and Vegetation Control, for provisions for remote-controlled monitoring system which prevents water waste by monitoring moisture levels.

4.2 PLANT SELECTION

Make plant selections in accordance with water conservation principles. Refer to Facilities Design/Criteria and Guidelines/ARCHITECTURE/Landscape and Vegetation Control.

4.3 PLUMBING FIXTURES

Utilize water efficient plumbing fixtures. Refer to Facility Design/Guidelines/ MECHANICAL/General.

4.4 VEHICLE WASHER

Minimize vehicle washer water usage. Refer to Facility Design/Criteria/ ARCHITECTURE/ Yards and Shops.

5. ENERGY EFFICIENCY

5.1 BUILDING CONFIGURATION AND PLACEMENT

Place and configure buildings to optimize energy efficiency through minimizing artificial ventilation; maximizing natural lighting; reducing heating, ventilating, and air conditioning

6 Based on LEED SSc8.


energy use, and optimizing solar energy utilization. Take into account solar orientation, wind direction, and natural features.

5.2 BUILDING ENVELOPE

Design building envelope to optimize energy efficiency including the following elements:

A. Provide adequate insulation

B. Utilize cool roofing to both decrease heat gain through roof and to reduce heat island effect.

C. Place windows and skylights to provide natural lighting while using glazing types (low-e, insulated, and similar types), shading, and orientation to reduce heating and air conditioning energy use.

D. Optimize natural ventilation through use of operable windows, vents, and other devices.

5.3 BUILDING MECHANICAL SYSTEMS

Optimize building mechanical systems’ energy use through maximizing systems performance and using energy efficient appliances and equipment.

A. Maximizing systems performance shall include

• Designing systems to meet and exceed Title 24 requirements

• Commissioning and operations and maintenance programs to ensure energy efficient performance throughout the life of systems.

B. Selecting energy efficient appliances and equipment: I.e. Energy Star products, Environmentally Preferred Purchasing.

5.4 LIGHTING

Maximize lighting system performance through

A. Selecting energy efficient equipment and controls: I.e. Energy Star products.

B. Incorporating natural lighting to the extent practical.


5.5 TOTAL BUILDING PERFORMANCE

5.5.1 INTEGRATE BUILDING SYSTEMS TO REDUCE TOTAL ENERGY USE

A. Provide for ongoing accountability and optimization of building energy and water consumption performance over time. 7

1. Install continuous metering equipment for the following end-uses:

• Lighting systems and controls • Constant and variable motor loads • Variable frequency drive (VFD) operation • Chiller efficiency at variable loads (kW/ton) • Cooling load • Air and water economizer and heat recovery cycles • Air distribution static pressures and ventilation air volumes • Boiler efficiencies • Building-related process energy systems and equipment • Indoor water risers and outdoor irrigation systems. Refer to Facility

Design/Criteria/ARCHITECTURE/Landscaping and Vegetation Control for requirements for landscape irrigation control system.

2. Develop a Measurement and Verification Plan that compares predicted energy and water savings to those actually achieved. Plan shall incorporate the monitoring information from the end-uses and be consistent with the International Performance Measurement & Verification Protocol (IPMVP) Volume I: Concepts and Options for Determining Energy and Water Savings (Option B, C, or D) 2001 edition. Apply Plan to facility operation.8

B. Incorporate advanced control technology to regulate power for lighting and other electrical systems decreasing overall energy use. Refer to Facility Design/Criteria/ELECTRICAL.

5.5.2 EXCEED TITLE 24 ENERGY BUDGET

Achieve a level of energy performance above the prerequisite standard (Title 24) by reducing energy costs compared to the energy cost budget for energy systems as demonstrated by a whole building simulation using the Energy Cost Budget Method described in Section 11 of ASHRAE/IESNA Standard 90.1 (1999). Reduction of energy costs for systems such as HVAC, hot water, and interior lighting shall be analyzed and level of reduction selected such as 15 percent to 50 percent reduction.9

7 LEED EAc5. 8 Based on LEED Eac5. 9 Based on LEED EAc1.


6. CONSTRUCTION MATERIALS

6.1 LIFE-CYCLE VALUE OF FACILITY

The life-cycle value of a facility shall be taken into account when analyzing construction materials and systems. Life-cycle value of a facility equals initial investment, operability, maintainability, longevity, and life-cycle operational cost, as well as its reusability and convertibility. Life-cycle value considers the total performance of materials and assemblies in an objective, balanced approach.

6.2 EVALUATION OF MAJOR BUILDING MATERIALS AND ASSEMBLIES

Evaluate major building materials and assemblies to reduce consumption of natural resources and reduce the impact on the natural environment using BEES or equivalent method acceptable to the District.

A. BEES software implements a rational systemic technique for selecting environmentally and economically balanced building products. BEES uses an environmental life-cycle assessment approach specified in ISO 14040 standards.10 BEES model is implemented in publicly available decision-support software which includes actual environmental and economic performance data for a number of building products.

B. BEES software or equivalent method shall be used to analyze selection of all major building material and assemblies. Major materials and assemblies shall include the following:

• Structural system

• Exterior wall finishes

• Building insulation

• Wall framing

• Roofing

• Interior finishes

• Flooring

• Parking lot and driveway paving

C. The Designer may propose, for acceptance by the District, that certain major materials and assemblies be exempted from this analysis on the basis that the particular material or assembly choice depends on the other project requirements, i.e. building code or seismic design.

10 International Standards Organization, Environmental Management – Life-Cycle Assessment, ISO 14040, etal.


6.3 EVALUATE AND SPECIFY MATERIALS AND CONSTRUCTION PRACTICES

Evaluate materials and assemblies (in addition to major building materials and assemblies) and configure construction contract requirements to reduce consumption of natural resources and reduce the impact on the natural environment.

A. Utilize existing resources in selection of materials and assemblies as well as conduct product research. Designers shall, at minimum, implement to the following:

• EPA’s Environmentally Preferred Purchasing and Comprehensive Procurement Guidelines.

B. Reduce waste through practicing reuse and recycling including construction and demolition waste management.

• In regard to reuse, consider reuse of equipment, facilities, and miscellaneous items. Examples of reuse is refurbishing office cubical partitions in lieu of purchase of new partitions.

• In regard to construction and demolition waste management, District policy is to conform to local requirements. Specifications shall require that at least 50 percent of construction, demolition and land clearing waste be recycled or salvaged. Specifications shall require that each construction contractor develop plan which helps ensure compliance with waste requirements. Refer to Standard Specifications Section01 74 21, Waste Management.

C. Use local materials and products to the extent practical.

6.4 SUSTAINABLE DESIGN MATERIALS LIST

This is a list of sustainable design materials for use in the BART facilities.

A. Concrete Mix Designs:

• Concrete specified under BART Standard Specifications Section 03 05 15, Portland Cement Concrete: Utilize fly ash as a replacement for a portion of the Portland cement in concrete. Utilize High Volume Fly Ash Concrete (HVFAC) in cast-in-place concrete to the greatest extent practical,

• Concrete Mix Designs for Precast and Other Elements: Utilize fly ash and ground slag to the greatest extent practical in concrete mixes for precast items (i.e. precast concrete piles and precast concrete ties) and other work not covered by BART Standard Specifications Section 03 05 15, Portland Cement Concrete.

B. Roofing: Select EnergyStar compliant and high emissivity roofing (emissivity of at least 0.9 when tested in accordance with ASTM E408).11

C. Heating, Ventilating, and Air Conditioning (HVAC) Equipment: Select equipment which utilizes no CFC-and no HCFC-based refrigerants. When appropriate, phase-out CFCs in existing building HVAC equipment.12

11 Based on LEED SS c7.2.


D. Fire Suppression Systems: Select systems that do not contain HCFCs or Halons. When appropriate, phase out HCFCs and Halons in existing fire suppression systems.13 Refer to Standard Specifications Section21 22 00, Clean Agent Fire Extinguishing System.

E. Adhesives and Sealants for Interior: Specify adhesives and sealants with VOC content less than the current limits of South Coast Air Quality Management District Rule #1168, and all sealants used as fillers must meet or exceed the requirements of the Bay Area Air quality Management District Regulation 8, Rule 51.14

F. Paints: Specify paints and coatings with VOC emission less than or equal to the VOC and chemical component limits of Green Seal’s Standard GS-11 requirements.15 Consider use of consolidated and reprocessed latex paint.

G. Flooring:

• Carpeting: Where carpeting is used, select carpeting meeting or exceeding the requirements of the Carpet and Rug Institute’s Green Label Indoor Air Quality Test Program. 16

• Resilient Sheet Flooring: Consider use of linoleum where resilient flooring is required.

F. Toilet Partitions: Consider plastic toilet partitions with recycled content.

7. INDOOR ENVIRONMENTAL QUALITY

7.1 INDOOR AIR QUALITY

Design and operate facility to ensure indoor air quality.

A. Ventilation Requirements: Meet the minimum requirements of ASHRAE 62, Ventilation for Acceptable Indoor Air Quality, and approved addenda, using the Ventilation Rate Procedure. 17

• Comply with the following additional requirements for ventilation effectiveness: For mechanically ventilated spaces, design ventilation systems that result in an air change effectiveness (Eac) greater than or equal to 0.9 as determined by ASHRAE 129. For naturally ventilated spaces demonstrate a distribution and laminar flow pattern that involves not less than 90 percent of the room or zone area in the direction of air flow for at least 95 percent of hours of occupancy.18

12 Based on LEED EA Prerequisite 3 and c4. 13 Based on LEED EA c4. 14 Based on LEED EQ c4.1. 15 Based on LEED EQ c4.2. 16 Based on LEED EQ c4.3. 17 Based on LEED EQ Prerequisite 1. 18 Based on LEED EQ c2.


B. CO2 Monitoring: Install permanent carbon dioxide monitoring systems that provide feedback on space ventilation performance in a form that affords operational adjustments. Refer to the CO2 differential for types of occupancy in ASHRAE 62, Appendix C.19

C. Construction IAQ Management Plan: Develop and implement an Indoor Air Quality (IAQ) Management Plan for the construction and pre-occupancy phases of buildings to prevent indoor air quality problems resulting from construction.20

• During construction meet or exceed the recommended Design Approaches of the Sheet Metal and Air Conditioning National Contractors Association (SMACNA) IAQ Guideline for Occupied Buildings under Construction, 1995, Chapter 3.

• Protect stored on-site or installed absorptive materials from moisture damage.

• If air handlers must be used during construction, filtration media with a Minimum Efficiency Reporting Value (MERV) of 8 must be used at each return air grill, as determined by ASHRAE 52.2-1999.

• Replace all filtration media immediately prior to occupancy. Filtration media shall have a Minimum Efficiency Reporting Value (MERV) of 13, as determined by ASHRAE 52.2-1999 for media installed at the end of construction.

D. Low-Emitting Materials: Select construction products to minimize indoor air pollution: Refer to requirements under Construction Materials, Sustainable Design Materials List, for requirements for adhesives and sealants, paints, and carpeting.

E. Low-Emitting Products: Select operations and maintenance products to minimize indoor air pollution.

F. Environmental Tobacco Smoke (ETS) Control: In addition to State law prohibiting smoking in public buildings and offices, prohibit smoking near building entries and operable windows.

G. Thermal Comfort:

• Comply with HVAC System Indoor Design Conditions (Refer to Facility Design/Criteria/MECHANICAL /Stations and Station Sites) and insulate building envelope to help ensure indoor thermal comfort.

• Integrate natural ventilation with heating, ventilating, and air conditioning system.

7.2 LIGHTING AND VIEWS

Design spaces and provide openings to visually connect the indoor environment and outdoor spaces, particularly the natural environment.

A. Consider daylighting regularly occupied spaces.

19 Based on LEED EQ c1. 20 Based on LEED EQ c3.1.


B. Provide quality lighting to maximize productivity and safety.

7.3 ACOUSTICAL AND VIBRATION CONTROL

Refer to Facility Design/Criteria/ARCHITECTURE, Passenger Stations, under Noise and Reverberation Control.

8. OPERATION AND MAINTENANCE

8.1 ENERGY AND ENVIRONMENTAL CONTROL DEVICES AND PROCEDURES

Incorporate and optimize energy and environmental control devices and procedures.

A. Incorporate, commission, and maintain control and monitoring devices including CO2 monitoring sensors; energy monitoring/optimization devices; and temperature, ventilation, and humidity control devices. Add control devices to existing facilities for optimum energy and environmental performance.

B. Establish and perform procedures including calibration and validation of control devices and sampling for air quality. (Perform such sampling routinely if conditions warrant, i.e. possible presence of mold or asbestos.)

C. Establish and follow routine maintenance procedures to maintain and optimize HVAC equipment itself as well as of control devices.

8.2 OPERATION AND MAINTENANCE

Minimize pollution resulting from operation and maintenance.

A. Utilize Environmentally Preferred Purchasing (see website) for lubricants, cleaning agents, and paint.

B. Utilize methods that reduce pollution including the following:

• Methods that extend life of lubricants

• Reduce pesticide and herbicide use. Utilize Integrated Pest Management. Refer to EPA’s Integrated Pest Management program at http://www.epa.gov/pesticides/

8.3 REDUCE, RE-USE, AND RECYCLE

Examples of BART reduction of resource use and recycling include the following:

A. Vehicle washer water use reduction through system design for recycling.

B. Station and office waste recycling.

C. Operational waste reduction and recycling programs, such as recycling of railroad ties, electronic devices, lamps, and ballasts.


D. Recycle magnetic ballasts and older fluorescent lamps containing poly-chlorinated biphenyls (PCBs) and other toxic chemicals in such a manner that potentially dangerous chemicals are safely reprocessed. Recycle HID lamps.

8.4 PERFORMANCE AND LONGEVITY

Enhance facility performance and longevity.

A. Implement operation and maintenance programs and procedures.

B. Keep operation and maintenance procedures and manuals up-to-date.

C. Perform post-occupancy evaluation and make any modifications necessary to enhance safety, worker productivity, occupants’ health and comfort, and building energy performance.

9. INTEGRATION OF SUSTAINABLE DESIGN AND FACILITY DEVELOPMENT

BART encourages the incorporation of sustainable design early in the project development process, throughout project design and implementation, and in operation and maintenance. Design for sustainability should not be considered as separate from conventional design process and considerations, and it should not be considered as introducing requirements which are totally new. Ideally, design for sustainability and conventional design should form a harmonious process. Design for sustainability should be an integrated, organic, holistic, seamless part of design. Design for sustainability should enhance the classical design approach forming a synergistic process.

END

RELEASE - R2.1 FACILITIES NAMING CONVENTION BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 16 INTRODUCTION - COMMON REQUIREMENTS


FACILITIES NAMING CONVENTION

Reference designators are assigned to designate BART wayside facilities, equipment, and devices. Generally, these designators are formed using a combination of alpha and/or numeric characters as described herein. In cases where a naming convention is not given for certain facilities, the District will provide the reference designators.

A. LINES

A single alpha characters is used to identify each line in the BART operating system:

A - Alameda line

C - Contra Costa line

R - Richmond line

M - Market/Mission line

K - Oakland line

L – Livermore Line

W – West Bay Line

Y – San Francisco Airport Line

S – South Bay Line, designation assigned to cover Warm Springs Extension.

B. STATIONS

A three-character reference designator is used to identify each passenger station: its alpha line designator followed by a two-digit number. The numbering starts from the Oakland wye with the first station assigned with the number 10, and increasing outward with each subsequent station given a number that is a multiple of 10 (i.e. A10, A20, A30, etc.). Following are sample reference designators for Stations:

A Line

A10 – Lake Merritt

A20 – Fruitvale

A90 – Fremont

C Line

C10 - Rockridge

C20 - Orinda


C90 – Piitsburg/Bay Point

R Line

R10 – Ashby

R20 – Berkeley

R60 - Richmond

M Line

M10 – West Oakland

M16 – Embarcadero (Exception to the multiple of 10 rule)

M20 – Montgomery

M90 – Daly City

K Line

K10 – 12th Street

K20 – 19th Street

K30 - MacArthur

L Line

L10 - Castro Valley

L30 - East Dublin/Pleasanton

W Line

W10 - Colma

W20 - South San Francisco

W30 – San Bruno

W40 – Millbrae

Y Line

Y10 – San Francisco Airport

C. TRACKS

Mainline tracks are designated as "1" and "2". The right hand track, when facing outbound from the Oakland Wye, is "Track 1" and the left hand track, when facing outbound from the Oakland Wye, is "Track 2". Where there are more than two mainline tracks the additional ones are numbered on a site-specific basis, e.g., M3, C3, C4.


D. YARDS

Yards are identified by three-alpha character reference designators. There are four yards in the BART operating system, and future yards are assigned designators on a case-by-case basis by the Manager of Systems Engineering.

OCY – Concord Yard

ODY – Daly City Yard

OHY – Hayward Yard

ORY – Richmond Yard

E. INTERLOCKINGS

Interlockings are identified by three-character reference designators in much the same way as stations: the respective alpha line designator followed by a two-digit number. Using the station designator on the inbound (i.e., Oakland Wye) side as a reference point, the interlocking's first digit is assigned the same number as that station's first digit and the second digit is assigned an odd number. If there is only one interlocking between stations, then the second digit is "5". If there are two interlockings between stations, then the second digits are "5" and "7", respectively, heading away from the reference station. If there are three interlockings between stations, then the second digits are "3", "5" and "7", respectively, heading away from the reference station. Following are sample reference designators for interlockings:

C Line

C54 - South Concord Yard Lead (Exception to odd number rule)

C75 - North Concord

C77 - Willow Pass Summit

A Line

A57 - Ashland Avenue

L Line

L07 - Mission Boulevard

L15 - Castro Valley

L17 - Schaefer Ranch Road


F. GATES

Gates within an interlocking are identified by single alpha character reference designators. The letters "I", "O", "Q" and "U" are not used. The interlocking is laid out as it appears on the Central Control display board and the lettering starts with "A" at the upper-right-hand gate of a typical four-gate interlocking, followed with alphabetic order in a counter-clockwise direction (see Figure 1). Assignment of additional gates within an interlocking are made after the basic gates are assigned going in a second counter-clockwise direction. Assignment of gates in non-typical or more complex interlockings shall be coordinated with BART on a case-by-case basis.

Figure 1

G. SWITCHES

Mainline track switches within an interlocking are identified by three-digit number reference designators. The first digit is the track number on which the switch is located, i.e., 1, 2, 3 or 4. The second digit can be any number from 1 to 9, depending on the size and complexity of the interlocking. The third digit is always an odd number between 1 and 9. Switches that move in pairs have the same last two digits, e.g., "123" and "223". The switches of a typical four-switch crossover are normally numbered "123", "223", "127" and "227". The number given to each switch in a four-switch crossover depend on the type of crossover, i.e., "double" or "diamond", and the line on which the crossover is located. See Figures 2a and 2b.

Assignment of switch numbers within interlockings having more than four switches shall be coordinated with BART on a case-by-case basis.


Figure 2a

Figure 2b

H. TERMINAL ZONES

Terminal zones are identified by three-character reference designators: the letters "TM", followed by a single-digit number. The numbers increase sequentially from 1, with odd numbered terminal zones on odd numbered tracks, e.g., TM1 on Track 1, and even numbered terminal zones on even numbered tracks. The numbering of terminal zones shall be coordinated with BART.

I. TRACTION POWER FACILITIES

Traction power facilities include switching stations, substations, sectionalizing stations, or a combination of two or more of these stations. These facilities may also include a gap breaker station. Reference designators consist of three alpha characters, with the first character being the line designator. The last two characters are usually an abbreviation of a passenger station or nearby street from which the facility can be accessed. Following are sample reference designators for traction power facilities:

C Line


CGD - Gehringer Drive (Substation)

CER - Evora Road (Switching Station/Substation)

L Line

LAA - Ashland Avenue (Sectionalizing/Gap Breaker Station)

LMB - Mission Boulevard (Substation)

LCC - Crow Canyon Road (Switching Station)

LED - East Dublin/Pleasanton (Switching Station/Substation)

W line

WCR - El Camino Real (Switching Station/Substation)

J. GAP BREAKERS STATIONS

Gap breaker stations are also identified using three alpha characters. The first letter is the line designator. The second letter is an "X" for mainline gap breaker stations and "Z" for yard-lead gap breaker stations. The third letter is the alphabetic sequence, beginning with "A". If a particular third letter identifier is already used for an existing gap breaker station, then the next available letter shall be used.

C Line

CZE - C54 Interlocking

CXJ - C75 Interlocking (North Concord crossover)

CXK - C77 Interlocking

L Line

LXA - L17 Interlocking

LXB - East Dublin storage

M line

MZA - M95 Interlocking (Daly City Yard)

W Line

WXA - First gap breaker station on W Line

K. CIRCUIT BREAKERS

Circuit breakers in traction power facilities are identified by three-character reference designators: a letter followed by a two-digit number.


1. Switching Stations. The two switching station main 34.5KV breakers are designated from left to right "H11" and "H12", respectively. The tie breaker between the two main breakers is designated "H13" (see Figure 3a).

Figure 3a

2. Substations. The substation 34.5KV high voltage breaker on the left is designated "H01" and the one on the right is designated "H02". The substation 1000VDC main breaker on the left is designated "D01" and the one on the right is designated "DXX" where "XX" represents the total combined number of 1000VDC main and 1000VDC feeder breakers, e.g., "D07". The 1000VDC feeder breakers are designated from "D02" through "D##", where "##" represents one less than the total combined number of main and feeder breakers, e.g., "D06". (see Figure 3b).

Figure 3b


3. Gap Breaker Stations. The 1000VDC gap breakers are designated from left to right "D01" through "DXX", where "XX" represents the highest gap breaker number (see Figure 3c).

Figure 3c

L. CONTACT RAIL SECTIONS

1. Mainline: Mainline contact rail sections are identified by four-character reference designators: two letters followed by a two-digit number. The first letter is the line designator. The second letter designates the track, "L" for left, "R" for right and, where applicable, "E" for center. On all East Bay lines (i.e., A, C, L, R and S) the "R" contact rail is alongside Track 1 and the "L" contact rail is alongside Track 2. However, on all West Bay lines (i.e., M and W) the "R" contact rail is alongside Track 2 and the "L" contact rail is alongside Track 1. In both cases, the two-digit numbers increase outward from the Oakland Wye, beginning with "01" (see Figure 4a).

Figure 4a


2. Yard: Yard contact rail sections are identified by four-character reference designators: two letters followed by a two-digit number. The first letter is the line designator. The second letter is "Y". The two-digit numbers, starting with "01", increase from top to bottom, then left to right, beginning at the yard lead tracks (see Figure 4b).

3. Transfer Tracks: Transfer track contact rail sections are identified by five-character reference designators: three letters, followed by a two-digit number. The first letter is the line designator. The second and third letters are "TF". The two-digit numbers, starting with "01", increase from top to bottom, then left to right (see Figure 4b).

Figure 4b

M. 34.5KV CABLES

34.5KV cable sections are identified by three alpha character reference designators. The first character is the line designator. The second character is either an "R" for the right cable or an "L" for the left cable. The third character is always a "C". The "L" cable is connected to the H01 34.5KV high voltage substation breaker and the "R" cable is connected to the H02 34.5KV high voltage substation breaker.

N. MAINTENANCE-OF-WAY ACCESS

Maintenance-of-way access locations are identified by four-character reference designators: the letters "MW", followed by a two-digit number. The two-digit number of each maintenance-of-way access location is assigned by BART.

O. EMERGENCY EXITS/ENTRANCES

Emergency exit/entrances are identified by four-character reference designators: the letters "EE," followed by a two-digit number. The two-digit number of each emergency exit/entrance is assigned by BART.


P. EMERGENCY TELEPHONES

Wayside emergency telephones are identified by four-digit reference designators: a letter, followed by a three-digit number. The letter is the line designator. The first number is the same first number as that of the station designation closest to the telephone in the Lake Merritt direction. The last two numbers increase sequentially, beginning with "01". The last digit of the number is paired with the associated track number so that odd-numbered emergency telephones are on odd-numbered tracks and even-numbered emergency telephones are on even-numbered tracks. Yard emergency telephones are numbered sequentially, beginning with "ET01".

Q. ELEVATORS, ELEVATOR CAB EMERGENCY TELEPHONES AND ESCALATORS

Elevators, elevator cab emergency telephones, and escalators are identified by five-digit reference designators: the station reference designator, followed by a two-digit number. The two-digit number is assigned by BART.

R. VENTILATION STRUCTURES

Ventilation structures are identified by three alpha character reference designators. The first two letters are usually an abbreviation describing the ventilation structure's location. The third letter is "S".

S. LINE VENTILATION FANS

Line ventilation fans are identified by four-character reference designators: two letters followed by a two-digit number. The first letter is the line designator. The second letter is "V". The two-digit numbers increase sequentially, beginning with "01". The last digit of the number is paired with the associated track number so that odd-numbered fans are on odd-numbered tracks and even-numbered fans are on even-numbered tracks.

T. MOTORIZED DAMPERS

Motorized dampers are designated by four-character reference designators: two letters, followed by a two-digit number. The first letter is the line designator. The second letter is "D". The two-digit numbers increase sequentially, beginning with "01". The last digit of the number is paired with the associated track number so that odd-numbered motorized dampers are on odd-numbered tracks and even-numbered motorized dampers are on even-numbered tracks.

U. FIRE-WATER PUMPS

Fire-water pumps are designated by four-character reference designators: two letters, followed by a two-digit number. The first letter is the line designator. The second letter is "P". The two-digit numbers increase sequentially, beginning with "01". The last digit of the number is paired with the associated track number so that odd-numbered fire-water pumps are on odd-numbered tracks and even-numbered fire-water pumps are on even-numbered tracks.

V. SUMP PUMPS/HIGH WATER ALARMS

Line Sumps are designated with a 3-letter designator. The first letter is the Line designator. The second and third letters are a particular geographical identifier, derived from the name of


the street on which the facility is located, the name of the passenger station or ancillary facility where the sump is collocated, or some other distinctive location identifier, such as "SGR" for S-Line, Guadalupe River.

W. MOTORIZED WATER VALVES

Motorized water valves are designated by four-character reference designators: two letters, followed by a two-digit number. The first letter is the line designator. The second letter is "W". The two-digit numbers increase sequentially, beginning with "01".

X. MANHOLES/PULLBOXES and RACEWAYS

1. Manholes/pullboxes are identified by five-character reference designators: two letters, followed by a three-digit number. The two letter depend upon the electrical system, as follows:

PH - 34.5KV manholes/pullboxes

PP - DC positive manholes/pullboxes

PN - DC negative manholes/pullboxes

PL - Auxiliary power manholes/pullboxes

CC - Communication manholes/pullboxes

TC - Train control/communication manholes/pullboxes

The first digit of the three-digit number is the same number as the first digit of the nearest passenger station on the inbound (i.e., Oakland Wye) side. The last two digits increase sequentially, beginning with "01". Manholes/pullboxes branching off a main run shall have the same number as the main manhole/pullbox with a suffix letter added, beginning with "A". Future manholes/pullboxes added to main runs shall have a -1,-2, etc added to the previous box number.

2. Raceways:

Conduit Numbers System Description

1Kxxx 34.5 kV System

2Kxxx 1000 VDC System

3Kxxx 120-480 Volt, Lighting and Auxiliary Power

4Kxxx Train Control System

5Kxxx Communications System

6Kxxx Control Power, 48-125 VDC

7Kxxx Fire Alarm Control / Annunciation, less than 48 Volts

8Kxxx 4160 Volt Power System


9Kxxx Commercial Telecommunications

where: xxx is an increasing sequential number beginning with “001”

Y. MILEPOSTS

Mileposts are used as reference points from the Oakland Wye, which is the approximate geographic center of the BART system. Beginning at their point of divergence, the A, C, and M line mileposts increase outward from milepost zero in three directions. All mileposts on the K Line use the C Line as their identifier.

Where a line originates by diverging from another line, the milepost distance from the Wye at the point of divergence shall be used as the beginning milepost and continue increasing outward from the wye. Where a new line originates at the end of an existing line, the milepost distance from the Wye at the starting point shall be used as the beginning milepost and continue increasing outward from the Wye.

Above-ground milepost signs are spaced along the BART right-a-way every tenth of a mile alternating between track sides. Mileposts in subways are spaced every one-fiftieth of a mile.

Z. TRAIN CONTROL/COMMUNICATIONS ROOM CABINET DESIGNATORS

CABINETS 1 THROUGH 19 - TRAIN CONTROL

CABINET NO. NOMENCLATURE

1 AUTOMATIC TRAIN CONTROL TERMINATIONS

2-3 TRACK CIRCUITS AND LOGIC

5 TRAIN CONTROL SUPERVISORY & CONTROL (BASIC STATION ATO)

6-10 TRACK CIRCUITS AND LOGIC

11-19 INTERLOCKING

CABINETS 20 THROUGH 28 - COMMUNICATIONS AND ATC


20 SPLICE/CABLE ENTRY

21 MAIN DISTRIBUTION FRAME - CABLE PLANT PROTECTORS

21A MAIN DISTRIBUTION FRAME - CABLE PLANT CROSSCONNECT


22 PABX AND EMERGENCY & TELEPHONE EQUIPMENT

23A SCADA INTERFACE

23B SCADA HOST PLC

24A TRAIN CONTROL RADIO TC-1

24B TRAIN CONTROL RADIO TC-2

24M MAINTENANCE RADIO

24C RADIO COMBINER

24F FIRE RADIO

24P POLICE RADIO

25 LOW-LEVEL COMMUNICATION INTERFACE

25X ELEVATOR INTERCOM

26 MAINTENANCE & EMERGENCY TELEPHONE - PABX INTERFACE

27 HIGH-LEVEL COMMUNICATION INTERFACE

29 SEQUENTIAL OCCUPANCY RELEASE SYSTEM (SORS) OR AUXILIARY TRAIN TRACKING SYSTEM (ATTS)

CABINETS 30 THROUGH 39 - POWER EQUIPMENT


30 BATTERY

31 BATTERY CHARGER

32 INVERTER/STATIC BY-PASS

33H POWER DISTRIBUTION SWITCHBOARD/PANEL 480V

34NA LOW VOLTAGE PANEL BOARD - NON-ESSENTIAL

34EA LOW VOLTAGE PANEL BOARD - ESSENTIAL

35 SWITCH MACHINE POWER

36A 480 VOLT DISTR PANEL (NORMAL)

36B 480 VOLT DISTR PANEL (ALTERNATE)

37A 120 VOLT DISTR PANEL (NORMAL)


37B 120 VOLT DISTR PANEL (ALTERNATE)

37C 120 VOLT UPS DISTR PANEL (ESSENTIAL)

37D 120 VOLT COMM DISTR PANEL (ESSENTIAL)

CABINETS 40 THROUGH 49 - STATION COMMUNICATIONS/PA/TRAIN DESTINATION


40 DESTINATION SIGN SYSTEM COMPUTER

41 PASSENGER STATION COMMUNICATIONS RACK

42 STATION PUBLIC ADDRESS

43 STATION INTERFACE TO STATION AGENTS BOOTH

44 STATION SUPERVISORY & CONTROL INTERFACE

45 FARE COLLECTION DAS

47 SIGN CONTROL PANEL

CABINETS 50 THROUGH 59 - AUX POWER/STATION LIGHTING/SIGN CONTROLS


50 STATION EMERGENCY LIGHTING BATTERY

51 STATION EMERGENCY LIGHTING BATTERY CHARGER

52 STATION EMERGENCY LIGHTING POWER PANELS

53 PASSENGER STATION SIGNS

CABINETS 60 THROUGH 69 - LOCAL CONTROL/TC VENTILATION/SUP CONTROL


60 LOCAL MANUAL CONTROL PANEL

CABINETS 70 THROUGH 79 - TRAIN CONTROL TEST & SIMULATION



76 T/C TEST EQUIPMENT

CABINETS 80 THROUGH 89 - FUTURE (STATION COMPUTERS/LAN)

CABINETS 90 THROUGH 99 - COMM CARRIER/REPEATERS/CARRIER PWR SUP/VIDEO


92 PCM CARRIER

92A PCM REPEATER EQUIPMENT

92B PCM MDF/VF

93 48 VDC POWER SUPPLY

95 CCTV

AA. TRACTION POWER SUBSTATION/GAP BREAKER CABINET DESIGNATORS


A01 34.5KV SWITCHGEAR CUBICLE NO. 1

A02 34.5KV SWITCHGEAR CUBICLE NO. 2

AUX.01 34.5KV SWITCHGEAR AUXILIARY CUBICLE NO. 1

AUX.02 34.5KV SWITCHGEAR AUXILIARY CUBICLE NO. 2

B01 1000VDC CIRCUIT BREAKER CUBICLE NO. 1

B02 1000VDC CIRCUIT BREAKER CUBICLE NO. 2

C01 SUPERVISORY CENTRAL CONTROL BOARD

C02 METER & RELAY BOARD*

C03 SUPERVISORY CONTROL INTERFACE TERMINAL CABINET

D01 DC DISTRIBUTION PANEL

D02 BATTERY

D03 BATTERY CHARGER

ETS EMERGENCY TRIP STATION


EPA YARD EMERGENCY PANEL

F01 FIRE PROTECTION PANEL

G01 GROUNDING DIODE CABINET

L01 AC DISTRIBUTION PANEL NO. 1

L02 AC DISTRIBUTION PANEL NO. 2

NB01 NEGATIVE BUS ENCLOSURE

S01 34.5KV BUS SECTIONALIZATION SWITCH NO. 1

X01 TRANSFORMER NO. 1

X02 TRANSFORMER NO. 2

X11 AUXILIARY POWER TRANSFORMER

Y01 YARD CONTROL BOARD

Z01 RECTIFIER NO. 1

Z02 RECTIFIER NO. 2

23A SCADA/SCADA INTERFACE

* ALTERNATE DESIGNATION OF C02 IS CONTROL & ANNUNCIATOR PANEL

RELEASE – R2.1 TRACKWAY CLEARANCES BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 42 COMMON REQUIREMENTS


TRACKWAY CLEARANCES CONTENTS

1. GENERAL

2. CLEARANCES FOR NEW CONSTRUCTION Figure 1 - At-Grade Clearances (Walkway At Toe of Ballast) Figure 2 - At-Grade Clearances (Walkway on Ballast Shoulder) Figure 3 - At-Grade Clearances (Walkway Between Tracks) Figure 4 - At-Grade Clearances (At-Grade Structures & Outside Walkways) Figure 5 - At-Grade Clearances (At-Grade Structures & Inside Walkways) Figure 6 - At-Grade Clearances (Cartway Between Tracks) Figure 7 - Aerial Clearances (Walkways on Field Side) Figure 8 - Aerial Clearances (Walkway Between Tracks) Figure 9 - Rectangular Subway Clearances Figure 10 - Circular Tunnel Clearances (Tangent Track) Figure 11 - Circular Tunnel Clearances (Walkway on Outside of Curve) Figure 12 - Circular Tunnel Clearances (Walkway on Inside of Curve)

3. STATION PLATFORM CLEARANCES Figure 13 - Station Platform Clearance Diagram

4. ADDITIONAL CLEARANCES FOR HORIZONTAL CURVATURE Table 1 - Additional Lateral Clearances for Horizontal Curvature Figure 14 - Additional Lateral Clearances for Lateral Turnouts Figure 15 - Additional Lateral Clearances for Equilateral Turnouts Table 2 - Additional Lateral Clearances for Turnouts

5. CLEARANCE ADJUSTMENTS FOR SUPERELEVATION Table 3 - Lateral Clearance Adjustments for Superelevation

6. ADDITIONAL CLEARANCES FOR VERTICAL CURVES

7. WALKWAY AND CARTWAY CLEARANCES Figure 16 - Walkway Clearances Figure 17 - Walkway Clearances at Station Platforms Figure 18 - Cartway Clearances

8. TURNTABLE AND TRANSFER TABLE CLEARANCES

9. CAR WASH CLEARANCES


10. THIRD RAIL CLEARANCE Figure 19 - Resilient Tie with Bracket Figure 20 - Resilient Tie with Insulator Mounted on Tie Figure 21 - ConcreteTie with Bracket Figure 22 - Concrete Tie with Insulator Mounted on Tie Figure 23 - Direct Fixation with Bracket Figure 24 - Direct Fixation with Insulator Mounted on Concrete

11. CABINETS, DOORS AND HATCHES

12. TIE END CLEARANCES

13. AATC ANTENNA CLEARANCES Figure 25 - AATC Antenna Clearances

14. MINIMUM CLEARANCES FOR NEW CONSTRUCTION Figure 26 - Construction Clearance Envelope Table 4 - Construction Clearance Envelope

15. ADDITIONAL CLEARANCES FOR SEISMIC FAULT ZONES Figure 27 - Seismic Fault Zone Clearance Envelope Table 5 - Seismic Fault Zone Clearance Envelope

16. ON-TRACK EQUIPMENT CLEARANCE Figure 28 - On-Track Equipment Clearance Envelope

17. MINIMUM CLEARANCES ON EXISTING OPERATING SYSTEM Figure 29 - Minimum Clearance Envelope (Existing Operating System) Table 6 - Minimum Clearance Envelope (Existing Operating System)



TRACKWAY CLEARANCES 1. GENERAL

A. All designs shall provide not less than the minimum clearances as specified in this section.

B. The criteria in this section apply to the design of the entire system.

C. This section describes the minimum clearances to be provided within BART’s trackways.

D. Trackway clearances are inviolate and shall not be subject to interpretation or variance.

E. Trackway clearances provided for herein shall not be impinged upon, including all accumulated construction tolerances.

F. Where conflicts arise from any other requirements, the minimum trackway clearances herein shall be maintained.

G. Wherever possible additional clearances shall be provided.

H. Where there is doubt or conflict, the greater clearances shall be provided.

I. The Vehicle Dynamic Envelope shall only be used for location of trackway walkways and cartways, as provided for herein; this can be found in BART Facilities Standards, Introduction, FACILITIES COMMON DATA, Train Data.

J. For new installations on the existing system, actual field measurements shall be used for design. “As-Built” or other archival documentation shall not be used. In addition to trackway cross-sections, collected measurements shall include actual track crosslevel and alignment measurements, through and for 60 feet on either side of the cross-section location.

K. Additional clearances may be required adjacent to station platforms for train operator look-back and special walkway widths.

L. All graphics and images herein are not to scale.


2. CLEARANCES FOR NEW CONSTRUCTION

A. New track construction shall conform to the following clearance diagrams.

B. Through seismic fault zones, the construction envelope shown in these clearance diagrams shall be replaced with the seismic fault zone construction envelope, provided herein, and equivalent adjustments made to other dimensions.

C. Extreme conditions of curvature and superelevation are typically shown.


Not

es: 1

. 14

.000

' tra

ck c

ente

rs a

re th

e ab

solu

te m

inim

um tr

ack

cent

ers;

15.

000'

trac

k ce

nter

s are

pre

ferr

ed.

2.

Con

stru

ctio

n cl

eara

nce

enve

lope

s of a

djac

ent t

rack

s may

ove

rlap

with

com

bina

tion

of m

inim

um tr

ack

cent

ers,

min

imum

cur

ve

radi

i and

/or m

axim

um su

pere

leva

tion.

3.

A

dditi

onal

dis

tanc

e be

twee

n tra

ck c

ente

rs m

ay b

e re

quire

d fo

r sig

nals

, sig

nage

and

oth

er d

evic

es lo

cate

d be

twee

n tra

cks;

pa

rticu

larly

whe

re sh

arp

curv

atur

e an

d/or

hig

h su

pere

leva

tion

exis

t on

adja

cent

trac

ks.

4.

If E

= 0

then

"S"

= 0

; on

tang

ent t

rack

s "C

" =

0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Si

gnal

s and

sign

age

shal

l be

plac

ed su

ch th

at th

eir v

isib

ility

from

on-

track

equ

ipm

ent i

s not

impa

ired.

7.

A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e co

nstru

ctio

n en

velo

pe n

ot re

quire

d be

low

this

line

.

Figure 1 - At-Grade Clearances (Walkway At Toe of Ballast)


Not

es: 1

. 14

.000

' tra

ck c

ente

rs a

re th

e ab

solu

te m

inim

um tr

ack

cent

ers;

15.

000'

trac

k ce

nter

s are

pre

ferr

ed.

2.

Con

stru

ctio

n cl

eara

nce

enve

lope

s of

adj

acen

t tra

cks

may

ove

rlap

with

com

bina

tion

of m

inim

um tr

ack

cent

ers,

min

imum

cur

vera

dii a

nd/o

r max

imum

supe

rele

vatio

n.

3.

Add

ition

al d

ista

nce

betw

een

track

cen

ters

may

be

requ

ired

for s

igna

ls, s

igna

ge a

nd o

ther

dev

ices

loca

ted

betw

een

track

s;

parti

cula

rly w

here

shar

p cu

rvat

ure

and/

or h

igh

supe

rele

vatio

n ex

ist o

n ad

jace

nt tr

acks

. 4.

If

E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

Se

e st

anda

rd p

lans

for p

lace

men

t of s

igna

ls a

nd si

gnag

e.

6.

Sign

als a

nd si

gnag

e sh

all b

e pl

aced

such

that

thei

r vis

ibili

ty fr

om tr

ains

and

on-

rail

vehi

cles

is n

ot im

paire

d.

7.

The

grab

han

dle

is sh

adow

ed b

y th

e ca

r end

alo

ng th

e ou

tsid

e of

shar

p cu

rves

. 8.

A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e co

nstru

ctio

n en

velo

pe n

ot re

quire

d be

low

this

line

.

9.

A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e dy

nam

ic e

nvel

ope

not r

equi

red

belo

w th

is li

ne.

6.02

1’

6.02

1’

Figure 2 - At-Grade Clearances (Walkway on Ballast Shoulder)


Not

es:

1. 1

4.54

2' tr

ack

cent

ers i

s min

imum

with

wal

kway

bet

wee

n tra

cks,

16.0

00' t

rack

cen

ters

is p

refe

rred

. 2.

The

sum

of 6

.021

’ + C

o - S

od +

2.5

00' +

6.0

21’ +

Ci +

Sid

shal

l be

no le

ss th

an 1

4.54

2'.

3. A

dditi

onal

dis

tanc

e be

twee

n tra

ck c

ente

rs m

ay b

e re

quire

d fo

r si

gnal

s, si

gnag

e an

d ot

her

devi

ces

loca

ted

betw

een

track

s;pa

rticu

larly

whe

re sh

arp

curv

atur

e an

d/or

hig

h su

pere

leva

tion

exis

t on

adja

cent

trac

ks.

4. I

f E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Sig

nals

and

sign

age

shal

l be

plac

ed su

ch th

at th

eir v

isib

ility

from

trai

ns a

nd o

n-ra

il ve

hicl

es is

not

impa

ired.

7.

The

gra

b ha

ndle

is sh

adow

ed b

y th

e ca

r end

alo

ng th

e ou

tsid

e of

shar

p cu

rves

. 8.

Adj

ustm

ent f

or h

oriz

onta

l cur

vatu

re to

the

cons

truct

ion

enve

lope

not

requ

ired

belo

w th

is li

ne.

9. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e dy

nam

ic e

nvel

ope

not r

equi

red

belo

w th

is li

ne.

6.02

1’

6.02

1’

+

Figure 3 - At-Grade Clearances (Walkway Between Tracks)


Not

es: 1

. The

sum

of 6

.521

' + C

o - S

oc +

T +

6.5

21' +

Ci +

Sic

shal

l be

no le

ss th

an 1

4.00

0'.

2. A

dditi

onal

hor

izon

tal c

lear

ance

s may

be

requ

ired

for s

igna

ls, s

igna

ge a

nd o

ther

dev

ices

; par

ticul

arly

on

track

s with

shar

p cu

rvat

ure

and/

or h

igh

supe

rele

vatio

n.

3. A

dditi

onal

cle

aran

ces m

ay b

e re

quire

d al

ong

the

outs

ides

of c

urve

s to

acco

mm

odat

e th

ird ra

il w

orki

ng sp

ace;

par

ticul

arly

whe

re sh

arp

curv

atur

e an

d/or

hi

gh su

pere

leva

tion

exis

t on

adja

cent

trac

ks.

4. If

E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Sig

nals

and

sign

age

shal

l be

plac

ed su

ch th

at th

eir v

isib

ility

from

trai

ns a

nd o

n-ra

il ve

hicl

es is

not

impa

ired.

7.

The

gra

b ha

ndle

is sh

adow

ed b

y th

e ca

r end

alo

ng th

e ou

tsid

e of

shar

p cu

rves

. 8.

Adj

ustm

ent f

or h

oriz

onta

l cur

vatu

re to

the

cons

truct

ion

enve

lope

not

requ

ired

belo

w th

is li

ne.

9. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e dy

nam

ic e

nvel

ope

not r

equi

red

belo

w th

is li

ne.

10. W

here

insu

ffic

ient

spac

e ex

ists

with

in a

t-gra

de st

ruct

ures

, loc

ate

emer

genc

y te

leph

ones

, fire

ext

ingu

ishe

rs, s

igna

l cas

es, w

et st

andp

ipes

, ect

. In

nich

es to

pr

even

t inf

ringe

men

t on

cons

truct

ion,

wal

kway

and

oth

er e

nvel

ops.

6.02

1’

6.02

1’

+

Figure 4 - At-Grade Clearances (At-Grade Structures & Outside Walkways)


Not

es:

1.

The

sum

of

6.02

1’ +

Co

- Sod

+ 2

.500

' + T

+ 2

.500

’ + 6

.021

’ + C

i + S

id sh

all b

e no

less

than

17.

042'

. 2.

Add

ition

al h

oriz

onta

l cle

aran

ces m

ay b

e re

quire

d fo

r sig

nals

, sig

nage

and

oth

er d

evic

es; p

artic

ular

ly o

n tra

cks w

ith sh

arp

curv

atur

e an

d/or

hig

h su

pere

leva

tion.

3.

Add

ition

al c

lear

ance

s may

be

requ

ired

alon

g th

e ou

tsid

es o

f cur

ves t

o ac

com

mod

ate

third

rail

wor

king

spac

e; p

artic

ular

ly w

here

shar

p cu

rvat

ure

and/

or h

igh

supe

rele

vatio

n ex

ist o

n ad

jace

nt tr

acks

. 4.

If E

= 0

then

"S"

= 0

; on

tang

ent t

rack

s "C

" =

0.

5. S

ee st

anda

rd p

lans

for p

lace

men

t of s

igna

ls a

nd si

gnag

e.

6. S

igna

ls a

nd si

gnag

e sh

all b

e pl

aced

such

that

thei

r vis

ibili

ty fr

om tr

ains

and

on-

rail

vehi

cles

is n

ot im

paire

d.

7. T

he g

rab

hand

le is

shad

owed

by

the

car e

nd a

long

the

outs

ide

of sh

arp

curv

es.

8. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e co

nstru

ctio

n en

velo

pe n

ot re

quire

d be

low

this

line

. 9.

Adj

ustm

ent f

or h

oriz

onta

l cur

vatu

re to

the

dyna

mic

env

elop

e no

t req

uire

d be

low

this

line

. 10

. W

here

insu

ffic

ient

spac

e ex

ists

with

in a

t-gra

de st

ruct

ures

, loc

ate

emer

genc

y te

leph

ones

, fire

ext

ingu

ishe

rs, s

igna

l cas

es, w

et st

andp

ipes

, ect

. In

nich

es to

pre

vent

infr

inge

men

t on

cons

truct

ion,

wal

kway

and

oth

er e

nvel

ops.

6.02

1’

6.02

1’

+

Figure 5 - At-Grade Clearances (At-Grade Structures & Inside Walkways)


Not

es:

1. A

dditi

onal

dis

tanc

e be

twee

n tra

ck c

ente

rs m

ay b

e re

quire

d fo

r sig

nals

, sig

nage

and

oth

er d

evic

es lo

cate

d be

twee

n tra

cks;

par

ticul

arly

whe

re sh

arp

curv

atur

e an

d/or

hig

h su

pere

leva

tion

exis

t on

adja

cent

trac

ks.

2. T

he su

m o

f 6.0

21' +

Co

- Sod

+ 6

.000

' + 6

.021

’ + C

i + S

id sh

all b

e no

less

than

18.

000'

. 3.

Add

ition

al d

ista

nce

betw

een

track

cen

ters

may

be

requ

ired

to p

rovi

de fo

r bal

last

shou

lder

s, m

axim

um sh

ould

er sl

opes

, car

tway

cur

bs, d

umm

y co

verb

oard

, wor

king

spac

e be

hind

dum

my

cove

rboa

rd, e

tc.

4. I

f E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Sig

nals

and

sign

age

shal

l be

plac

ed su

ch th

at th

eir v

isib

ility

from

trai

ns a

nd o

n-ra

il ve

hicl

es is

not

impa

ired.

7.

The

gra

b ha

ndle

is sh

adow

ed b

y th

e ca

r end

alo

ng th

e ou

tsid

e of

shar

p cu

rves

. 8.

Fou

ndat

ion

unde

r car

tway

, car

tway

pav

ing

and

curb

s are

show

n fo

r illu

stra

tive

purp

oses

onl

y an

d do

not

des

crib

e re

quire

men

ts.

9. W

here

insu

ffic

ient

spac

e ex

ists

for r

equi

red

balla

st sh

ould

er sl

opes

, ret

aini

ng w

all s

hall

be p

lace

d al

ong

the

track

with

the

grad

e ra

il ne

ares

t the

car

tway

. 10

. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e co

nstru

ctio

n en

velo

pe n

ot re

quire

d be

low

this

line

. 11

. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e dy

nam

ic e

nvel

ope

not r

equi

red

belo

w th

is li

ne. 6.02

1’

6.02

1’

+

Figure 6 - At-Grade Clearances (Cartway Between Tracks)


Not

es:

1. 1

4.00

0' tr

ack

cent

ers a

re th

e ab

solu

te m

inim

um tr

ack

cent

ers;

15.

000'

trac

k ce

nter

s are

pre

ferr

ed.

2. C

onst

ruct

ion

clea

ranc

e en

velo

pes o

f adj

acen

t tra

cks m

ay o

verla

p w

ith c

ombi

natio

n of

min

imum

trac

k ce

nter

s, m

inim

um c

urve

radi

i and

/or m

axim

um su

pere

leva

tion.

3.

Add

ition

al d

ista

nce

betw

een

track

cen

ters

may

be

requ

ired

for s

igna

ls, s

igna

ge a

nd o

ther

dev

ices

loca

ted

betw

een

track

s; p

artic

ular

ly w

here

shar

p cu

rvat

ure

and/

or h

igh

supe

rele

vatio

n ex

ist o

n ad

jace

nt tr

acks

. 4.

If E

= 0

then

"S"

= 0

; on

tang

ent t

rack

s "C

" =

0.

5. S

ee st

anda

rd p

lans

for p

lace

men

t of s

igna

ls a

nd si

gnag

e.

6. S

igna

ls a

nd si

gnag

e sh

all b

e pl

aced

such

that

thei

r vis

ibili

ty fr

om tr

ains

and

on-

rail

vehi

cles

is n

ot im

paire

d.

7. T

he g

rab

hand

le is

shad

owed

by

the

car e

nd a

long

the

outs

ide

of sh

arp

curv

es.

8. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e co

nstru

ctio

n en

velo

pe n

ot re

quire

d be

low

this

line

. 9.

Adj

ustm

ent f

or h

oriz

onta

l cur

vatu

re to

the

dyna

mic

env

elop

e no

t req

uire

d be

low

this

line

. 10

. Thi

s are

a m

ay b

e us

ed fo

r 34.

5 kV

cab

les a

nd sp

lice

boxe

s bet

wee

n pi

ers.

6.02

1’

6.02

1’

Figure 7 - Aerial Clearances (Walkways on Field Side)


Not

es:

1. 1

4.54

2' tr

ack

cent

ers i

s min

imum

with

wal

kway

bet

wee

n tra

cks,

16.0

00' t

rack

cen

ters

is p

refe

rred

. 2.

The

sum

of 6

.021

' + C

o - S

od +

2.5

00' +

6.0

21’ +

Ci +

Sid

shal

l be

no le

ss th

an 1

4.54

2'.

3. A

dditi

onal

dis

tanc

e be

twee

n tra

ck c

ente

rs m

ay b

e re

quire

d fo

r sig

nals

, sig

nage

and

oth

er d

evic

es lo

cate

d be

twee

n tra

cks;

par

ticul

arly

whe

re sh

arp

curv

atur

e an

d/or

hig

h su

pere

leva

tion

exis

t on

adja

cent

trac

ks.

4. If

E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Sig

nals

and

sign

age

shal

l be

plac

ed su

ch th

at th

eir v

isib

ility

from

trai

ns a

nd o

n-ra

il ve

hicl

es is

not

impa

ired.

7.

The

gra

b ha

ndle

is sh

adow

ed b

y th

e ca

r end

alo

ng th

e ou

tsid

e of

shar

p cu

rves

. 8.

Adj

ustm

ent f

or h

oriz

onta

l cur

vatu

re to

the

cons

truct

ion

enve

lope

not

requ

ired

belo

w th

is li

ne.

9. A

djus

tmen

t for

hor

izon

tal c

urva

ture

to th

e dy

nam

ic e

nvel

ope

not r

equi

red

belo

w th

is li

ne.

10. 1

.000

' wid

th o

f wor

king

spac

e m

ay b

e re

duce

d to

a m

inim

um o

f 0.6

25' w

here

con

flict

with

aco

ustic

al b

arrie

r exi

sts.

11. T

his a

rea

may

be

used

for 3

4.5

kV c

able

s and

splic

e bo

xes b

etw

een

pier

s.

6.02

1’

6.02

1’

+

Figure 8 - Aerial Clearances (Walkway Between Tracks)


Not

es:

1. T

he su

m o

f 6.5

21' +

C -

S sh

all b

e no

less

than

7.2

50';

the

sum

of 6

.021

’ + C

- S

+ 2

.500

’ sh

all b

e no

less

than

8.6

88'.

2. A

dditi

onal

hor

izon

tal c

lear

ance

s may

be

requ

ired

for s

igna

ls, s

igna

ge a

nd o

ther

dev

ices

; par

ticul

arly

on

track

s with

shar

p cu

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ure

and/

or h

igh

supe

rele

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n.

3. A

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cle

aran

ces m

ay b

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quire

d al

ong

the

outs

ides

of c

urve

s to

acco

mm

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e th

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il w

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ace;

par

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arly

whe

re sh

arp

curv

atur

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d/or

hig

h su

pere

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tion

exis

t on

adja

cent

trac

ks.

4. If

E =

0 th

en "

S" =

0; o

n ta

ngen

t tra

cks "

C"

= 0.

5.

See

stan

dard

pla

ns fo

r pla

cem

ent o

f sig

nals

and

sign

age.

6.

Sig

nals

and

sign

age

shal

l be

plac

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ch th

at th

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isib

ility

from

trai

ns a

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n-ra

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hicl

es is

not

impa

ired.

7.

The

gra

b ha

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is sh

adow

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y th

e ca

r end

alo

ng th

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tsid

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shar

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. 8.

Adj

ustm

ent f

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l cur

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re to

the

cons

truct

ion

enve

lope

not

requ

ired

belo

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is li

ne.

9. A

djus

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hor

izon

tal c

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to th

e dy

nam

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ope

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10.

Eith

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ngen

t tra

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min

imum

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not

es m

ust b

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11.

Bot

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all b

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n 2.

000'

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imum

and

3.2

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axim

um a

bove

top

of n

ear r

ail.

12.

Whe

re in

suff

icie

nt sp

ace

exis

ts, l

ocat

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erge

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ire e

xtin

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ases

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6.02

1’

6.02

1’

+

Figure 9 - Rectangular Subway Clearances


6.021’

Figure 10 - Circular Tunnel Clearances (Tangent Track)

See Figure 12 for notes.


6.021’+

Figure 11 - Circular Tunnel Clearances (Walkway on Outside of Curve)

See Figure 12 for notes.


6.021’ +

Figure 12 - Circular Tunnel Clearances (Walkway on Inside of Curve)

Notes for Figures 10, 11 and 12: 1. Additional clearances

may be required for signals, signage and other devices; particularly on tracks with sharp curvature and/or high superelevation.

2. If E = 0 then "S" = 0; on tangent tracks "C" = 0. 3. See standard plans for placement of signals, signage and other trackway installations. 4. Signals and signage shall be placed such that their visibility from trains and on-rail vehicles is not

impaired. 5. The grab handle is shadowed by the car end along the outside of sharp curves. 6. Adjustment for horizontal curvature to the construction envelope not required below this line. 7. Adjustment for horizontal curvature to the dynamic envelope not required below this line. 8. The lower portion of the 1.000’ width of third rail working space may be reduced to accommodate

circular tunnel. 9. Bottom of walkway shall be between 2.000' minimum and 3.250' maximum above top of near rail.

Minimum walkway elevations yield smaller tunnel diameters. 10. Ensure walkway construction does not infringe on construction envelope. 11. Where insufficient space exists, locate emergency telephones, fire extinguishers, signal cases,

wet standpipes, etc. Outside bore diameter to prevent infringement on construction, walkway and other envelopes.


3. STATION PLATFORM CLEARANCES

The clearances for trackways at station platforms are shown in Figure 13.

Figure 13 - Station Platform Clearance Diagram


Notes for Figure 13: 1. This area is exclusively reserved for the installation of Destination Sign System. The absence

of Destination Signs does not allow the use of this area for any other use. 2. This area shall be provided for through and 200’ beyond both ends of each station platform,

on the same side as the station platform, for train operator look-back when departing stations.

3. Taper 0.375’ away from track uniformly for 8.000’ to end of platform. 4. An emergency under platform refuge space shall be provided adjacent to the track,

underneath the edge of the platform. This space shall be unobstructed and shall be kept clear of any intrusions except for milepost signs. The emergency under platform refuge space shall be accessible from both ends of the station platform, with a 10-car revenue track berthed at the platform.

5. An emergency undercar refuge space shall be provided along entire length of the station platforms. The trackway shall contain a continuous space between rails and under cars as shown centered on the centerline of the track. This space shall be unobstructed and shall be kept clear of any intrusions except as required for electrical and train control equipment as provided for herein and under car deluge systems (Note 6). The emergency undercar refuge space shall be accessible from both ends of the station platform, with a 10-car revenue track berthed at the platform.

6. Where required, the undercar deluge system shall be installed in the 0.500’ square shown, including all mounting hardware. The top of this area shall be level with the top of the top of the concrete slab supporting the rail fasteners. The absence of an undercar deluge system does not allow the use of this area for any other use.

7. This area is exclusively reserved for third rail and third rail working envelope as provided for herein.

8. Clearances shall be increased, as provided for herein, where horizontal curves are within 70’ of station platforms.

9. See special walkway width requirements, herein, regarding special walkway clearances adjacent to station platforms.

10. By design station platforms impinge upon the dynamic envelops of BART Revenue Vehicles. 4. ADDITIONAL CLEARANCES FOR HORIZONTAL CURVATURE

A. Additional lateral clearances shall be provided to accommodate car body overhang on and within 60 feet of horizontal curves. See Table 1.

B. Additional lateral clearances shall be provided at turnouts as shown in Figures 14,15 and Table 2.

C. The additional clearances required for carbody overhang along horizontal curves are abbreviated as follows:

Co: Additional Clearance required for curvature along the outside of curves.

Ci: Additional Clearance required for curvature along the inside of curves.

D. The worst case horizontal alignment within 60 feet of either side of a particular point shall be used for determining additional required clearances.


Table 1 - Additional Lateral Clearances for Horizontal Curvature

Carbody Overhang Without Grab Bar

Carbody Overhang With Grab Bar

Carbody Overhang Without Grab Bar

Carbody Overhang With Grab Bar

Radius

Outside of Curve

(Co)

Inside of Curve

(Ci)

Outsideof Curve

(Co)

Inside of Curve

(Ci) Radius

Outsideof Curve

(Co)

Inside of Curve

(Ci)

Outsideof Curve

(Co)

Insideof Curve

(Ci) 500' 0.563' 0.625' 0.563' 0.625' 1,800' 0.153' 0.174' 0.236' 0.270' 510' 0.552' 0.613' 0.552' 0.613' 1,900' 0.145' 0.164' 0.232' 0.265' 520' 0.541' 0.601' 0.541' 0.601' 2,000' 0.137' 0.156' 0.229' 0.260' 530' 0.530' 0.590' 0.530' 0.590' 2,100' 0.131' 0.149' 0.226' 0.256' 540' 0.520' 0.579' 0.520' 0.579' 2,200' 0.125' 0.142' 0.224' 0.252' 550' 0.511' 0.568' 0.511' 0.568' 2,300' 0.119' 0.136' 0.221' 0.248' 560' 0.501' 0.558' 0.501' 0.558' 2,400' 0.114' 0.130' 0.219' 0.245' 570' 0.492' 0.549' 0.492' 0.549' 2,500' 0.110' 0.125' 0.217' 0.241' 580' 0.483' 0.539' 0.483' 0.539' 2,600' 0.106' 0.120' 0.215' 0.239' 590' 0.475' 0.530' 0.475' 0.530' 2,700' 0.102' 0.116' 0.213' 0.236' 600' 0.467' 0.521' 0.467' 0.521' 2,800' 0.098' 0.112' 0.211' 0.233' 620' 0.451' 0.504' 0.451' 0.504' 2,900' 0.095' 0.108' 0.210' 0.231' 640' 0.437' 0.488' 0.437' 0.488' 3,000' 0.091' 0.104' 0.208' 0.229' 660' 0.423' 0.474' 0.423' 0.474' 3,100' 0.088' 0.101' 0.207' 0.227' 680' 0.411' 0.460' 0.411' 0.460' 3,200' 0.086' 0.098' 0.206' 0.225' 700' 0.399' 0.447' 0.399' 0.447' 3,300' 0.083' 0.095' 0.205' 0.223' 720' 0.387' 0.434' 0.387' 0.434' 3,400' 0.081' 0.092' 0.203' 0.222' 740' 0.377' 0.422' 0.377' 0.422' 3,500' 0.078' 0.089' 0.202' 0.220' 760' 0.366' 0.411' 0.366' 0.412' 4,000' 0.068' 0.078' 0.198' 0.213' 780' 0.357' 0.401' 0.357' 0.406' 4,500' 0.061' 0.069' 0.194' 0.208' 800' 0.348' 0.391' 0.348' 0.400' 5,000' 0.055' 0.063' 0.192' 0.204' 820' 0.339' 0.381' 0.339' 0.394' 5,500' 0.050' 0.057' 0.189' 0.201' 840' 0.331' 0.372' 0.331' 0.389' 6,000' 0.046' 0.052' 0.188' 0.198' 860' 0.323' 0.363' 0.323' 0.383' 6,500' 0.042' 0.048' 0.186' 0.195' 880' 0.316' 0.355' 0.316' 0.378' 7,000' 0.039' 0.045' 0.185' 0.193' 900' 0.308' 0.347' 0.308' 0.374' 7,500' 0.036' 0.042' 0.183' 0.192' 920' 0.302' 0.340' 0.302' 0.369' 8,000' 0.034' 0.039' 0.182' 0.190' 940' 0.295' 0.333' 0.299' 0.365' 10,000' 0.027' 0.031' 0.179' 0.185' 960' 0.289' 0.326' 0.297' 0.361' 12,000' 0.023' 0.026' 0.177' 0.182' 980' 0.283' 0.319' 0.294' 0.357' 14,000' 0.019' 0.022' 0.176' 0.180'

1,000' 0.277' 0.313' 0.291' 0.353' 16,000' 0.017' 0.020' 0.174' 0.178' 1,100' 0.252' 0.284' 0.280' 0.336' 18,000' 0.015' 0.017' 0.174' 0.177' 1,200' 0.230' 0.260' 0.271' 0.322' 20,000' 0.014' 0.016' 0.173' 0.176' 1,300' 0.212' 0.240' 0.263' 0.310' 30,000' 0.009' 0.010' 0.171' 0.173' 1,400' 0.197' 0.223' 0.256' 0.300' 40,000' 0.007' 0.008' 0.170' 0.171' 1,500' 0.184' 0.208' 0.250' 0.291' 50,000' 0.005' 0.006' 0.169' 0.170' 1,600' 0.172' 0.195' 0.245' 0.283' 100,000' 0.003' 0.003' 0.168' 0.169' 1,700' 0.162' 0.184' 0.240' 0.277' Tangent 0.000' 0.000' 0.167' 0.167'

Note: For Curves with Radii between that shown on this table use the values shown for the next sharper radius.


Figure 14 - Additional Lateral Clearances for Lateral Turnouts


Figure 15 - Additional Lateral Clearances for Equilateral Turnouts


Table 2 - Additional Lateral Clearances for Turnouts

#8 Turnouts Lateral Equilateral

Distance Along Straight Side From Point of Switch

Additional Clearances

Required Along Straight Side of

Turnout “S”


Required Along Turnout Side of

Turnout “T”


Required Along Both Sides of

Turnout “E”

1 60'-70' Ahead of PS 0.000' 0.000' 0.000' 2 50'-60' Ahead of PS 0.055' 0.000' 0.028' 3 40'-50' Ahead of PS 0.131' 0.000' 0.065' 4 30'-40' Ahead of PS 0.237' 0.000' 0.119' 5 20'-30' Ahead of PS 0.385' 0.052' 0.219' 6 10'-20' Ahead of PS 0.574' 0.187' 0.380' 7 0'-10' Ahead of PS 0.574' 0.369' 0.420' 8 Point of Switch (PS) 0.472' 0.369' 0.420' 9 0'-10' From PS, Toward Frog 0.472' 0.403' 0.420' 10 10'-20' From PS, Toward Frog 0.291' 0.440' 0.347' 11 20'-30' From PS, Toward Frog 0.000' 0.484' 0.242' 12 30'-40' From PS, Toward Frog 0.000' 0.527' 0.264' 13 40'-50' From PS, Toward Frog 0.000' 0.532' 0.266' 14 50'-60' From PS, Toward Frog 0.000' 0.530' 0.265' 15 60'-70' From PS, Toward Frog 0.000' 0.468' 0.234' 16 70'-80' From PS, Toward Frog 0.000' 0.320' 0.160' 17 80'-90' From PS, Toward Frog 0.000' 0.133' 0.066' 18 90'-100' From PS, Toward Frog 0.000' 0.025' 0.012' 19 100'-110' From PS, Toward Frog 0.000' 0.000' 0.000' Note: Do not use this table for existing turnouts in Hayward, Concord, Daly City and Richmond Yards. Separate calculations shall be made on a case-by-case basis.


Table 2 - Additional Lateral Clearances for Turnouts (Continued)





Turnout “S”



Turnout “T”



Turnout “E”

1 60'-70' Ahead of PS 0.000' 0.000' 0.000' 2 50'-60' Ahead of PS 0.055' 0.000' 0.028' 3 40'-50' Ahead of PS 0.131' 0.000' 0.065' 4 30'-40' Ahead of PS 0.225' 0.000' 0.113' 5 20'-30' Ahead of PS 0.346' 0.052' 0.199' 6 10'-20' Ahead of PS 0.492' 0.187' 0.340' 7 0'-10' Ahead of PS 0.492' 0.360' 0.347' 8 Point of Switch (PS) 0.333' 0.360' 0.347' 9 0'-10' From PS, Toward Frog 0.333' 0.361' 0.347' 10 10'-20' From PS, Toward Frog 0.081' 0.354' 0.217' 11 20'-30' From PS, Toward Frog 0.000' 0.320' 0.160' 12 30'-40' From PS, Toward Frog 0.000' 0.331' 0.166' 13 40'-50' From PS, Toward Frog 0.000' 0.337' 0.169' 14 50'-60' From PS, Toward Frog 0.000' 0.338' 0.169' 15 60'-70' From PS, Toward Frog 0.000' 0.335' 0.167' 16 70'-80' From PS, Toward Frog 0.000' 0.289' 0.145' 17 80'-90' From PS, Toward Frog 0.000' 0.190' 0.095' 18 90'-100' From PS, Toward Frog 0.000' 0.074' 0.037' 19 100'-110' From PS, Toward Frog 0.000' 0.012' 0.006' 20 110'-120' From PS, Toward Frog 0.000' 0.000' 0.000'







Turnout “S”



Turnout “T”



Turnout “E”

1 60'-70' Ahead of PS 0.000' 0.000' 0.000' 2 50'-60' Ahead of PS 0.038' 0.000' 0.019' 3 40'-50' Ahead of PS 0.089' 0.000' 0.045' 4 30'-40' Ahead of PS 0.153' 0.000' 0.077' 5 20'-30' Ahead of PS 0.228' 0.036' 0.132' 6 10'-20' Ahead of PS 0.313' 0.128' 0.221' 7 0'-10' Ahead of PS 0.313' 0.247' 0.221' 8 Point of Switch (PS) 0.180' 0.247' 0.214' 9 0'-10' From PS, Toward Frog 0.180' 0.247' 0.214' 10 10'-20' From PS, Toward Frog 0.000' 0.234' 0.117' 11 20'-30' From PS, Toward Frog 0.000' 0.188' 0.094' 12 30'-40' From PS, Toward Frog 0.000' 0.146' 0.073' 13 40'-50' From PS, Toward Frog 0.000' 0.137' 0.069' 14 50'-60' From PS, Toward Frog 0.000' 0.134' 0.067' 15 60'-70' From PS, Toward Frog 0.000' 0.134' 0.067' 16 70'-80' From PS, Toward Frog 0.000' 0.134' 0.067' 17 80'-90' From PS, Toward Frog 0.000' 0.134' 0.067' 18 90'-100' From PS, Toward Frog 0.000' 0.134' 0.067' 19 100'-110' From PS, Toward Frog 0.000' 0.130' 0.065' 20 110'-120' From PS, Toward Frog 0.000' 0.105' 0.052' 21 120'-130' From PS, Toward Frog 0.000' 0.059' 0.030' 22 130'-140' From PS, Toward Frog 0.000' 0.019' 0.010' 23 140'-150' From PS, Toward Frog 0.000' 0.001' 0.001' 24 150'-160' From PS, Toward Frog 0.000' 0.000' 0.000'



#20 Tangential Turnouts Lateral




Turnout “S”



Turnout “T”

1 60'-70' Ahead of PS 0.000' 0.000' 2 50'-60' Ahead of PS 0.009' 0.000' 3 40'-50' Ahead of PS 0.023' 0.000' 4 30'-40' Ahead of PS 0.043' 0.000' 5 20'-30' Ahead of PS 0.070' 0.009' 6 10'-20' Ahead of PS 0.099' 0.032' 7 0'-10' Ahead of PS 0.094' 0.063' 8 Point of Switch (PS) 0.086' 0.060' 9 0'-10' From PS, Toward Frog 0.086' 0.077' 10 10'-20' From PS, Toward Frog 0.048' 0.081' 11 20'-30' From PS, Toward Frog 0.000' 0.081' 12 30'-40' From PS, Toward Frog 0.000' 0.081' 13 40'-50' From PS, Toward Frog 0.000' 0.081' 14 50'-60' From PS, Toward Frog 0.000' 0.081' 15 60'-70' From PS, Toward Frog 0.000' 0.081' 16 70'-80' From PS, Toward Frog 0.000' 0.081' 17 80'-90' From PS, Toward Frog 0.000' 0.081' 18 90'-100' From PS, Toward Frog 0.000' 0.081' 19 100'-110' From PS, Toward Frog 0.000' 0.081' 20 110'-120' From PS, Toward Frog 0.000' 0.081' 21 120'-130' From PS, Toward Frog 0.000' 0.081' 22 130'-140' From PS, Toward Frog 0.000' 0.081' 23 140'-150' From PS, Toward Frog 0.000' 0.081' 24 150'-160' From PS, Toward Frog 0.000' 0.081' 25 160'-170' From PS, Toward Frog 0.000' 0.081' 26 170'-180' From PS, Toward Frog 0.000' 0.075' 27 180'-190' From PS, Toward Frog 0.000' 0.056' 28 190'-200' From PS, Toward Frog 0.000' 0.027' 29 200'-210' From PS, Toward Frog 0.000' 0.007' 30 210'-220' From PS, Toward Frog 0.000' 0.000'



#20 Old Standard Turnouts Lateral Equilateral




Turnout “S”



Turnout “T”



Turnout “E”

1 60'-70' Ahead of PS 0.000' 0.000' 0.000' 2 50'-60' Ahead of PS 0.022' 0.000' 0.011' 3 40'-50' Ahead of PS 0.051' 0.000' 0.025' 4 30'-40' Ahead of PS 0.087' 0.000' 0.044' 5 20'-30' Ahead of PS 0.131' 0.020' 0.076' 6 10'-20' Ahead of PS 0.180' 0.073' 0.127' 7 0'-10' Ahead of PS 0.180' 0.140' 0.127' 8 Point of Switch (PS) 0.106' 0.140' 0.123' 9 0'-10' From PS, Toward Frog 0.106' 0.140' 0.123' 10 10'-20' From PS, Toward Frog 0.000' 0.134' 0.067' 11 20'-30' From PS, Toward Frog 0.000' 0.110' 0.055' 12 30'-40' From PS, Toward Frog 0.000' 0.089' 0.044' 13 40'-50' From PS, Toward Frog 0.000' 0.081' 0.041' 14 50'-60' From PS, Toward Frog 0.000' 0.078' 0.039' 15 60'-70' From PS, Toward Frog 0.000' 0.078' 0.039' 16 70'-80' From PS, Toward Frog 0.000' 0.078' 0.039' 17 80'-90' From PS, Toward Frog 0.000' 0.078' 0.039' 18 90'-100' From PS, Toward Frog 0.000' 0.078' 0.039' 19 100'-110' From PS, Toward Frog 0.000' 0.078' 0.039' 20 110'-120' From PS, Toward Frog 0.000' 0.078' 0.039' 21 120'-130' From PS, Toward Frog 0.000' 0.078' 0.039' 22 130'-140' From PS, Toward Frog 0.000' 0.078' 0.039' 23 140'-150' From PS, Toward Frog 0.000' 0.078' 0.039' 24 150'-160' From PS, Toward Frog 0.000' 0.070' 0.035' 25 160'-170' From PS, Toward Frog 0.000' 0.049' 0.025' 26 170'-180' From PS, Toward Frog 0.000' 0.021' 0.011' 27 180'-190' From PS, Toward Frog 0.000' 0.005' 0.002' 28 190'-200' From PS, Toward Frog 0.000' 0.000' 0.000'


5. CLEARANCE ADJUSTMENTS FOR SUPERELEVATION

A. Additional clearances shall be provided where tracks are superelevated track or are not level.

B. It is possible for different vertical locations on the car body to have the most significant effect depending upon the amount of crosslevel. The widest point of the clearance envelope shall be used for adjacent vertical obstructions.

C. Horizontal clearance adjustments along curves with superelevation are abbreviated as follows:

So: Change in clearance along the outside of curves on the side of the track with the higher rail where crosslevel is present.

Si: Additional clearance required along the inside of curves or on the side of the track with the lower rail where crosslevel is present.

D. For vertical walls and other vertical obstructions adjacent to the track, the additional horizontal clearances, required for the various BART clearance envelopes are shown in Tables 3, 4, 5 & 6. Separate analysis is required for other clearance envelopes or for installations other than vertical walls.

E. For the required change in vertical or horizontal clearances on superelevated track or where the tracks are not level, for any particular point on a clearance envelope, the following formula shall be used to determine the change in clearances.

E E ΔX = X { 1-cos [ sin-1 ( 69.288 )]} - Y ( 69.288 )

E E ΔY = Y { 1-cos [ sin-1 ( 69.288 )]} + X ( 69.288 ) Where: E = Track superelevation in inches. X = Horizontal distance from track centerline on clearance envelope

where change in clearance in to be calculated, with horizontal distances on the side of the car on the low side to be taken as negative.

ΔX = Horizontal change in clearance at point X. Y = Vertical distance from the plane created by the tops of the two

running rails where change in clearance in to be calculated. ΔY = Vertical change in clearance at point Y. Notes: 1. Superelevation is calculated on a base of 69.288” (5.774’). 2. |So| ≠ |Si| .


Table 3 - Lateral Clearance Adjustments for Superelevation

Dynamic Clearance Envelope (Figure 8 - BFS, Introduction, Facilities Common Data, Train Data)

Superelevation (Crosslevel)

Track & Car Angle

Outside ofCurve (Sod)

Inside of Curve (Sid)

0'' 0.0000000000° 0.000' 0.000' 1/4'' 0.2067309773° 0.019' 0.019' 1/2'' 0.4134646461° 0.039' 0.038' 3/4'' 0.6202036980° 0.058' 0.057' 1'' 0.8269508254° 0.078' 0.076'

1 1/4'' 1.0337087217° 0.097' 0.095' 1 1/2'' 1.2404800814° 0.117' 0.114' 1 3/4'' 1.4472676006° 0.137' 0.133'

2'' 1.6540739774° 0.156' 0.151' 2 1/4'' 1.8609019121° 0.176' 0.170' 2 1/2'' 2.0677541075° 0.196' 0.189' 2 3/4'' 2.2746332692° 0.216' 0.207'

3'' 2.4815421059° 0.237' 0.225' 3 1/4'' 2.6884833302° 0.257' 0.244' 3 1/2'' 2.8954596579° 0.277' 0.262' 3 3/4'' 3.1024738095° 0.297' 0.280'

4'' 3.3095285096° 0.318' 0.298' 4 1/4'' 3.5166264878° 0.338' 0.316' 4 1/2'' 3.7237704786° 0.359' 0.334' 4 3/4'' 3.9309632221° 0.380' 0.351'

5'' 4.1382074643° 0.401' 0.369' 5 1/4'' 4.3455059569° 0.421' 0.387' 5 1/2'' 4.5528614585° 0.442' 0.404' 5 3/4'' 4.7602767343° 0.463' 0.422'

6'' 4.9677545565° 0.484' 0.439' 6 1/4'' 5.1752977049° 0.506' 0.457' 6 1/2'' 5.3829089671° 0.527' 0.480' 6 3/4'' 5.5905911389° 0.548' 0.504'

7'' 5.7983470244° 0.570' 0.527' 7 1/4'' 6.0061794369° 0.591' 0.551' 7 1/2'' 6.2140911986° 0.613' 0.574' 7 3/4'' 6.4220851414° 0.634' 0.598'

8'' 6.6301641071° 0.656' 0.621' 8 1/4'' 6.8383309480° 0.678' 0.644'

Note: The data provided in this table only relates to vertical obstructions, parallel with the track.

Separate analysis is required for each clearance envelope and for installations other than vertical obstructions.


Table 3 - Lateral Clearance Adjustments for Superelevation (Continued)

Construction Clearance Envelope Figure 26


Track & Car Angle

Outside ofCurve (Soc)

Inside of Curve (Sic)

0'' 0.0000000000° 0.000’ 0.000’ 1/4'' 0.2067309773° 0.019’ 0.019’ 1/2'' 0.4134646461° 0.039’ 0.038’ 3/4'' 0.6202036980° 0.058’ 0.057’ 1'' 0.8269508254° 0.078’ 0.076’

1 1/4'' 1.0337087217° 0.097’ 0.095’ 1 1/2'' 1.2404800814° 0.117’ 0.114’ 1 3/4'' 1.4472676006° 0.137’ 0.133’

2'' 1.6540739774° 0.157’ 0.151’ 2 1/4'' 1.8609019121° 0.177’ 0.170’ 2 1/2'' 2.0677541075° 0.197’ 0.188’ 2 3/4'' 2.2746332692° 0.217’ 0.207’

3'' 2.4815421059° 0.237’ 0.225’ 3 1/4'' 2.6884833302° 0.257’ 0.243’ 3 1/2'' 2.8954596579° 0.278’ 0.261’ 3 3/4'' 3.1024738095° 0.298’ 0.279’

4'' 3.3095285096° 0.319’ 0.297’ 4 1/4'' 3.5166264878° 0.339’ 0.315’ 4 1/2'' 3.7237704786° 0.360’ 0.333’ 4 3/4'' 3.9309632221° 0.381’ 0.350’

5'' 4.1382074643° 0.402’ 0.368’ 5 1/4'' 4.3455059569° 0.423’ 0.385’ 5 1/2'' 4.5528614585° 0.444’ 0.403’ 5 3/4'' 4.7602767343° 0.465’ 0.420’

6'' 4.9677545565° 0.486’ 0.437’ 6 1/4'' 5.1752977049° 0.508’ 0.457’ 6 1/2'' 5.3829089671° 0.529’ 0.488’ 6 3/4'' 5.5905911389° 0.551’ 0.518’

7'' 5.7983470244° 0.572’ 0.549’ 7 1/4'' 6.0061794369° 0.594’ 0.579’ 7 1/2'' 6.2140911986° 0.616’ 0.610’ 7 3/4'' 6.4220851414° 0.637’ 0.640’

8'' 6.6301641071° 0.659’ 0.670’ 8 1/4'' 6.8383309480° 0.681’ 0.701’

Note: The data provided in this table only relates to vertical obstructions, parallel with the track.

Separate analysis is required for each clearance envelope and for installations other than vertical obstructions.



Seismic Clearance Envelope Figure 27


Track & Car Angle

Outside of Curve (Sos)

Inside of Curve (Sis)

0'' 0.0000000000° 0.000' 0.000' 1/4'' 0.2067309773° 0.019' 0.019' 1/2'' 0.4134646461° 0.039' 0.038' 3/4'' 0.6202036980° 0.058' 0.057' 1'' 0.8269508254° 0.078' 0.076'

1 1/4'' 1.0337087217° 0.097' 0.095' 1 1/2'' 1.2404800814° 0.117' 0.114' 1 3/4'' 1.4472676006° 0.137' 0.132'

2'' 1.6540739774° 0.157' 0.151' 2 1/4'' 1.8609019121° 0.177' 0.169' 2 1/2'' 2.0677541075° 0.197' 0.188' 2 3/4'' 2.2746332692° 0.218' 0.206'

3'' 2.4815421059° 0.238' 0.224' 3 1/4'' 2.6884833302° 0.258' 0.242' 3 1/2'' 2.8954596579° 0.279' 0.260' 3 3/4'' 3.1024738095° 0.300' 0.278'

4'' 3.3095285096° 0.320' 0.295' 4 1/4'' 3.5166264878° 0.341' 0.313' 4 1/2'' 3.7237704786° 0.362' 0.331' 4 3/4'' 3.9309632221° 0.383' 0.348'

5'' 4.1382074643° 0.404' 0.365' 5 1/4'' 4.3455059569° 0.426' 0.382' 5 1/2'' 4.5528614585° 0.447' 0.400' 5 3/4'' 4.7602767343° 0.469' 0.417'

6'' 4.9677545565° 0.490' 0.434' 6 1/4'' 5.1752977049° 0.512' 0.457' 6 1/2'' 5.3829089671° 0.533' 0.488' 6 3/4'' 5.5905911389° 0.555' 0.518'

7'' 5.7983470244° 0.577' 0.549' 7 1/4'' 6.0061794369° 0.599' 0.579' 7 1/2'' 6.2140911986° 0.621' 0.610' 7 3/4'' 6.4220851414° 0.644' 0.640'

8'' 6.6301641071° 0.666' 0.670' 8 1/4'' 6.8383309480° 0.689' 0.700'

Note: The data provided in this table only relates to vertical obstructions, parallel with the

track. Separate analysis is required for each clearance envelope and for installations other than vertical obstructions.



Minimum Clearance Envelope (Existing Operating System) Figure 29


Track & Car Angle

Outside of Curve (Som)

Inside of Curve (Sim)

0'' 0.0000000000° 0.000' 0.000' 1/4'' 0.2067309773° 0.019' 0.019' 1/2'' 0.4134646461° 0.039' 0.038' 3/4'' 0.6202036980° 0.058' 0.057' 1'' 0.8269508254° 0.078' 0.076'

1 1/4'' 1.0337087217° 0.097' 0.095' 1 1/2'' 1.2404800814° 0.117' 0.114' 1 3/4'' 1.4472676006° 0.137' 0.133'

2'' 1.6540739774° 0.157' 0.151' 2 1/4'' 1.8609019121° 0.176' 0.170' 2 1/2'' 2.0677541075° 0.196' 0.188' 2 3/4'' 2.2746332692° 0.217' 0.207'

3'' 2.4815421059° 0.237' 0.225' 3 1/4'' 2.6884833302° 0.257' 0.243' 3 1/2'' 2.8954596579° 0.277' 0.262' 3 3/4'' 3.1024738095° 0.298' 0.280'

4'' 3.3095285096° 0.318' 0.298' 4 1/4'' 3.5166264878° 0.339' 0.315' 4 1/2'' 3.7237704786° 0.359' 0.333' 4 3/4'' 3.9309632221° 0.380' 0.351'

5'' 4.1382074643° 0.401' 0.369' 5 1/4'' 4.3455059569° 0.422' 0.386' 5 1/2'' 4.5528614585° 0.443' 0.404' 5 3/4'' 4.7602767343° 0.464' 0.421'

6'' 4.9677545565° 0.485' 0.439' 6 1/4'' 5.1752977049° 0.506' 0.456' 6 1/2'' 5.3829089671° 0.528' 0.480' 6 3/4'' 5.5905911389° 0.549' 0.505'

7'' 5.7983470244° 0.570' 0.529' 7 1/4'' 6.0061794369° 0.592' 0.553' 7 1/2'' 6.2140911986° 0.614' 0.577' 7 3/4'' 6.4220851414° 0.635' 0.601'

8'' 6.6301641071° 0.657' 0.625' 8 1/4'' 6.8383309480° 0.679' 0.648'

Note: The data provided in this table only relates to vertical obstructions, parallel with the

track. Separate analysis is required for each clearance envelope and for installations other than vertical obstructions.


6. ADDITIONAL CLEARANCES FOR VERTICAL CURVES

No additional vertical clearance is required for vertical curves, provided the vertical curves do not exceed the minimum requirements.

7. WALKWAY AND CARTWAY CLEARANCES

A. Walkways and cartways shall be located completely outside the dynamic envelope of trains shown in BART Facilities Standards, Introduction, FACILITIES COMMON DATA, Train Data.

B. The only allowable impingements upon walkway clearances are handrails, where required. The handrail shall be located on the opposite side of the walkway from the track for which the walkway is intended.

C. Clearances for walkways shall be provided as shown in Figure 16. Walkways leading to and from trackways at station platforms shall conform to Figure 17.

D. Clearances for cartways shall be provided as shown in Figure 18.

Figure 16 - Walkway Clearances

Figure 17 - Walkway Clearances at Station Platforms


Figure 18 - Cartway Clearances

8. TURNTABLE AND TRANSFER TABLE CLEARANCES

A. Turntables and Transfer Tables shall provide sufficient clearance to operate, unhindered through all positions.

B. Horizontal and vertical clearances shall be provided as shown herein.

C. A minimum of 2.5 feet of clearance shall be provided beyond the ends of all BART revenue vehicles, including coupler pins and unhoused couplers and doors through all positions of movement.

D. Operating Path

1) No equipment, access doors, train control equipment, electrical equipment, manholes or other similar equipment shall be located within the operating path, through all positions of movement.

2) The operating path shall include the required end clearance through all positions of movement.

3) No pinch points shall be created where personnel could be trapped while the turn or transfer table is in operation through all positions of movement.

9. CAR WASH CLEARANCES

A. Except during train wash operations, all portions of car washes shall meet all requirements shown herein.

B. During train wash operations, unobstructed movement shall be provided for all revenue vehicles, in all possible positions within the envelope shown in Figure 29 and Table 6.

C. No portion of the carwash mechanism may extend above the top of rail under the car, nor violate the third rail envelope or working envelope provided for herein.


10. THIRD RAIL CLEARANCE

Clearance for the third rail, and additional clearances shall be provided as shown in Figures 19, 20, 21, 22, 23, and 24.

Figure 19 - Resilient Tie with Bracket

Figure 20 - Resilient Tie with Insulator Mounted on Tie

Figure 21 - Concrete Tie with Bracket

Figure 22 - Concrete Tie with Insulator Mounted on Tie

Figure 23 - Direct Fixation with Bracket

Figure 24 - Direct Fixation with Insulator Mounted on Concrete


11. CABINETS, DOORS AND HATCHES

All doors, hatches, cabinets and other wayside equipment shall be operable, in all positions of movement shall not impinge upon the minimum construction clearance envelope shown in herein.

12. TIE END CLEARANCES

A. Conduit stub-ups, manholes, buried vaults, cableways, foundations, walls, obstructions, or other trackway construction shall be at least 12 inches outside of a line created by connecting adjacent tie ends.

B. Additional space shall be provided to ensure 12 inch clearance behind third rail assemblies. Ties or tie layouts shall not be modified to accommodate this requirement.

13. AATC ANTENNA CLEARANCES

Obstructions shall not be installed in line with AATC antennas. A cylindrical zone two feet in diameter and 100 feet long, centered along each end of the antenna shall not be obstructed. See Figure 25.

Figure 25 - AATC Antenna Clearances


Symmetrical About Centerline of Track

14. MINIMUM CLEARANCES FOR NEW CONSTRUCTION

A. Where clearances for fixed obstruction are elsewhere undefined herein the minimum clearances shown in Figure 26 and Table 4 shall be used.

B. Modifications to the existing operating system shall be located outside the minimum clearances shown in Figure 26 and Table 4.

C. Additional clearance shall be provided for curvature and superelevation as provided herein.

Figure 26 - Construction Clearance Envelope

Notes: 1. This area is provided for the train's collector shoe assemblies when off third rail and may

only be impinged upon by the third rail envelopes provided herein. 2. Additional clearance shall be provided for curvature and superelevation as shown herein. 3. No adjustment for horizontal curvature is required below 1.167’ above the top of rail. 4. The origin (0,0) is taken at the intersection of the track centerline and the plane created by

the tops of the two running rails.


Table 4 - Construction Clearance Envelope

TOP OF ENVELOPE SIDE OF ENVELOPE UNDERSIDE OF ENVELOPE HORIZONTAL

DISTANCE FROM

ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICALDISTANCE

FROM ORIGIN

HORIZONTALDISTANCE

FROM ORIGIN

VERTICALDISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

0.000' 11.667' 4.502' 11.067' 6.521' 5.333' 5.771' 1.460'0.100' 11.667' 4.718' 11.000' 6.517' 5.300' 5.771' 1.400'0.200' 11.667' 4.949' 10.900' 6.506' 5.200' 5.771' 1.200' 0.300' 11.667' 5.128' 10.800' 6.494' 5.100' 5.771' 1.000' 0.400' 11.667' 5.276' 10.700' 6.481' 5.000' 5.771' 0.800' 0.500' 11.667' 5.402' 10.600' 6.469' 4.900' 5.771' 0.600' 0.600' 11.667' 5.512' 10.500' 6.456' 4.800' 5.771' 0.400' 0.700' 11.667' 5.608' 10.400' 6.442' 4.700' 5.771' 0.200' 0.800' 11.667' 5.694' 10.300' 6.428' 4.600' 5.771' 0.000'0.900' 11.667' 5.770' 10.200' 6.414' 4.500' 5.600' 0.000'1.000' 11.667' 5.838' 10.100' 6.399' 4.400' 5.400' 0.000' 1.100' 11.667' 5.898' 10.000' 6.383' 4.300' 5.200' 0.000' 1.200' 11.667' 5.952' 9.900' 6.368' 4.200' 5.000' 0.000' 1.300' 11.667' 5.999' 9.800' 6.352' 4.100' 4.800' 0.000' 1.400' 11.667' 6.041' 9.700' 6.335' 4.000' 4.600' 0.000' 1.500' 11.667' 6.077' 9.600' 6.318' 3.900' 4.400' 0.000' 1.600' 11.667' 6.107' 9.500' 6.301' 3.800' 4.200' 0.000' 1.700' 11.667' 6.133' 9.400' 6.283' 3.700' 4.000' 0.000' 1.800' 11.667' 6.154' 9.300' 6.265' 3.600' 3.800' 0.000' 1.900' 11.667' 6.170' 9.200' 6.246' 3.500' 3.600' 0.000' 2.000' 11.667' 6.182' 9.100' 6.227' 3.400' 3.400' 0.000' 2.100' 11.667' 6.183' 9.089' 6.208' 3.300' 3.200' 0.000'2.167' 11.667' 6.191' 9.000' 6.188' 3.200' 3.000' 0.000'2.200' 11.658' 6.200' 8.900' 6.167' 3.100' 2.800' 0.000'2.300' 11.632' 6.209' 8.800' 6.147' 3.000' 2.600' 0.000' 2.400' 11.607' 6.218' 8.700' 6.125' 2.900' 2.400' 0.000' 2.500' 11.581' 6.227' 8.600' 6.104' 2.800' 2.200' 0.000' 2.600' 11.555' 6.236' 8.500' 6.082' 2.700' 2.000' 0.000' 2.700' 11.530' 6.245' 8.400' 6.059' 2.600' 1.800' 0.000' 2.800' 11.504' 6.254' 8.300' 6.036' 2.500' 1.600' 0.000' 2.900' 11.478' 6.263' 8.200' 6.013' 2.400' 1.400' 0.000' 3.000' 11.453' 6.272' 8.100' 5.989' 2.300' 1.200' 0.000' 3.100' 11.427' 6.281' 8.000' 5.965' 2.200' 1.000' 0.000' 3.200' 11.401' 6.290' 7.900' 5.940' 2.100' 0.800' 0.000' 3.300' 11.376' 6.299' 7.800' 5.915' 2.000' 0.600' 0.000' 3.400' 11.350' 6.308' 7.700' 5.889' 1.900' 0.400' 0.000' 3.500' 11.324' 6.317' 7.600' 5.863' 1.800' 0.200' 0.000' 3.600' 11.299' 6.326' 7.500' 5.836' 1.700' 0.000' 0.000'3.700' 11.273' 6.335' 7.400' 5.809' 1.600' 3.800' 11.247' 6.344' 7.300' 5.782' 1.500' 3.900' 11.222' 6.353' 7.200' 5.754' 1.400' 4.000' 11.196' 6.362' 7.100' 5.726' 1.300' 4.100' 11.170' 6.371' 7.000' 5.697' 1.200' 4.200' 11.145' 6.380' 6.900' 5.687' 1.167' 4.300' 11.119' 6.389' 6.800'4.400' 11.093' 6.398' 6.700' 4.502' 11.067' 6.407' 6.600'4.600' 11.040' 6.416' 6.500'4.700' 11.006' 6.425' 6.400' 4.800' 10.968' 6.434' 6.300' 4.900' 10.924' 6.443' 6.200' 5.000' 10.874' 6.452' 6.100' 5.100' 10.817' 6.461' 6.000' 5.200' 10.753' 6.470' 5.900' 5.300' 10.682' 6.479' 5.800' 5.400' 10.602' 6.488' 5.700' 5.500' 10.511' 6.497' 5.600' 5.600' 10.409' 6.506' 5.500' 5.700' 10.292' 6.515' 5.400' 5.800' 10.157' 6.521' 5.333'5.900' 9.997' 6.000' 9.798' 6.100' 9.525' 6.183' 9.089'

Note: Additional clearance shall be provided for curvature and superelevation as shown herein.



25.574’R

25.574’R

15. ADDITIONAL CLEARANCES FOR SEISMIC FAULT ZONES

A. For fixed wayside devices, an additional one foot of clearance, for all devices and requirements herein, shall be provided through and for 100 feet on either side of locations where seismic fault zones cross the trackway and as shown in Figure 27 and Table 5.

Figure 27 - Seismic Fault Zone Clearance Envelope

Notes: 1. This area is provided for the train's collector shoe assemblies when off third rail and may only

be impinged upon by the third rail envelopes provided herein. 2. Additional clearance shall be provided for curvature and superelevation as shown herein. 3. No adjustment for horizontal curvature is required below 1.167’ above the top of rail. 4. The origin (0,0) is taken at the intersection of the track centerline and the plane created by the

tops of the two running rails.


Table 5 - Seismic Fault Zone Clearance Envelope

TOP OF ENVELOPE SIDE OF ENVELOPE UNDERSIDE OF ENVELOPE HORIZONTAL

DISTANCE FROM

ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICALDISTANCE

FROM ORIGIN

HORIZONTALDISTANCE

FROM ORIGIN

VERTICALDISTANCE

FROM ORIGIN

HORIZONTAL DISTANCE

FROM ORIGIN

VERTICAL DISTANCE

FROM ORIGIN

0.000' 12.667' 4.750' 12.036' 7.521' 5.333' 6.721' 1.167' 0.200' 12.667' 4.879' 12.000' 7.506' 5.200' 6.600' 1.167' 0.400' 12.667' 5.385' 11.800' 7.483' 5.000' 6.400' 1.167' 0.600' 12.667' 5.733' 11.600' 7.458' 4.800' 6.200' 1.167' 0.800' 12.667' 6.004' 11.400' 7.432' 4.600' 6.000' 1.167' 1.000' 12.667' 6.226' 11.200' 7.404' 4.400' 5.800' 1.167' 1.200' 12.667' 6.412' 11.000' 7.374' 4.200' 5.771' 1.167' 1.400' 12.667' 6.570' 10.800' 7.343' 4.000' 5.771' 1.000' 1.600' 12.667' 6.705' 10.600' 7.310' 3.800' 5.771' 0.800' 1.800' 12.667' 6.819' 10.400' 7.275' 3.600' 5.771' 0.600' 2.000' 12.667' 6.916' 10.200' 7.239' 3.400' 5.771' 0.400' 2.167' 12.667' 6.996' 10.000' 7.201' 3.200' 5.771' 0.200' 2.200' 12.659' 7.062' 9.800' 7.162' 3.000' 5.771' 0.000' 2.400' 12.610' 7.113' 9.600' 7.120' 2.800' 5.600' 0.000' 2.600' 12.561' 7.152' 9.400' 7.078' 2.600' 5.400' 0.000' 2.800' 12.512' 7.177' 9.200' 7.033' 2.400' 5.200' 0.000' 3.000' 12.463' 7.179' 9.179' 6.987' 2.200' 5.000' 0.000' 3.200' 12.414' 7.195' 9.000' 6.939' 2.000' 4.800' 0.000' 3.400' 12.366' 7.213' 8.800' 6.889' 1.800' 4.600' 0.000' 3.600' 12.317' 7.231' 8.600' 6.838' 1.600' 4.400' 0.000' 3.800' 12.268' 7.248' 8.400' 6.785' 1.400' 4.200' 0.000' 4.000' 12.219' 7.266' 8.200' 6.730' 1.200' 4.000' 0.000' 4.200' 12.170' 7.284' 8.000' 6.721' 1.167' 3.800' 0.000' 4.400' 12.121' 7.302' 7.800' 3.600' 0.000' 4.600' 12.073' 7.319' 7.600' 3.400' 0.000' 4.750' 12.036' 7.337' 7.400' 3.200' 0.000' 4.800' 12.023' 7.355' 7.200' 3.000' 0.000' 5.000' 11.961' 7.373' 7.000' 2.800' 0.000' 5.200' 11.885' 7.391' 6.800' 2.600' 0.000' 5.400' 11.793' 7.408' 6.600' 2.400' 0.000' 5.600' 11.683' 7.426' 6.400' 2.200' 0.000' 5.800' 11.555' 7.444' 6.200' 2.000' 0.000' 6.000' 11.403' 7.462' 6.000' 1.800' 0.000' 6.200' 11.226' 7.479' 5.800' 1.600' 0.000' 6.400' 11.014' 7.497' 5.600' 1.400' 0.000' 6.600' 10.758' 7.515' 5.400' 1.200' 0.000' 6.800' 10.436' 7.521' 5.333' 1.000' 0.000' 7.000' 9.989' 0.800' 0.000' 7.179' 9.179' 0.600' 0.000'

0.400' 0.000' 0.200' 0.000'

Note: Additional clearance shall be provided for curvature and superelevation as shown herein.

0.000' 0.000'


16. ON-TRACK EQUIPMENT CLEARANCE

A. On-track equipment operating on, or on tracks adjacent to, BART’s operating tracks shall fit within that shown in Figure 28 while in travel through the system, including all dynamic movement.

B. The clearance envelope shown in Figure 28 shall be appropriately reduced where vehicle end overhang on the outsides of curves and/or car body chording on the insides of curves exceed that shown herein for BART revenue vehicles.

Figure 28 - On-Track Equipment Clearance Envelope

. Notes: 1. The shaded area

may only be used for lights and radio antenna.

2. Dimensions located below 1.750’ below the top of rail shall not be exceeded, including while traversing horizontal curves.




17. MINIMUM CLEARANCES ON EXISTING OPERATING SYSTEM

Where the clearances shown in Figure 26 and Table 4 are insufficient for electrical or train control equipment and/or signage on the existing operating system, the absolute minimum clearances shown in Figure 29 and Table 6 will be considered by the District. The minimum clearances shown in Figure 29 and Table 6 shall only be used with a specific exception to the criteria from BART, on a case-by-case basis. Other clearances shall not be reduced.

Figure 29 - Minimum Clearance Envelope (Existing Operating System)

Notes: 1. This area is provided for the train's collector shoe assemblies when off third rail and may only be

impinged upon by the third rail envelopes provided herein. 2. Additional clearance shall be provided for curvature and superelevation as shown herein. 3. No adjustment for horizontal curvature is required below 1.167’ above the top of rail. 4. The origin (0,0) is taken at the intersection of the track centerline and the plane created by the tops of

the two running rails.


Table 6 - Minimum Clearance Envelope (Existing Operating System)

Top Of Envelope Side Of Envelope

Underside Of

Envelope Horizontal Distance

From Origin

Vertical Distance

From Origin

Horizontal Distance

From Origin

Vertical Distance

From Origin

Horizontal Distance

From Origin

Vertical Distance

From Origin

HorizontalDistance

From Origin

VerticalDistance

FromOrigin

0.000' 11.500' 4.452' 10.562' 6.021' / 6.188' 5.333' 5.164' 1.167'0.100' 11.500' 4.623' 10.500' 6.017' / 6.184' 5.300' 5.200' 1.167'0.200' 11.500' 4.823' 10.400' 6.006' / 6.173' 5.200' 5.300' 1.167' 0.300' 11.500' 4.976' 10.300' 5.994' / 6.161' 5.100' 5.400' 1.167' 0.400' 11.500' 5.100' 10.200' 5.982' / 6.149' 5.000' 5.500' 1.167' 0.500' 11.500' 5.204' 10.100' 5.970' / 6.136' 4.900' 5.600' 1.167' 0.600' 11.500' 5.293' 10.000' 5.957' / 6.123' 4.800' 5.700' 1.167' 0.700' 11.500' 5.370' 9.900' 5.943' / 6.110' 4.700' 5.800' 1.167' 0.800' 11.500' 5.436' 9.800' 5.929' / 6.096' 4.600' 5.771' 1.167' 0.900' 11.500' 5.492' 9.700' 5.915' / 6.082' 4.500' 5.771' 1.100' 1.000' 11.500' 5.541' 9.600' 5.900' / 6.067' 4.400' 5.771' 1.000' 1.100' 11.500' 5.582' 9.500' 5.885' / 6.052' 4.300' 5.771' 0.900' 1.200' 11.500' 5.616' 9.400' 5.869' / 6.036' 4.200' 5.771' 0.800' 1.300' 11.500' 5.643' 9.300' 5.853' / 6.020' 4.100' 5.771' 0.700' 1.400' 11.500' 5.664' 9.200' 5.836' / 6.003' 4.000' 5.771' 0.600' 1.500' 11.500' 5.679' 9.100' 5.819' / 5.986' 3.900' 5.771' 0.500' 1.600' 11.500' 5.685' 9.046' 5.801' / 5.968' 3.800' 5.771' 0.400'1.700' 11.500' 5.689' 9.000' 5.783' / 5.950' 3.700' 5.771' 0.300'1.800' 11.500' 5.698' 8.900' 5.765' / 5.931' 3.600' 5.771' 0.200' 1.900' 11.500' 5.707' 8.800' 5.746' / 5.912' 3.500' 5.771' 0.100' 2.000' 11.500' 5.716' 8.700' 5.726' / 5.893' 3.400' 5.771' 0.000'2.000' 11.400' 5.725' 8.600' 5.706' / 5.873' 3.300' 5.600' 0.000'2.000' 11.300' 5.734' 8.500' 5.686' / 5.852' 3.200' 5.400' 0.000' 2.000' 11.200' 5.743' 8.400' 5.665' / 5.831' 3.100' 5.200' 0.000' 2.000' 11.100' 5.753' 8.300' 5.643' / 5.810' 3.000' 5.000' 0.000'2.000' 11.000' 5.762' 8.200' 5.622' 2.900' 4.800' 0.000'2.000' 10.988' 5.771' 8.100' 5.599' 2.800' 4.600' 0.000'2.100' 10.982' 5.780' 8.000' 5.576' 2.700' 4.400' 0.000'2.200' 10.976' 5.789' 7.900' 5.553' 2.600' 4.200' 0.000' 2.300' 10.968' 5.798' 7.800' 5.529' 2.500' 4.000' 0.000' 2.400' 10.960' 5.807' 7.700' 5.505' 2.400' 3.800' 0.000' 2.500' 10.951' 5.816' 7.600' 5.480' 2.300' 3.600' 0.000' 2.600' 10.940' 5.825' 7.500' 5.455' 2.200' 3.400' 0.000' 2.700' 10.929' 5.834' 7.400' 5.429' 2.100' 3.200' 0.000' 2.800' 10.917' 5.843' 7.300' 5.403' 2.000' 3.000' 0.000' 2.900' 10.903' 5.844' / 6.010' 7.292' 5.376' 1.900' 2.800' 0.000'3.000' 10.889' 5.852' / 6.019' 7.200' 5.349' 1.800' 2.600' 0.000'3.100' 10.873' 5.861' / 6.028' 7.100' 5.321' 1.700' 2.400' 0.000' 3.200' 10.857' 5.870' / 6.037' 7.000' 5.292' 1.600' 2.200' 0.000' 3.300' 10.839' 5.879' / 6.046' 6.900' 5.264' 1.500' 2.000' 0.000' 3.400' 10.821' 5.888' / 6.055' 6.800' 5.234' 1.400' 1.800' 0.000' 3.500' 10.801' 5.897' / 6.064' 6.700' 5.205' 1.300' 1.600' 0.000' 3.600' 10.781' 5.906' / 6.073' 6.600' 5.174' 1.200' 1.400' 0.000' 3.700' 10.759' 5.915' / 6.082' 6.500' 5.164' 1.167' 1.200' 0.000'3.800' 10.736' 5.924' / 6.091' 6.400' 1.000' 0.000'3.900' 10.713' 5.933' / 6.100' 6.300' 0.800' 0.000' 4.000' 10.688' 5.942' / 6.109' 6.200' 0.600' 0.000' 4.100' 10.662' 5.951' / 6.118' 6.100' 0.400' 0.000' 4.200' 10.635' 5.961' / 6.127' 6.000' 0.200' 0.000' 4.300' 10.607' 5.970' / 6.136' 5.900' Notes: 0.000' 0.000'4.400' 10.578' 5.979' / 6.145' 5.800' 4.452' 10.562' 5.988' / 6.154' 5.700' 4.500' 10.547' 5.997' / 6.163' 5.600' 4.600' 10.510' 6.006' / 6.172' 5.500' 4.700' 10.465' 6.015' / 6.181' 5.400' 4.800' 10.413' 6.024' / 6.191' 5.300' 4.900' 10.353' 6.021' / 6.188' 5.333' 5.000' 10.282' 5.100' 10.200' 5.200' 10.105' 5.300' 9.992' 5.400' 9.856' 5.500' 9.685' 5.600' 9.448' 5.685' 9.046'

1. Additional clearance shall be provided for curvature and superelevation as shown herein.

2. The grab handle is shadowed by the car end along the outside of sharp curves.

3. The origin (0,0) is taken at the intersection of the track centerline and the plane created by the tops of the two running rails.

END

RELEASE – R2.1 ARCHITECTURE – GENERAL BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 9 FACILITY DESIGN - CRITERIA

CRITERIA ARCHITECTURE

GENERAL

CONTENTS

1. ARCHITECTURAL PHILOSOPHY

2. ENVIRONMENTALLY SENSITIVE APPROACH

3. UNIVERSAL DESIGN CONCEPT

4. ART

5. MARKETING AND COMMUNICATIONS

6. BART SYSTEM-WIDE INFRASTRURE CONFIGURATION & MATERIAL



GENERAL

The discipline of architecture shall assume a leadership role in the design and coordination of design efforts from conception to implementation for facilities that have visual impact on BART patrons and the general public. In addition, the architectural discipline, together with other disciplines, shall play a key role in promoting life-cycle based facility design analysis and integrated facility design methods to deliver best value facilities to the District. BART physical infrastructure lasts a long time, while its operational infrastructure evolves constantly. Therefore life-cycle based design approach has profound importance.

In general, design solutions for a facility shall accommodate modification and expansion when such needs arise in the future. BART adopts new or different technologies and equipment for its operations from time to time. And it has also faced the constant demands of increased ridership. As a result, flexibility and expandability of BART facilities are primary criteria for facilities design.

More specifically, BART facilities, especially passenger stations, shall be designed with built-in provisions that can architecturally accommodate future operational needs, such as additions and modifications to communication cabling, camera locations, electrical conduits, and other utility components.

1. ARCHITECTURAL PHILOSOPHY

BART facilities shall be planned and designed to integrate with the existing urban fabric in established urban environments. When appropriate, BART facilities shall be designed to change and transform existing built environment and community image.

The image, construction, and materials of BART facilities and operational infrastructure shall reflect a refined combination of modern technology and sense of timelessness. Such combination should both enrich BART’s identity and enhance the sense of importance and value of public mass transportation.

BART facilities that serve customers shall be designed to provide environments that are hospitable, attractive, safe, and easy for patrons to access and use.

The design of BART facilities shall search for synergy of all elements of architecture such as configuration, orientation, use of materials, colors, signage, and landscaping.

A project architectural design team shall utilize digital information technology to facilitate the design process for the purpose of minimizing deficiency and uncertainty


of a proposed design solution. A proven design tool, for example, is computer-aided object simulation. When properly employed, this tool will realistically simulate actual result of the design, and allow for modifications and refinement to a design solution before committing the construction effort. It, in turn, will minimize cost and schedule impact to a project. Figure 1 and 2 depict a simulation of BART elevator replacement project.

Figure 1 – Existing

Figure 2 – Proposed


2. ENVIRONMENTALLY SENSITIVE APPROACH

During the facility design process, the architectural discipline shall take a leadership role in seeking opportunities to incorporate environment enhancing and sustaining features and to strive for creative design solutions that harmonize the natural and built environments. This approach shall simultaneously seek to balance initial cost and life-cycle cost and accommodate current and future uses.

3. UNIVERSAL DESIGN CONCEPT

The architectural discipline shall study and promote the concept of universal design. It shall accept the challenge to inject the highest considerations into the facility design process and to maximize facilities’ accessibility, usability, and friendliness for all BART patrons and employees. These patrons and employees potentially include:

• Mobility-impaired • Visually-impaired • Hearing-impaired • Mentally-disabled • Elderly • Very young • First time patron and infrequent patron • Non-English speakers and foreign visitors

Figure 3 – Olso Central Station Plaza


4. ART

Art in the BART system shall be a source of inspiration and be a reflection of environment, culture and civilization. It shall foster civil pride and celebrate public mass transportation. Figure 3 shows how art and architecture define the entry plaza of the Olso Central Station.

Figure 4 – A Subway Station of Stockholm Metro

Incorporation of art in the BART system should involve and engage the local community. Art selection may take a variety of forms and directions from representational imagery of local heritage, cultural diversity, or community history to non-representational abstract forms to physical enhancement of the building itself through placement of artisan-created elements such as grills, railings, concrete forms, and wall treatments. Art should be created and placed so that it will enhance the riding experience of BART patrons. Art may be inspiring and it may be entertaining. It shall make the BART system more welcoming and inclusive, and help reduce motivation for crime and other anti-social behavior. Figure 4 depicts a subway station passageway decorated by a painting over the ceiling and walls of the tunnel to make patron’s walking more entertaining.

Art should be developed with recognition of its context in regard to the architecture and urban design of station and BART infrastructure. Artist, architect, and engineers are encouraged to work together to integrate art with architecture and structure. Each project should be weighed for its potential as a site for art, as well as for its capacity to include artists in its design and its capacity to include artwork in various forms. Figure 5 illustrates that a wire-mesh partition and roll-down gates and platform floor


coating were integrated as a form of art and architecture to bring the utilitarian component to life. Figure 6 illustrates that artwork was integrated with a railing system to define a walkway in the tunnel at a subway station of downtown Oslo.

Figure 5 – A Stockholm Subway Station

Figure 6 – An Oslo Subway Station

Permanent art should be durable and suitable for its environment including vandal resistance and designed for exposure to weather, pollution, and other environmental


factors. Refer to Appendices, DISTRICT PROGRAMS AND GUIDELINES, Public Art Performance Standards.

5. MARKETING AND COMMUNICATIONS

The architectural design should facilitate effective communication with BART riders across multiple media and in various locations. Marketing and communication elements shall be compatible with the District’s transit operations including vehicular and pedestrian circulation, patron way-finding and facility safety, security and maintainability. Figure 7 and 8 shows Information Display at Sydney Metro’s International Airport Station to facilitate patrons travel needs.

Figure 7 – A Staffed Information Stand

Figure 8 – An Information Display

The form, placement, and presentation of all marketing and communication media shall be attractive, entertaining, and informative to the riding public. Marketing and


communication elements shall be integrated with, not conflict with, architectural treatments of the District’s facilities, including public art. The material quality and visual effect shall be compatible with the District’s facilities. Figure 9 depicts a backlit advertisement board in the stations of Sydney Metro’s new extension to Sydney International Airport, illustrating how an advertisement element can be integrated with the station architecture.

Figure 9 – An advertisement at Sydney Metro

6. BART SYSTEM-WIDE INFRASTRUCTURE CONFIGURATION & MATERIAL

BART system shall exercise consistency in its use of materials, forms, and profiles. Primary examples of configuration and consistent use of configurations and materials that shall be maintained throughout the BART System are the following elements:

• The profile of BART aerial structures and supporting columns;

• Use of durable materials and architectural finishes such as stainless steel and granite.

• Use of BART logo and standard signage including BART colors.


Figure 10 – A Typical BART Aerial Structure

Figure 11 – Use of Stainless Steel

Figure 12 – BART Signage System

END


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RELEASE – R2.1 ARCHITECTURE – FACILITIES SECURITY BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 21 FACILITY DESIGN - CRITERIA

CRITERIA

ARCHITECTURE

FACILITIES SECURITY

CONTENTS

1. GENERAL 1.1 Design Philosophy 1.2 Facility Performance Objectives


3. THREAT AND RISK ASSESSMENT 3.1 Overview 3.2 Asset Analysis 3.3 Threat Identification 3.4 Threat Scenario Definition 3.5 Vulnerability Analysis 3.6 Consequence Analysis 3.7 Risk Identification/Calculation

4. DESIGN IMPLEMENTATION 4.1 Design Strategy 4.2 Mitigation Options and Design Guidance 4.3 Mitigation Options Selection 4.3 Performance-Based Design

5. INTERACTION WITH OTHER DISCIPLINES


GUIDELINES

ARCHITECTURE

FACILITIES SECURITY

1. GENERAL

This document describes the process by which physical design can be optimized for protecting station facilities (including passenger stations, station sites, parking structures, line sections, and other facilities) against willful criminal and terrorist threats.

1.1 Design Philosophy

A. Risk–Informed Performance-Based Approach

Criminal and terrorist attacks on public transit system facilities have the potential to cause widespread loss of life, injuries, damage to the facility, disruption to the transit system, and could potentially affect local and national economies.

Urban public transit systems such as BART have unique security challenges due to the openness of facilities and the anonymity of the passengers. Safety objectives must be balanced with objectives of aesthetics, operability, cost-effectiveness, and perception.

To understand and balance these sometimes competing criteria in a way that meets BART system objectives in a cost-effective manner, a risk-informed performance-based approach to security design should be incorporated.

Risk-informed performance-based design is a process by which stakeholder and regulatory goals and objectives are clearly stated and agreed; a threat and risk assessment is conducted to understand the events that may impact the facility, its occupants, and its operations; and an analysis of the facility performance in response to these events provides the basis for design. By explicitly addressing these factors, everyone involved in the design, management and operation of the facility can achieve their objectives and find balance in the design without unduly compromising openness, aesthetics, safety, or other goals for the facility.

B. Future Use

Station and station area initial design and retrofit design should take into account the changing nature and usage of station sites. Design should be able to accommodate evolving security demands and technology. Design of facilities should allow for the addition of future security controls and systems to the extent practical (e.g. use open hardware/software systems for ease of upgrade or replacement).

C. Multi-Hazard Design

Many of the threat assessment and mitigation processes and approaches to security design are also applicable to natural and technological hazards. A comprehensive risk-informed performance-based approach to design should consider all threats and hazards: a multi-hazard approach. In doing so, there is a better chance to address the competing objectives that may result from the mitigation of different types of threats. Adverse effects of a mitigation


measure selected to address an individual threat might not be picked up in singularly-focused assessments for another threat (e.g., mitigation for blast may involve protecting window glass against shattering, which may hinder fire fighter activities such as ventilating a space or gaining access).

1.2 Facility Performance Objectives

Performance targets for various levels of protection should be quantified for:

• Loss-of-life / injuries • System downtime • Facility damage (structural and non-structural) (including valuable assets in terms of

operation and replacement, historic fabric) • Economic impact – both direct and indirect • Environment These performance targets will drive the performance based design of the selected risk-mitigation options. Guidance can be taken from the Reference Standards (Section 2) which outline various performance objectives as a function of protection level. For example, the US Department of Defense (DoD) outlines the following performance objectives for loss-of-life/injury and facility damage. Although aimed at military force protection, the DoD Standards have applicability in the private sector as well. See Table 1.

Although qualitative, these descriptions provide an indication of what type and level of damage and injury might occur given explosion loads of defined charge weights (classified). The intent of this table is to provide decision-makers with information to help them establish an appropriate level of protection, for a given facility, based on threats, design loads, and resulting damage. As with any such decision, there will be trade-offs between cost and protection level, and there is no guarantee that an actual event (explosion) will be less than or equal to the design load selected.

Level of Protection

Potential Structural Damage

Potential Door and Glazing Hazards

Potential Injury

Below AT Standards

Severely damaged. Frame collapse/massive destruction. Little left standing.

Doors and windows fail and result in lethal hazards.

Majority of personnel suffer fatalities.

Very Low Heavily damaged – onset of structural collapse: Major deformation of primary and secondary structural members, but progressive collapse is unlikely. Collapse of non-structural elements.

Glazing will break and is likely to be propelled into the building, resulting in serious glazing fragment injuries, but fragments will be reduced. Doors may be propelled into rooms, presenting serious hazards.

Majority of personnel suffer serious injuries. There are likely to be a limited number (10% to 25%) of fatalities


Low Damaged – unrepairable. Major deformation of non-structural elements and secondary structural members and minor deformation of primary structural members, but progressive collapse is unlikely.

Glazing will break, but fall within 1 meter of the wall or otherwise not present a significant fragment hazard. Doors may fail, but they will rebound out of their frames, presenting minimal hazards.

Majority of personnel suffer significant injuries. There may be a few (<10%) fatalities

Medium Damaged – repairable. Minor deformations of non-structural elements and secondary structural members and no permanent deformation in primary structural members.

Glazing will break, but will remain in the window frame. Doors will stay in frames, but will not be reusable.

Some minor injuries, but fatalities are unlikely

High Superficially damaged. No permanent deformation of primary and secondary structural members or non-structural elements.

Glazing will not break. Doors will be reusable.

Only superficial injuries are likely.

Table 1: DoD Standards – Levels of Protection for New Buildings (from DoD 2002)



• Deterrence, Protection, and Preparation, The New Transportation Security Imperative, Panel on Transportation, Committee on Science and Technology for Countering Terrorism, Transportation Research Board, 2002.

• Building Security through Design, A Primer for Architects, Design Professionals, and Their Clients, the American Institute of Architects, 2001.

• Users of Risk Analysis to Achieve Balanced Safety in Building Design and Operations, Committee on Risk Appraisal in the Development of Facilities Design Criteria, Building Research Board, Commission on Engineering and Technical Systems, National Research Council, 1991.

• Report of the Presidential Ad Hoc Committee for Building Health and Safety under Extraordinary Events, ASHRAE, January 2003.

• Guidance for Protection Building Environments from Airborne Chemical, Biological, or Radiological Attacks, CDC, 2002.

• Vulnerability Assessment of Federal Facilities, US Department of Justice, June 1995.

• Risk Management Series - Reference Manual to Mitigate Potential Terrorist Attacks Against Buildings, FEMA, December 2003.

• The Public Transportation System Security and Emergency Preparedness Planning Guide, US Department of Transportation, Federal Transit Administration, Final Report, January 2003.

• Facilities Standards for the Public Buildings Service (Chapter 8: Security Design), General Services Administration, March 2003.

• Protecting Buildings & Their Occupants from Airborne Hazards, USACE, October 2001.

• Minimum Antiterrorism Standards for Buildings US Department of Defense, UFC 2003.

• Unified Facilities Criteria (UFC), DoD Minimum Antiterrorism Standards for Buildings, UFC 4-010-01, 31 July 2002.

• Security Criteria for new Federal Office Buildings and major Renovation Projects, ISC, NAP 2003.

• Guidance for Protection Building Environments from Airborne Chemical, Biological, or Radiological Attacks, Centers for Disease Control, National Institute for Occupational Safety and Health, May 2002.

• Standard Practice for System Safety, Department of Defense, MIL-STD-882D, 10 February 2000.


3. THREAT AND RISK ASSESSMENT

3.1 Overview

The first step in the risk-informed performance-based design process is to perform a threat and risk assessment. There are various approaches to threat and risk assessment (TARA) or threat and vulnerability analysis (TVA). In general, however, the major steps in each are quite similar. The intents of a threat and risk assessment are to: (1) identify potential threats or hazards to people, facilities, operations and finances, (2) assess the likelihood of specific threat or hazard scenarios occurring, (3) assess the consequences (severity) should a threat or hazard scenario occur. The threat and risk assessment should encompass the following components:

• Asset analysis, • Threat identification, • Threat scenario development, • Vulnerability assessment, • Consequence analysis, • Risk assessment • Design implementation of risk mitigation measures (Section 4)

An overview of the threat and risk assessment process is illustrated in Figure 1 (as per the FTA’s “Public Transportation System Security and Emergency Preparedness Planning Guide” (FTA, 2003).


Figure 1: Threat and risk assessment process (from FTA 2003)

Critical Assets

o Stations, shops, HQs building o Tunnels, bridges, trackwork o Vehicles, command & control systems o Critical personnel, passengers o Information systems

Vulnerabilities

(Likelihood of Occurrence)

o Frequent: Event will occur o Probable: Expect event to occur o Occasional: Circumstances expected for

that event; it may or may not occur

o Remote: Possible but unlikely o Improbable: Event will not occur

Issues to Consider

o Surrounding terrain and adjacent structures o Site layout and elements, including perimeter and parking o Location and access to incoming utilities o Circulation patterns and spatial arrangements o Location of higher risk assets within a facility o Mail-handling protocols and procedures o Access controls for service and maintenance personnel o Information technology (IT) controls o Blast resistance and HVAC protection

Threats

o Explosives o Incendiary materials o Chemical agents o Biological agents o Radiological agents o Nuclear agents o Ballistic attacks o Cyber attacks o Insider threat / sabotage

Impact

(Severity of Occurrence)

o Catastrophic: Disastrous o Probable: Survivable but costly o Marginal: Relatively inconsequential o Negligible: Limited or no impact

Countermeasures

o Design o Security technology o Warning devices o Procedures and

training o Personnel o Planning, exercising

Threat Scenarios

Consequence

Probability Catastrophic Critical Marginal Negligible

Frequent

Probable

Occasional

Remote

Improbable


3.2 Asset Analysis

Assets include people, physical property, information, and equipment necessary for operations. For BART facilities, people include passengers, employees, visitors, vendors, contractors, tenants, neighbors, and the general public in and around multi-use transit center facilities.

FTA provides an example list of transportation assets, Table 2.

o Passenger stations, stops and shelters o Tenant facilities in passenger stations o Passenger vehicles o Structures (underground, at grade and

elevated) o Passenger parking lots o Vehicle control systems o Communications systems o Heavy maintenance facilities o Service and inspection facilities o Maintenance vehicles and equipment o Backup power systems o Fuel farms and generators o Alternative fuel storage facilities

o Switches, signals and interlockings o Grade crossings and automatic warning devices (gates,

bells, flashes, and signal) o Electrical systems (3rd rail, overhead catenaries) o Operations control centers o Revenue collection facilities o Vehicle storage facilities o Wayside support and maintenance facilities o Ancillary facilities and storage o Employee parking lots o Administrative facilities o Transportation police/security facilities and

communications systems

Table 2: Representative Transportation Assets (from FTA 2003)

When assessing the assets, in terms of their likelihood of being a target, several factors are important (FTA 2003):

• The value of the asset, including current and replacement value,

• The value of the asset to a potential adversary,

• The asset location,

• How, when, and by whom an asset is accessed and used, and

• The impact if the asset is lost.

• History of attacks on similar assets

• Symbolism of successful attack on asset

When undertaking an assessment of target potential or attractiveness, understanding of the general level of protection at similar transit facilities is important to know, both in the immediate area and across a broader geography. As “attractive” targets become hardened, they may become “unattractive,” likely making a new set of targets “attractive”. These newly “attractive” targets might be in locations currently viewed as ”unattractive”.

3.3 Threat Identification

When assessing potential criminal or terrorist threats, it is necessary to have a broad understanding of criminal and terrorist groups. Relevant information includes: where they operate; what type of terrorist events (attacks) they have attempted; what weapons are available to them and how they have been used; and what mode of weapon delivery are possible.

Aggressors, tools, and tactics are defined in (FTA, 2003) as:


• Aggressors – Aggressors include the groups and individuals who would perform hostile acts against people, facilities, and equipment in the transportation environment. Their objectives often include: (1) inflicting injury or death on people; (2) destroying or damaging facilities, property, equipment, or resources; (3) stealing equipment, material, or information; and (4) creating publicity for their cause or instill fear in the public. Aggressors may use the first three objectives to accomplish the fourth.

• Tools, Weapons, and Explosives – To achieve their objectives, aggressors use various tools, such as forced entry tools, vehicles, and surveillance mechanisms; weapons, such as incendiary devices, small arms, antitank weapons and mortars, and nuclear, biological, and chemical agents; and explosives, such as homemade bombs, hand grenades, and vehicle bombs.

• Tactics – Tactics refer to the offensive strategies employed by aggressors, reflecting their capabilities and objectives. An example of a common tactic is a moving-vehicle bomb used during a suicide attack where an explosive-laden vehicle is driven into a facility and detonated.

The following table provides a non-inclusive overview of various types of attack.

Type of Attack Historical Example Type of Weapons 1995 GIA bombing of Paris Metro

Planted Devices

HAMAS suicide bombs on Israeli buses (ongoing) Suicide Bombs

1998 bombings of U.S. embassies in Tanzania and Kenya

Vehicle Bombs

Explosive and Incendiary Devices

2001 World Trade Center; 1990’s abortion clinic bombings in GA; 1995 Oklahoma City bombing

Proximity Bombs; Incendiary Bombs; Secondary Bombs

Exterior Attacks 2001 militant assaults on Indian-held mosques in Kashmir

Rocks and Clubs; Improvised Devices; Molotov Cocktail

Stand-off Attacks Tamil Tiger’s July 2001 mortar attack & bombing of Sri-Lanka’s National Airport

Anti-tank rockets; Mortars

Ballistics Attacks Long Island Railroad Shootings; Columbine High School

Pistols; Submachine guns; Shotguns

Hand, power and thermal tools; Explosives

False credentials; Stolen uniforms and identification badges False Pretenses, cell operations

Binoculars; Photographic devices

Networked/ Inside Access - Forced Entry - Covert Entry - Insider

Compromise - Visual

Surveillance - Acoustic/

Electronic Surveillance

Amtrak Sunset Limited derailment 1996 Tupac Amaru Revolutionary Movement taking of Japanese Ambassador’s resident and 500 guests in Peru (access through disguise as waiters at the party)

Listening Devices; Electronic-emanation surveillance equipment

Cyber Attack Code Red Worm (2002) Worms, Viruses, Denial of Service Programs

Chemical, Biological, Radiological, & Nuclear (CBRN) Agent Release

1995 Aum Shinrikyo Sarin Gas Release in Tokyo Subway

Chemical, biological, or radiological or nuclear aerosolized

Table 3: Threats From Terrorism (from FTA 2003)


3.4 Threat Scenario Definition

Threat scenarios are developed using an interpretive methodology that encourages role-playing by facility personnel, risk and security experts, emergency responders, and others as appropriate to brainstorm ways to attack the facility in question (FTA, 2003). The approach is to consider the critical assets and how they might be impacted by the various threats which have been identified. By matching threats to critical assets, the capabilities required to support specific types of attacks can be identified, which in turn leads to identification of those measures that can be undertaken to prevent or mitigate the consequences of attacks.

When considering scenarios for rail transit systems, the FTA provides the following table as an example of the type of threat scenarios that could be considered.

Rail Assets Most Probable Threats

Stations o High-yield vehicle bomb near stations o Lower-yield explosive device in station o Armed hijacking, hostage, or barricade situation in station o Chemical, biological, and nuclear release in station o Secondary explosive device directed at emergency

responses Track/signal o Explosive detonated on track

o Chemical, biological, nuclear release on track o Signal and/or rail tampering

Rail cars o Explosives placed on or under rail o Improvised explosive device (pipe/fire bomb) on rail car o Chemical, biological, nuclear release on rail car o Armed assault hostage, or barricade station on rail car o Secondary explosive device directed at emergency

responders Power substations o Explosive detonated in or near substation

Command Control Centers o Physical or information attack on train control system o Physical or information attack dispatch system o Armed assault, hostage, or barrier situation o Explosive device near or in Center o Sabotage of train control system

Table 4: Rail Threat Scenarios (from FTA 2003)

3.5 Vulnerability Analysis

A vulnerability assessment indicates weaknesses and potential failure modes. It requires a thorough understanding of where and how a facility, particularly critical assets in or at the facility, may respond to the various threat scenarios. For example, if progressive collapse is a concern, one needs to understand whether and how an aggressor might gain access to critical structural components. If there is a significant CBR threat, one needs to assess the ability of an aggressor to introduce an agent into the facility.

For the assessment of vulnerability to aggressor access, the facility use and criticality, its visibility, accessibility (by aggressors), and existing protection measures should be considered. A vulnerability assessment should address all critical assets, including people, structure, contents, systems, operations, and mission.


To undertake the assessment of facility vulnerability to the terrorist action, one can utilize a broad spectrum of tools, from simple screening questions and numerical rankings, to the use of analytical methods to assess such things as response of structure to impact or blast, or the movement of a chemical or biological agent within a facility. In the first instance, a screening approach can be used to identify obviously critical components, such as load bearing columns and beams, unprotected glazing, HVAC system openings and components, fire protection, life safety, and security systems.

3.6 Consequence Analysis

A consequence analysis characterizes the impact of a criminal or terrorist attack in terms of life loss, injuries, structural and non-structural facility damage, contents damage, loss of operations or mission, or other objectives specific to the facility and assets of concern. Whereas the vulnerability assessment indicates weaknesses and potential failure modes, the consequence analysis focuses on extent of damage that may be expected for unmitigated design basis threat scenarios, with respect to the defined performance objectives.

As with the vulnerability assessment discussed above, one can utilize a broad spectrum of tools, from simple screening questions to focus in on tolerable damage limits, to the use of analytical methods.

Also necessary to consider in a consequence analysis is the impact of an attack on the BART facility to the overall BART system, the region, or the nation. For example, how would the various groups be affected if a facility is destroyed or unavailable? This factor accounts for likelihood that the facility will be used by first responders to emergencies; the facility’s historic and associated significance; and its peak occupancy.

It is further important to note that perception of importance by BART and the public can vary significantly. Public perception should be considered when evaluating consequence.

3.7 Risk Identification/Calculation

The risk assessment pulls together the threat, probability, and consequence assessments for the identified assets. Although the quantification of risk is often viewed quantitatively as the combination of three components: an event, the likelihood that the event will occur, and the potential consequences should the event occur (i.e. R = P x C), such simple calculations can sometimes result in important factors being missed, such as perception, valuation and criticality (e.g., a high probability, low consequence event could have the same numerical value as a low probability, high consequence event, yet the risks could be perceived and valued much differently). Nevertheless, the below matrix provides a framework for a performance-based risk assessment, using categories for likelihood and consequence. Events in red are often deemed unacceptable and require mitigation. Events in yellow and green are of less concern, but all scenarios will benefit from exploration of risk-reduction options.


Consequence

Probability Catastrophic Critical Marginal Negligible

Frequent

Probable

Occasional

Remote

Improbable

Figure 3: Example Risk Matrix (from MIL-STD-882D)

For threats such as fire and natural hazards, sufficient historical data exist to allow quantitative risk assessment in many cases. For assessing criminal and terrorist risk however, the data are sparse, many of the quantitative methods are in their infancy, and the data are lacking. Yet some level of quantification is required in order to be able to compare risk levels, and to be able to assess the effectiveness of a potential mitigation measure in reducing the risk.


4. DESIGN IMPLEMENTATION

4.1 Design Strategy

A. Overview

After completion of a threat and risk assessment, potential design strategies and options for risk mitigation can be identified. There are many strategies to preventing and/or mitigating threats events, from operating procedures, to physical protection systems, to providing law enforcement personnel, and various options within each strategy (e.g., physical protection systems can range from access control, to CCTV, to structural hardening), and it is not likely that all potential strategies and options will be selected.

There are four primary strategies for protecting against criminal and terrorist attacks: deter, delay, detect, prevent.

Deterrence focuses on providing a visible presence of security in order to make the attack more difficult for the potential aggressors. This can be in terms of a security force, closed circuit television (CCTV), bollards, lighting, or other measures that are visible to a potential aggressor.

Delay reflects strategies that will slow down an attack, and include bollards or landscaping to hinder vehicle approach, access control, turnstiles, and similar measures aimed at slowing down and/or restricting access.

Detection systems, such as x-ray, gamma-ray and other screening, glass break detectors, door contacts, smoke detectors, explosive detectors, and chemical detectors are used to detect the presence of a threat within a facility so that the attack can be thwarted.

As a final measure, prevention equates to hardening, and is intended to mitigate consequences should a threat scenario be realized. This can include a variety of physical measures, from structural hardening, to fire protection systems, to HVAC system filters, dampers and controls. It also includes keeping the potential aggressors away from the facility.

Although physical mitigation strategies are emphasized here, it is important to note that coordination with BART operations and law enforcement personnel is crucial for an effective risk management program.

B. Crime Prevention Through Environment Design

Crime Prevention Through Environmental Design (CPTED) should be considered at the onset of the facility’s design. The primary objective of CPTED is to reduce the opportunity for specific crimes to occur. CPTED focuses on design techniques and use of a particular space to create an environment that does not tolerate crime. Guidance for CPTED can be found in (FTA 2003).

C. Layering

In many cases, it is appropriate to implement a “ring of protection” approach in concert with the four primary strategies of deter, delay, detect and prevent. In this approach, critical assets are located in the core, with layers of protection surrounding the asset(s).


Figure 4: Rings of Protection (from FTA 2003)

4.2 Mitigation Options and Design Guidance

A number of guideline documents exist for assessing threats and vulnerabilities to facilities, infrastructure, and buildings. Many such documents are available in the private sector and are presented in Section 2. Access to some information is restricted by various agencies of the US Government, especially related to design loads.

Some of the mitigation options and associated design guidance as provided in these documents is provided in this Section. This is by no means an exhaustive list, but should give the reader an indication of the types of risk mitigation options that are available. Facility-, case-, and threat-specific risk mitigations options should also be developed and assessed.

As mentioned previously, only physical design mitigation options are presented below, and include:

• Site Design

MIDDLE RING

o locked doors o receptionist o badge checks o access control

system o window bars o parcel inspection o turnstiles

INNER RING

o alert personnel o door and cabinet locks o network firewalls and password

controls o visitor escort polices o document shredding o access control devices o emergency communications system o secure computer room o motion-activated closed-circuit

television

OUTER RING

o lighting o fences o gates o bollards o walls o trenches o intrusion detection

sensors o guards on patrol and

posted at property-line access points

Core Assets


• Architectural Security Planning • Structural • Mechanical and Electrical Systems • Electronics

A. Site Design

The Federal Emergency Management Agency (FEMA, 2003) provides the following checklist:

• Provide a continuous line of defense around the site as far from the building as practical. • Place vehicular access points away from oncoming streets. • Limit the number of vehicular entrances through the secured perimeter line • Use a series of landscape features to create an obstacle course between the building and

the perimeter. This approach is most effective if used in areas where there is ample setback.

• Design planters for the design-level impact to displace the planter a distance less than the setback.

• Use anti-ram barriers along curbs, particularly on sides of the building that have a small setback and in areas where high-velocity impact is possible.

• Use operable anti-ram barriers at vehicular access points. Select barriers rated to provide the desired level of protection against the design impact.

Wayfinding for emergency egress and other security issues should be considered in the site design of the facility.

B. Architectural Security Planning


• Use simple geometries without sharp re-entrant corners. • Use lightweight nonstructural elements to reduce flying debris hazards. • Place the building on the site as far from the perimeter as practical. • Place unsecured areas exterior to the main structure or along the exterior of the building. • Separate unsecured and secured areas horizontally and vertically using buffer zones

and/or hardening of walls and floors. • Provide sufficient queuing areas at lobby and delivery entrances. • Limit nonstructural elements such as false ceilings and metal blinds on the interior. • Mechanically fasten light fixtures to the floor system above. • Place desks and conference tables as far from exterior windows as practical. • Orient desks with computer monitors to face away from windows so the chair back faces

the window, not the monitor.

Cladding

• Use the thinnest panel thickness that is acceptable for conventional loads. Design cladding supports and the supporting structure to resist the ultimate lateral resistance of the panel.

• Design cladding connections to have as direct a load transmission path into the main structure as practical. A good transmission path minimizes shear and torsional response.


• Avoid framing cladding into columns and other primary vertical load-carrying members. Instead frame into floor diaphragms.

Windows

• Use the thinnest glass section that is acceptable for conventional loads. • Design window systems so that the frame anchorage and the supporting wall are capable

of resisting the breaking pressure of the window glass. • Use laminated annealed glass (for insulated panels, only the interior pane needs to be

laminated). • Design window frames with a minimum of a 1/2-inch bite. • Use a minimum of a 1/4-inch silicone sealant around the inside glass perimeter, with a

minimum tensile strength of 20 psi. Wayfinding for emergency egress and other security issues should be considered in the security plan for the facility.

C. Structural


• Incorporate measures to prevent progressive collapse. • Design floor systems for uplift in unsecured areas and in exterior bays that may pose a

hazard to occupants. • Limit column spacing. • Avoid transfer girders. • Use two-way floor and roof systems. • Use fully grouted, heavily reinforced CMU block walls that are properly anchored in

order to separate unsecured areas from critical functions and occupied secured areas. • Use dynamic nonlinear analysis methods for design of critical structural components.

The GSA Standards (GSA, 2003) provide the following recommendations for protection against blast and progressive collapse.

Exterior Walls Glazing Systems

Design exterior walls for the actual pressures and impulses up to a maximum of ___ psi and ___ psi-msec (project-specific information to be provided).

The designer should also ensure that the walls are capable of withstanding the dynamic reactions from the windows.

Shear walls that are essential to the lateral and vertical load bearing system, and that also function as exterior walls, shall be considered primary structures. Design exterior shear walls to resist the actual blast loads predicted from the threats specified.

Where exterior walls are not designed fro the full design loads, special consideration shall be given to construction types that reduce the potential for injury.

Preferred systems include: thermally tempered heat strengthened or annealed glass with a security film installed on the interior surface and attached to the frame; laminated thermally tempered, laminated heat strengthened, or laminated annealed glass; and blast curtain.

Acceptable systems include thermally tempered glass; and thermally tempered, heat strengthened or annealed glass with film installed on the interior surface (edge to edge, wet glazed, or daylight installations are acceptable).

Unacceptable systems include untreated monolithic annealed or heat strengthened glass; and wire glass.


Key Structures Elements

Primary Structural Elements - the essential parts of the buildings resistance to catastrophic blast loads and progressive collapse, including columns, girders, roof beams, and the main lateral resistance system;

Primary Non-Structural Elements – elements (including their attachments) which are essential for life safety systems or elements which can cause substantial injury if failure occurs, including ceilings or heavy suspended mechanical units; and

Secondary Structural Elements – all other load bearing members such as floor beams slabs, etc.

Secondary Non-Structural Elements – all elements not covered in primary non-structural elements, such as partitions, furniture, and light fixtures.

Good Engineering Practice Design Guidance

To economically provide protection from blast, inelastic or post elastic design is standard. This allows the structure to absorb the energy of the explosion through plastic deformation while achieving the objective of saving lives. To design and analyze structures for blast loads, which are highly nonlinear both spatially and temporally. It is essential that proper dynamic analysis methods be used. Static analysis methods will generally result in unachievable or uneconomical designs.

The designer should recognize that components might act in directions for which they are not designed. This is due to the engulfment of structural members by blast, is due to the engulfment of structural members by blast, the negative phase, the upward loading of elements, and dynamic rebound of members. Making steel reinforcement (positive and negative faces) symmetric in all floor slabs, roof, walls, beams and griders will address this issue. Symmetric reinforcement also increases the ultimate load capacity of the members.

Lap splices should fully develop the capacity of the reinforcement

Lap splices and other discontinuities should be staggered.

Ductile detailing should be used for connectors, especially primary structural member connections.

There should be control of deflections around certain members, such as windows, to prevent premature failure. Additional reinforcement is greatly required.

Balanced design of all building structural components is desired. For example, for window systems, the frame and anchorage shall be designed to resist the full capacity of the weakest element of the system.

Special shear reinforcement including ties and stirrups id generally required to, allow large post-elastic behavior. The designer should carefully balance the selection of small but heavily reinforced (i.e. congested) sections with larger sections with lower levels of reinforcement,

Connections for steel construction should be ductile and develop as much moment connection as practical. Connections for cladding and exterior walls to steel frames shall develop the capacity of the wall system under blast loads.

In general, single point failures that can cascade, producing wide spread catastrophic collapse, are to be avoided. A prime example is the use of transfer beams and girders that, if lost, may cause progressive collapse and are therefore highly discouraged.

Redundancy and alternative load paths are generally good in mitigating blast loads. One method of accomplishing this is to use two-way reinforcement schemes where possible.

In general, column spacing should be minimized so that reasonably sized member can be designed to resist the design loads and increase the redundancy of the system. A practical upper level of blast loads described herein.

In general, floor to floor heights should be minimized. Unless there is an overriding architectural requirement, a practical limit is generally less than or equal to 16 ft.

It is recommended that the designer use fully grouted and reinforced CMU construction is cases where CMU is selected.

It is essential that the designer actively coordinate structural requirements for blast with other disciplines including architectural and mechanical.

The use of one-way wall elements spanning from floor-to-floor is generally a preferred method to minimize blast loads imparted to columns.

In many cases, the ductile detailing requirements for seismic design and the alternative load paths provided by progressive collapse design assist in the protection from blast. The designer must bear in mind, however, that the design approaches are at times in conflict. These conflicts must be worked out in a case by case basis.


D. Mechanical and Electrical Systems


• Place all emergency functions away from high-risk areas in protected locations with restricted access.

• Provide redundant and separated emergency functions. • Harden and/or provide physical buffer zones for the enclosures around emergency

equipment, controls, and wiring. • For egress routes, provide battery packs for exit signs, use non-slip phosphorescent

treads, and double doors for mass evacuation. • Avoid using glass along primary egress routes or stairwells. • Place emergency functions away from structurally vulnerable areas such as transfer

girders. • Place a transformer interior to building, if possible. • Provide access to the fire control center from the building exterior.

Specifically for Chemical, Biological and Radiological Protective Measures, The Federal Emergency Management Agency (FEMA, 2003) provides the following checklist:

• Place air intakes servicing occupied areas as high as practically possible (minimum 12 feet above ground). GSA may require locating at fourth floor or above when applicable.

• Restrict access to critical equipment. • Isolate separate HVAC zones and return air systems. • Isolate HVAC supply and return systems in unsecured areas. • Physically isolate unsecured areas from secured areas. • Use positive pressurization of primary egress routes, safe havens, and/or other critical

areas. • Commission building throughout construction and prior to taking ownership. Provide

redundant, easily accessible shutdown capabilities. • For higher levels of protection, consider using contaminant-specific filtration and

detection systems. • Incorporate fast-acting, low-leaking dampers. • Filter both return air and outdoor air for publicly accessible buildings. Select filter

efficiencies based upon contaminant size. Use reputable filter media installed into tight-fitting, gasketed, and secure filter racks.

• For higher threat areas (mail room, receiving, reception/screening lobby): o Preferably locate these areas outside the main building footprint. o Provide separate HVAC, with isolated returns capable of 100% exhaust. o Operate these areas at negative pressure relative to secure portion of the

building. o Use air-tight construction, vestibules, and air locks if there is high traffic flow. o Consider installation of an emergency exhaust fan to be activated upon suspected

internal CBR release. • Lock, secure, access-log, and control mechanical rooms. • In public access areas, use air diffusers and return air grills that are secure or under

security observation.


• Zone the building communication system so that it is capable of delivering explicit instructions, and has back-up power.

• Create safe zones using enhanced filtration, tight construction, emergency power, dedicated communication systems, and appropriate supplies (food, water, first aide, and personal-protective equipment).

Specifically for Chemical, Biological and Radiological Protective Measures, The Center for Disease Control / National Institute for Occupational Safety and Health (CDC/NIOSH) provides guidance in general terms, (1) things NOT to do, (2) physical security measures, (3) ventilation and filtration issues, and (4) maintenance, administration and training issues (not covered here). The main points from these sections are outlined below. It should be noted that many of these are aimed at existing buildings, and are written for building management and occupants, more so than for engineers (non-technical).

Things Not to Do

• Do not permanently seal outdoor air intakes. • Do not modify the HVAC system without first understanding the effects on building

systems or occupants. • Do not interfere with fire protection and life safety systems (an area for coordination for

the FSTC).

Physical Security

• Prevent access to outdoor air intakes. o Relocate outdoor air intake vents (in the case of design, consider location). o Extend outdoor air intakes (in the case of design, locate at least 12 feet above

grade). o Establish a security zone around outdoor air intakes.

• Prevent public access to mechanical areas. • Prevent public access to building roofs. • Implement security measures, such as guards, alarms, and cameras to protect vulnerable

areas. • Isolate lobbies, mailrooms, loading docks, and storage areas. • Secure return air grilles. • Restrict access to building operation systems by outside personnel. • Restrict access to building information. • General building physical security upgrades. Ventilation and Filtration • Evaluate HVAC control options. • Assess filtration. (Specifically, trade-offs between filter efficiency and fan requirements.) • Ducted and non-ducted return air systems. (Ducted returns offer fewer access points.) • Low-leakage, fast-acting dampers. • Building air tightness. (Concern for event outside of the building.)

E. Electronics

The Department of Justice (DoJ, 2003) provides various risk mitigation measures, and highlights many aspects of access control and monitoring, including:


• Install CCTV surveillance cameras with time lapse video recording. • Post signs advising of 24 hour video surveillance. • Provide adequate lighting with emergency power backup. • Provide an intrusion detection system with central monitoring and alarm capability. • Install X-ray and magnetometer at public entrances. • Provide X-ray screening of all mail/packages. • Provide intercom capability. • Provide entry control with CCTV and door strikes. • Provide high-security locks. • Prevent unauthorized access to utility areas.

4.3 Mitigation Options Selection

For any given facility, a number of acceptable design options may exist. To help in the decision of which option to select, a benefit-cost analysis (absolute or relative) is recommended. This is especially true when multiple threats are being considered. Benefit-cost analysis can range from simple to complex, relative to absolute. In the first instance, a simple matrix-based approach can be helpful, in which key criteria are identified, ranked and factored. Such a matrix might include:

• Ease of Delivery: relative ranking of ease in which threat could be delivered • Operational Impact: relative impact on the operations given an attack • Life Safety Impact: relative impact on occupant life safety given an attack • Relative Risk: a relative measure of overall risk (incorporating the above three factors) • Relative Mitigation Effectiveness: relative effectiveness of mitigation measures • Relative Mitigation Cost: relative cost of mitigation measures • Relative Cost Effectiveness: a measure of cost effectiveness given Relative Mitigation

Effectiveness & Relative Cost • Relative Risk/Cost Ranking: a relative measure of Relative Risk and Relative Cost

Effectiveness

The matrix would take the following form, and would be populated by the spaces/functions/elements of concern, with the appropriate rankings:

Area / System

Threat Scenario

Attack Potential

Concern Level

Threat Ranking

Potential Conseq.

Conseq. Ranking

Risk Ranking

Criticality Mitigation Options

Effects of Mitigation

Relative Mitigation

Effect

Relative Mitigation

Cost

Relative Cost

Effect

Risk/ Cost Ranking

1

2

Figure 5: Example TARA Matrix

4.3 Performance-Based Design

Once the preferred mitigation options have been selected for implementation, design solutions may be engineered to meet the specific levels of performance determined at the onset of the risk-informed performance-based design process.


5. INTERACTION WITH OTHER DISCIPLINES

There are many approaches to preventing and/or mitigating security risk. These include operating procedures, physical protection systems, and providing law enforcement personnel. Whereas we have emphasized physical protection systems here, it is important that all risk mitigation measures be considered collectively so that an optimized risk management program can be developed.

END

RELEASE – R2.1 ARCHITECTURE – LANDSCAPING & VEGETATION CONTROL BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 10 FACILITY DESIGN - CRITERIA


LANDSCAPING AND VEGETATION CONTROL

CONTENTS

1. GENERAL 1.1 RELATED SECTIONS 1.2 BASIC GOALS

2. LANDSCAPING AND VEGETATION CONTROL 2.1 GENERAL CONSIDERATIONS 2.2 PLANTING CONSIDERATIONS 2.3. LANDSCAPING NEAR UTILITIES 2.4 CATEGORIES OF PLANT MATERIALS 2.5 SUMMARY TABLE 2.6 INSTALLATION SIZE OF PLANTS 2.7 PLANTING AREAS

3. EXISTING PLANTING

4. LANDSCAPE IRRIGATION SYSTEM



LANDSCAPING AND VEGETATION CONTROL

1. GENERAL

This Section includes facilities criteria for landscaping of the station and other facility site areas and line sections.

1.1 RELATED SECTIONS

A. Refer to Facility Design/ Criteria/ ARCHITECTURE/ General for the requirement that landscaping be designed to minimize bird roosting areas and vermin nesting areas.

B. Refer to Introduction, COMMON REQUIREMENTS, Environmental Design and Sustainability, for requirements in regard to possible use of shade trees to reduce non-roof heat islands.

1.2 BASIC GOALS

A. The goals of the landscape planting in parking areas, station and other facility sites, and trackway/trainway are:

• To provide a pleasant visual experience and reinforce the site organization

• To emphasize shade and relief from the sun

• To allow good visibility along the ground plane for security and pedestrian/vehicular circulation

• To incorporate drought-resistant plants and utilize efficient irrigation systems

• To be low maintenance - borders of ground cover and shrubs that require continuous maintenance will not be permitted; also, lawn areas will not be permitted.

• To fit into adjacent community environment visually and functionally.

• To provide BART patrons with a sense of location or regional expression by emphasizing outstanding views or landmarks.

• To provide BART patrons with visual variety through planting and views.

• To provide windbreaks where site characteristics make this desirable.


2. LANDSCAPING AND VEGETATION CONTROL

2.1 GENERAL CONSIDERATIONS

A. Special consideration shall be given to areas of community concern such as parks, medians, and street crossings as well as station transition areas. Final approval by the District will be required.

B. The need for low maintenance landscapes is important. Trees require less maintenance than lawn, ground cover, and shrubs.

C. The need to keep the ground level clear to allow good vehicular and pedestrian visibility for safety. When using screening shrubs, consider layout, location, and density of shrubs massing to minimize potential hiding places. Consider using small trees instead of tall shrubs.

D. Design elements in areas of special consideration such as pedestrian walkways, electrical fixtures, and landscape materials shall be integrated with adjacent development wherever possible.

E. Provide easy access to all landscape areas for maintenance operations.

F. If Designer anticipates that existing on-site topsoil may be suitable for use, Designer shall obtain soil tests by a California certified biological soil testing laboratory. Results of soils tests shall be submitted for District review. Soils shall be amended according to the recommendations in the soils reports.

2.2 PLANTING CONSIDERATIONS

A. Incorporate at least 75 percent drought resistant plant materials.

B. Designer shall select plant material based on the following considerations:

• Native and drought-resistant plants shall have priority in selection. Plants shall be suitable for project site, disease- and pest-resistant, hardy, and long lived.

• All landscape planting shall conform to local codes, criteria, and policies of the communities in which the BART facility is located and water company requirements, if available.

• Moderate to fast growth plants, rather than very fast, are recommended because they will produce a sturdier branching structure and will better resist wind damage.

C. Planting design shall be integrated with adjoining plant material wherever possible.

D. Trees along Trackway: Trees shall be selected and located so as not to be a hazard to train operations. Each tree shall be located sufficiently far from the


nearest track so that it would not obstruct that track should it be uprooted when at its mature height.

2.3. LANDSCAPING NEAR UTILITIES

A. Utilities in and around station sites to be landscaped shall be mapped with reference to their location and vertical clearances and underground depths.

B. Plant material shall be placed so as not to interfere with existing and new utilities.

C. Trees and other sizable plant material shall not be placed in utility corridors so as to avoid impeding maintenance and repair of utilities.

2.4 CATEGORIES OF PLANT MATERIALS

A. The Designer shall take into account the guidelines listed in this Article for selection of plant materials for different areas.

B. Parking Area Trees:

• Provide shade in parking areas to reduce harshness of asphalt concrete paving

• Shall contrast with Circulation Trees

C. Pedestrian Walk and Plaza Trees:

• Shall be refined trees suitable for pedestrian spaces

• Shall be flowering

• Shall be deciduous

D. Circulation Trees:

• Wherever possible, shall be part of existing street tree patterns in the community.

• Where applicable, shall be part of street tree patterns established by local planning agency.

E. Columnar Trees:

• In circulation areas where planting areas are narrow a broad-headed tree will interfere with traffic. A columnar tree which can articulate the parking area circulation systems shall be used.


F. Peripheral Trees:

• These trees shall be used in transition areas to the surrounding streets, private property, and neighborhoods.

G. Shrubs and groundcover shall be used on the site where appropriate, including for erosion control and for screening site utilities that are unsightly. In general, shrubs shall not be taller than 30 inches in height to avoid the creation of hiding places.

2.5 SUMMARY TABLE

Table 1 describes the specific criteria for the above planting categories. It covers architectural, engineering, and aesthetic uses.

2.6 INSTALLATION SIZE OF PLANTS

A. The following plant sizes shall be used for typical conditions:

Plant Material Minimum Size Parking Area Trees 24 inch box Pedestrian Walk and Plaza Trees 24 inch box Circulation Trees 15 gallon Columnar Trees 15 gallon Peripheral Trees 15 gallon Shrubs 5 gallon Shrubs 1 gallon Ground Cover 1 gallon Ground Cover flats

B. For more detailed information on caliper, height, and spread of plants, refer to the following publications:

"American Standard For Nursery Stock," American Nursery & Landscape Association (ANLA).

"Hortus III," Bailey Horatorium, Cornell University

2.7 PLANTING AREAS

A. Tree grates, allowing for root aeration and watering, shall be provided where trees are located in high use plaza areas near the station's entry. Grates shall be a minimum of 4 feet square or 5 feet diameter and shall meet ADA requirement for maximum gap size. Provision for root aeration and watering shall be made for all existing trees to be retained in paved areas. Trees shall have root barriers/deflectors installed at time of planting.

B. Maximum slopes for planting will be 2:1 with a minimum 3 feet flat area at the top and bottom of the slope. Terraced planters are preferred over steep (steeper


than 1.5 horizontal: 2 vertical) slopes. The minimum top and bottom of slope rounding shall be a 3 foot vertical curve (1 foot 6 inches each side of the vertical intersection). Water runoff from banks shall be coordinated with the site drainage system.

C. Generally a ratio of one tree for every ten cars is desirable in the parking areas, excluding the trees along the major pedestrian walkways and peripheral planting; however local community requirements may vary.

D. The parking area trees shall be located in pockets at the division between stalls, in the parking row end islands, or in stalls especially designated for planting. Tree pockets shall be curbed via precast or cast-in-place concrete, and have tree grates or decomposed granite "mulch." Tree grates shall have metal frames with metal cross-bracing supports across the middle joint between grate halves to prevent collapse.

E. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites, for requirements for parking lot perimeter planting.

F. Wherever are hedges are planted to guide pedestrian circulation (and wherever pedestrians may be likely to walk through hedges), the hedge shall incorporate or be backed by a short fence (i.e. 3 foot high) to prevent pedestrians from cutting through hedge during plant establishment.

G. Maturing shrubs and groundcovers shall not be invasive.

H. Structures such as traction power substations, ventilation structures, and gap breaker stations shall be screened with planting in areas of high traffic or critical visual impact. Maturing plants shall not be invasive.

3. EXISTING PLANTING

Existing plant materials impacted by the Project shall be surveyed by a Registered Landscape Architect.

A. Preconstruction Survey: The landscape architect shall perform a preconstruction survey of landscaping, irrigation systems, and other site features which may potentially be affected by construction activities. Survey shall include BART right-of-way and adjacent areas which may be disturbed by construction. The preconstruction survey shall include photographing the landscaping to determine and record the condition. Preconstruction survey shall be coordinated with civil, structural, architectural, and systems design. For each existing tree, irrigation system, and other site feature the Designer shall propose one of the following to be reviewed with the District in conference and in the field:

• Protect Existing Plant Material in Place


• Relocate Plant Material to New Location (With or Without Stockpiling Prior to Re-Planting)

• Remove Plant Material (On BART right-of-way)

• Remove Plant Material - With or Without Compensation (For Plant Materials on Adjacent Properties)

• Replace Plant Material (Plant Materials on Adjacent Properties)

• Repair or Replace Irrigation Systems

B. The decisions made based on the review of the preconstruction survey shall be integrated into the Contract Documents. Grading design shall be adjusted for maximum preservation of significant existing trees which do not constitute a trackway hazard. Where grading adjustments are not feasible, worthy existing trees or significant groupings shall be preserved by use of tree wells or retaining walls to avoid smothering the roots in fills or removal of roots in cuts. All trees to be saved shall be indicated on the final grading plans. Final grading plans shall be reviewed by the Designer’s landscape architect to ensure compatibility of grading with viability of trees so indicated.

C. Protect Existing Plant Material in Place

1. Plant material that is of value to the design and needs to be preserved on site shall have proper protection during the entire construction period. Care of existing trees and groupings to be preserved shall be included in the Contract Documents.

2. Care shall consist of removal of dead wood, pruning, heading up where necessary, and fertilizing as required to ensure survival. Protective barriers at tree drip lines shall be provided where necessary to protect trees from damage by heavy equipment during construction operations. Vehicular traffic and parking within the drip line of existing trees and shrubs shall not be permitted.

D. Relocate Plant Material to New Location: No tree over 12 inches in caliper shall be removed and relocated except in cases of historical significance, rarity of type, excellence of form, or other special consideration.

E. Stockpile Plant Material: Plant materials to be stockpiled shall be defined as that material which cannot be retained in its existing location but has value in another location. The type of material included in this category shall be medium and small trees, shrub masses, or hedges and ground covers. The procedure for relocation and subsequent stockpiling shall be well defined in the Contract Documents including a requirement that this work be performed under the observation of the Designer’s landscape architect.


F. Remove Plant Material on Adjacent Property: Trees may exist on property that the District has not purchased but which need to be removed because of interference with the construction and operation of the Project or because they will be damaged as a result of construction. Typically, either the tree will be replaced with another tree in a location acceptable to the property owner or the property owner will be compensated for the loss of the tree. If the tree is to be replaced, the Designer shall include this work in Contract Documents, unless other required by the District. If the tree is to be compensated for, the Designer shall be responsible for providing an assessment by a qualified arborist for the equitable dollar value for payment to be made by the District to the property owner.

G. Repair or Replace Irrigation Systems: The Designer shall include in the Contract Documents the modification, repair, or replacement of irrigation systems affected by the construction.

4. LANDSCAPE IRRIGATION SYSTEM

A. The landscape irrigation system shall be designed to provide efficient water use through proper landscape irrigation design and management. The East Bay Municipal Utility District (EBMUD) landscape management guide shall be the main source for the criteria, unless otherwise recommended by the local water agency having jurisdiction.

B. The irrigation system shall be organized so that non-drought-tolerant planting will be watered separately from the rest of the landscape.

C. Landscape irrigation systems shall conform to local codes and policies of the communities and respective water utilities. Landscape irrigation systems include Designated Matching Products. Obtain list from District.

D. Use non-potable water where available. In communities where non-potable water system is planned, make provisions for future conversion of landscape irrigation water service to non-potable source.

E. Sprinklers and sprays shall not be used in areas less than 8-feet wide. In areas less than 8 feet wide, bubbler heads shall be used for plants whose water demand does not exceed 1.5 gallons per minute per device.

F. Sprinkler heads with a precipitation rate of 0.85 inches per hour or less shall be used on slopes exceeding 15 percent or on slopes exceeding 10 percent within 10 feet of hardscaped areas to minimize runoff.

G. Valves and circuits shall be separated based on water use.

H. Bubbler irrigation systems shall be provided for trees.

I. Sprinkler heads shall have matched precipitation rates within each control valve circuit.


J. Serviceable check valves shall be provided where elevation differential may cause low head drainage.

K. Sprinkler head spacing shall be designed for head-to-head coverage. The system shall be designed for minimum runoff and overspray onto non-irrigated areas.

L. All irrigation systems shall be equipped with a controller capable of dual or multiple programming. Controllers shall have multiple cycle start capacity and a flexible calendar program.

M. All irrigation systems shall be controlled by a central computer.

N. Every controller shall have an irrigation schedule attached for maintenance personnel to follow. Irrigation schedule shall reflect time of year, plant material, plant maturity, soils, and site microclimates. Irrigation design shall allow for completion of site irrigation within an eight-hour nighttime watering window.

O. The Contract Documents shall include a water budget that includes:

• Estimated annual water use (in gallons) and the area (in square feet) irrigated.

• Precipitation rates for each valve circuit.

• Monthly irrigation schedule for the plant establishment period and for the first year thereafter.

P. All vacuum breakers and controllers shall be located inside facilities to prevent vandalism and such that corrective screening will not be required. Reduced pressure backflow preventers shall be located in accordance with the local water district requirements and shall be enclosed in a metal backflow preventer enclosure. Locate irrigation water meters and backflow preventers so that they are not in or near the main vehicular or pedestrian circulation areas and in a location where they can be screened by shrubs, if possible.

Q. In parking areas, quick disconnect valves shall be provided at least 1 for every 2500 square feet of landscaping/parking area or every 200 feet in linear locations.

R. Use rain shutoff device with automatic controller and automatic moisture sensors. Precipitation rates for a given circuit shall not exceed soil absorption rates.

END TABLE 1 FOLLOWS


TABLE 1 – SUMMARY TABLE OF PLANTING CATEGORIES

RELEASE - R2.1 MAINTENANCE AND ENGINEERING FACILITIES BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 12 FACILITY DESIGN - CRITERIA


MAINTENANCE AND ENGINEERING FACILITIES

CONTENTS

1. GENERAL 1.1 Functional Organization 1.2 Facility Configuration 1.3 Reference Standards

2. EXISTING FACILITIES 2.1 Maintenance Engineering Yards and Shops 2.2 Remote Reporting Locations 2.3 Station Spaces

3. FUTURE EXPANSION 3.1 General 3.2 Design Considerations



MAINTENANCE AND ENGINEERING FACILITIES

1. GENERAL

This Section includes a functional description of the existing Maintenance and Engineering (M&E) Facilities. It describes how the facilities operate and the functions that they perform, and establishes the physical and general considerations that could be used to form the basis for their design.

1.1 Functional Organization

M&E facilities serve as work locations for the organizational divisions providing maintenance of BART systemwide facilities. In addition to maintenance work, these divisions also perform contract work to implement engineering work orders such as modifications to existing facilities; or provide support to outside Contractors in the implementation of their contract work. There are four organizational divisions, and their areas of responsibilities include the following:

A. Way and Facility Maintenance

• Buildings - include maintenance, repair, and inspection of stations, station areas including the platforms and concourse levels; parking lots and structures; and associated vehicular roads. Maintenance work involved includes general cleaning of the facilities and repair of utilities including water, sewer, plumbing, and drainage outside of the trackway limits.

• Grounds – include maintenance and inspection of landscaping and plants in stations and along the alignment right-of-way. Other duties include debris pick up, repair of irrigation systems, and maintenance of security fences throughout the system.

• Track – include maintenance, repair, and inspection of trackwork and related structures. Duties include track inspections, and maintenance and repair operations. Also responsible for work train operations, rail grinding operations, geometry car operations, and providing staff to respond to emergencies in support of revenue service.

• Structures – duties include maintenance, repair and inspection of structures within the trackway, track supporting structures, subways, tunnels, vaults and ventilation structures. Other functions include maintenance and repair of trackway drains, track cleaning, station inverts, trackway signs, and street ventilation gratings. Also provides staff to respond to emergencies in support of revenue service.

B. Power and Mechanical Maintenance

• Power – include maintenance, repair, and inspection of the traction power facilities such as substations, switching stations and gap breaker stations; and power distribution systems in stations and along the alignment right-of-way such as subway power and lighting, Transbay Tube structure cathodic protection system, electrical


components of ventilation systems, air conditioning systems, pumps, cranes, turntables, car washers, doors and grills, fire and flooding alarm systems, emergency lighting inverters, emergency/standby generators, and maintenance carts used in yards, shops, and the Transbay Tube. Also provides electrical safe clearances for other BART divisions, and outside Contractors and Suppliers.

• Mechanical – include maintenance, repair, and inspection of mechanical components of heating, ventilation, and air conditioning systems, pumps, cranes, turntables, car washers, doors, grills, wet and dry stand pipes, fire suppression systems, sump and drainage systems, and other piping systems.

• Elevators/Escalators – include maintenance, repair, and inspection of escalators and elevators in stations, parking structures, and other BART facilities. Also responsible for supervision of outside Contractors, where necessary.

C. Systems Maintenance

• Train Control – include maintenance, repair, and inspection of train control system equipment both on the wayside and in train control rooms. Also includes track switches and interfaces of the train control system to the supervisory control and data acquisition (SCADA) system. Also, in conjunction with the Operations Control Center and Power & Way Center, provides protection from automatic train movement for other BART divisions and outside Contractors.

• Automatic Fare Collection (AFC) – include maintenance, repair, and inspection of AFC equipment such as ticket vending machines, fare gates, add fare machines, bill-to-bill changers, and parking control machines.

• Communications – include maintenance, repair, and inspection of the systemwide fiber and copper cable network, Supervisory Control and Data Acquisition System (SCADA), trunked radio system, PABX telephone system, emergency telephone system, closed circuit television system (CCTV), public address (PA) system, and the emergency and platform trip system for the contact rail system.

• Computer - include maintenance, repair, and inspection of computer mainframes and industrial computers for systems such as the Sequential Occupancy Release System (SORS), Station Agent Terminals (SATs), passenger information systems, destination sign system, and other operations and administrative PCs.

• Telecommunications - include administration of Nortel PABX telephone systems, 911 emergency system, and all telephone instruments including cellular telephones and internet capable PDA’s and contract pagers.

D. Non-Revenue Vehicle Maintenance – include maintenance, repair, and inspection of vehicles such as automobiles, maintenance-of-way vehicles, police cars, vehicle-borne emergency/standby generators, and other non-revenue vehicles. Work includes records management and performance of scheduled inspections and repair of the District’s automotive and maintenance equipment fleet. Size and mix of the fleet is currently 510 vehicles of over 50 different types including trucks, pickups, sedans, cranes, tow trucks, fuel truck, generators, police cars, armored trucks, fork lifts, hi-rail equipment, mobile equipment, tractors, track maintenance equipment, diesel and gasoline powered equipment, etc. Also responsible for expediting parts and materials for the M&E


Facilities, and provides machine shop, welding, and fabrication support work to other M&E divisions.

1.2 Facility Configuration

The M&E Facilities include the following:

A. Maintenance and Engineering (M&E) Yards and Shops – serves as central location where major work functions are performed. It also provides as central storage for replacement parts.

B. Remote Reporting Locations – serves as work locations or staging areas for personnel providing maintenance services for a defined section of the operating system. These locations are distributed over the District, with each location covering an area or section of the system, thus keeping personnel closer to work assignments. General locations are in passenger stations or in a designated building in the revenue vehicle yards and shops. The functions of these locations vary with the type of work performed by the divisions. For certain divisions, as explained later, these locations are only used for personnel reporting at the beginning and/or end of their work shift. These personnel travel to their work location in the surrounding area during their shift.

C. Station Spaces – are designated spaces in the stations used as staging for maintenance work in the station. They also serve as storage for maintenance equipment and supplies specific for the station.

1.3 Reference Standards

Design of M&E facilities shall comply with, but not be limited to, the following listed principal standards. The latest edition of any design standards, codes, and regulations shall be used:

• California Building Code

• Uniform Building Code

• National Electrical Code

• NFPA 10, 14, 80, 72, 90, 91,101, 130, 220, as applicable

• Cal/OSHA and applicable local codes

• California Code of Regulations CCR Title 8, Title 24, as applicable

• American with Disabilities Act Accessibility Guidelines (ADAAG), as applicable


2. EXISTING FACILITIES

2.1 Maintenance Engineering Yards and Shops

A. General

The functions and operations of the Maintenance and Engineering Yards and Shops are spread across 3 locations within the District; namely the Oakland Shops, Lake Merritt, and the Hayward Rail Storage Yard.

B Oakland Shops

The Oakland Shops are located at 601 East 8th Street, in Downtown Oakland, near the Lake Merritt Station. This facility is on an approximately 3-acre property. The Oakland Shops consists of three 2-story buildings.

The first building is approximately 14,000 square feet, with the Non-Revenue Vehicle Department using the first floor. The second floor, with approximately 7,000 square feet has the administrative offices for Non-Revenue Vehicle Maintenance, and Track and Structures Departments. A rail spur enters the vehicle service and repair shop, connected to the mainline Line and to the storage spurs for fixed rail maintenance vehicles.

The second building, referred to as the Oakland Shop Annex, is approximately 14,000 Square feet, with the first floor shared between the Buildings, Grounds, Power, Mechanical, and Elevator/Escalator Departments. The second floor, with approximately 6,000 Square feet, houses the Power & Mechanical Department administration offices.

The third building, referred to as the “Kaiser Building” is approximately 6,000 Square feet and is used by the Buildings and Grounds Department for equipment and materials storage. The second floor, with 6,000 square feet has the Track & Structure training offices and lunchroom.

Each maintenance division is provided with its respective administrative offices, conference rooms, training rooms, and storage spaces for records, equipment, and materials. Spaces for general use or occupancy including employee parking lots, break rooms, locker rooms, and restrooms, are not necessarily identified with each Division. Rather, they are distributed within the facility considering work locations and their adjacencies.

System expansion over the years has exceeded the capacity of the three buildings. So three additional office trailers have been added, used for Structure Inspection and Power & Mechanical/Elevator/Escalator Training. In addition, a number of intermodal containers are used for storage and tool rooms, and another used by the Structural Welding Shops.

A brief description of the shops in this location is as follows:

• Carpenter Shop: This shop supports district-wide needs for carpentry work such as finished cabinets, forms for reinforced concrete work, wood stairs, etc. The shop is provided with complete set of woodworking equipment and tools. In addition, the shop has an adjacent area for storage of lumber, plywood, and other carpentry materials and supplies.


• Lock Shop: This shop is fully equipped to handle lock repairs and fabrication or duplication of keys used system-wide. The locksmiths are responsible for the maintenance of door locks in stations, buildings, and other wayside facilities.

• Paint Shop: This shop is responsible for maintenance painting of District facilities including non-skid application and graffiti removal. The paint shop has an adjoining Locker Room for painters. Also, Hazmat containers are provided for safe and convenient handling and disposal of excess paint.

• Fire Extinguisher Shed: There are approximately 4000 fire extinguishers used in the District, which are maintained at this location. The location has adequate space for workbenches, storage racks, and charging equipment.

• Landscaping Shop: This shop houses all the tools and equipment for landscaping maintenance functions including sweeping, pruning, spraying, and irrigation repairs. Laydown and storage space is also provided for fencing materials used in maintaining the District’s approximately 400 miles of fencing.

• Welding (Sheet Metal) Shop: This shop houses all fabrication and welding equipment for structural steel work, and also has space for storage of materials.

• Electrical Shop – is used as maintenance location for traction power and other electrical equipment. Electrical equipment includes those subsystems for ventilation systems, air conditioning systems, alarm systems, emergency lighting inverters, etc.

• Mechanical Shop – is used for maintenance of mechanical equipment or subsystems for line vents, line sumps, ventilation, etc.

• Fire Suppression Shop – is used for maintenance of fire suppression equipment and components for wet standpipes, fire pumps, etc.

• Elevator/Escalator Shop - houses all the tools, equipment, and supplies for the maintenance of District elevators and escalators.

• Telecommunications Repair Shop – This shop is used for maintenance of radio equipment for on-track maintenance equipment including maintenance vehicle detection devices, and police vehicles. The shop is equipped with workbenches and electronic test and repair equipment. The shop has a roll up door which can accommodate the entry of a large truck.

• Non-Revenue Vehicle Service Area. This shop area is equipped with a 75’ under-car inspection/maintenance pit, overhead cranes, hydraulic lifts for inspection/maintenance of vehicles, lubrication bay, exhaust system, oil containment/distribution system, steam cleaning area, a fuel monitoring system, utilities, and gas storage.

• Machine Shop. This Shop houses all machine shop equipment including two lathes, milling machine, drill press, grinders, work benches, tanks, compressed air, overhead cranes, and utilities for the repair and fabrication of vehicle parts and components. This shop, with floor-to-ceiling wall partitions, is secured and lockable.

• Welding Bay. This shop houses all welding equipment to support vehicle repairs.


• Non-Revenue Vehicle Car Wash Facility – This facility is used for external washing of vehicles.

• Gas Station - This facility is the filling station for District vehicles and is equipped with pumps for both gasoline and diesel fuel.

• Auxiliary Spaces used by the Non Revenue Vehicle Maintenance including hazardous material container storage, gas cylinder storage (propane tank, gas tank, diesel tank), dumpster for recyclable steel, trash compactor, hi-rail fleet maintenance area, and a smog test area with dynamometer.

• Tool Rooms and Materials Distribution - Each maintenance division operates their own tool rooms and materials storage and distribution warehouses. Due to limited spaces in the shop buildings, some of the tool rooms and materials storage are in portable containers, distributed throughout the yard area. The number of containers for each division varies and depends upon the number of shops they operate.

• Maintenance Vehicles Staging and Laydown Area. An area in the M&E Yard and Shop is allocated for the storage and staging of the fleet of more than 100 maintenance vehicles. Maintenance of the vehicles is by the Non-Revenue Vehicle Maintenance Division but are mainly used by the Track and Structures Group of the Way and Facility Maintenance. These vehicles include the hi-railers, rail grinder, truck-mounted vacuum/tunnel washer, motor truck with aerial lift, hi-rail switcher/car mover, motor truck with hi-rail attachment, ballast regulator, mobile (hi-rail) crane, track crew maintenance truck, etc. Also, a vehicle staging and lay-down area is allocated for emergency maintenance vehicles set on chargers and power generators.

• The facility has approximately 1000 ft. of tracks without third rail for storage of rail-borne equipment, hi-railers, and geometry car. These storage tracks have direct rail access to the mainline tracks.

C. Lake Merritt Administration Building, Platform Level

The basement of the main BART Lake Merritt Administration Building, located at 800 Madison Street, Oakland, which is conjoined with the Lake Merritt station platform, is used by the System Maintenance Division. This space, approximately 20,000 square feet, houses the main administrative offices, locker rooms, and central location for the different shops of Systems Maintenance. In addition, it is used for storage of various items of system maintenance equipment. Systems maintenance shops in this location are as follows:

• Train Control Repair and Project Shop – This shop is staffed with about 25 people and is equipped with compressed air, degreaser/chemical parts washer, press bearings, test area with benches, industrial rack for heavy switch equipment, a small crane (1/2 ton boom crane). The shop has a roll-up door for truck access.

• Automatic Fare Collection (AFC) Testing/Repair Shop - This shop is equipped with test benches, industrial (heavy-duty) equipment racks, staging tools area, and tool storage area.

• Communications Project/Laboratory Room - This is a computer/network system monitoring room and a maintenance personnel dispatching area. Communications between this location and personnel in the field is via the trunk radio system. The


remote monitoring, and diagnostics of systems such as SCADA, BARTNet, NET.com, Maintenance Documentation System (MARIS), and trunk radio system are performed in this location.

• Computer Test/Repair Shop – This shop is equipped with test/repair benches and a vault for data storage and computer back-up files.

D. Hayward Rail Storage Yard (Whipple Road Yard)

The Hayward Rail Storage Yard (also referred to as Whipple Road Yard) is located at 951 Whipple Road in Hayward, adjacent to the Hayward Test Track and Hayward Revenue Vehicle Yard. This facility is approximately 20 acres, and is the primary storage location for Track Department rails and materials. This facility is also used by Revenue Vehicle Maintenance Engineering’s Shop, and by the Logistics Department for storage of large and weatherproof materials that do not require warehouse storage.

This facility has a small yard with un-powered tracks and manual switches that are connected to the BART mainline through the Hayward Test Track. Track and Structures Department and Revenue Vehicle Maintenance Engineering share this yard. Major features include connection to a major standard gage freight railroad and dual gage track that allows delivery and pickup of materials, a special ramp that allows loading of revenue vehicles on special semi-truck trailers and a continuously welded rail (CWR) storage rack and special threading stands that allows the storage and handling of up to 40 miles of rail.

2.2 Remote Reporting Locations

A. General

Each maintenance division maintains an independent network of remote reporting locations. The space in each of these locations varies with the functions performed and the number of personnel reporting therein. This document is not intended to provide a complete and thorough discussion of remote reporting locations. Rather, the purpose is to provide a general discussion on the orientation and distribution of locations throughout the District that allows increased work productivity and short travel times in responding to system problems.

B. Way and Facilities

This division maintains remote reporting locations for its buildings and grounds personnel. For building maintenance, there is one remote reporting location, approximately midway, in each of the BART line. The sizes of the locations vary in sizes between 100 and 250 sq. ft. Each location serves as the reporting location for one building worker, except for the Powell St. Station location, which is serves two workers. For grounds maintenance, a typical remote reporting location sized for three workers, is located in Daly City Station. In addition, South San Francisco Station on the W-line has a reporting location for a locksmith.


C. Power and Mechanical

This division has remote reporting locations in each of the four revenue vehicle yards and shops. In these locations, a small trailer approximately 320 sq. ft. each, are used. In addition, there are also reporting locations in stations in each of the BART line: one each on the K, L, and R lines, two each on the M, W, and A lines, and 4 on the C line.

D. Systems Maintenance

The Train Control Group has remote reporting locations in the Hayward and Concord Revenue Vehicle Yards and Shops, and in El Cerrito del Norte, Millbrae, Daly City, and West Oakland Stations. The locations are generally staffed 24 hours a day, and vary in sizes between 250 sq. ft to 1200 sq. ft., with occupancy between 6 to 14 personnel. The Communications Group has remote reporting locations in Walnut Creek Station, staffed for day and swing shifts, and the San Francisco Vent Structure, which is staffed 24 hours a day. Size of each location is approximately 250 sq. ft. Finally, the AFC Group has one reporting location in each of the BART line with the exception of the R, M, and W lines where there are two reporting locations each. These locations are staffed with 3 personnel for day and swing shifts, and vary in sizes from 100 to 500 sq. ft.

2.3 Station Spaces

Spaces are allocated in each of the existing stations for the Buildings and Grounds maintenance personnel of Way and Facility, and for the Elevator/Escalator maintenance personnel of Power and Mechanical.

A “Janitor Closet” is used by Buildings personnel for storage of cleaning supplies and tools. A separate room is provided for the Grounds crew for storage of landscaping supplies and equipment. Finally, for Elevator/Escalator maintenance, a room is provided for storage of small items of spare parts specific to the elevator/escalator equipment in the station.

3. FUTURE EXPANSION

3.1 General

A. Impact to Existing Facilities: Extensions to the BART system will require an upgrade to the M&E facilities. The required addition and upgrade to the facilities and resources shall be established in coordination with the District. Any addition, change, or modification to an existing M&E facility may require the entire facility to be brought up to the current code requirements.

B. Basis of Design: There is no simple equation to determine the required increase in capacity of the M&E facilities as a result of system extension or expansion. However, based on current operational practices, design aspects of a system extension or expansion that directly impacts M&E facilities and resources can be defined. The actual need for M&E facility upgrade shall be assessed and developed together with the District during the project design phase. The assessment shall also evaluate whether the upgrade can be accommodated by expanding existing facilities or by construction of new facilities in new locations. Design aspects of concern on system extension include the following:


• Mileage – The length of an extension and the number and size of ancillary facilities directly impacts each of the maintenance divisions.

• Number of Stations – Adding a station to the system directly affects each of the maintenance division, because they each have a system or facility to maintain in a station.

• Alignment Configuration – There are three types of alignment configuration: aerial, subway, and at-grade. The subway configuration has more systems and facilities to maintain compared to the other types, and directly impacts all the maintenance divisions.

• Existing M&E Operational Procedures, Resources and Logistics - These factors shall be taken into account to provide the necessary upgrade of M&E facilities. Integration of new or upgraded facilities and existing operations is essential to responsive and reliable services to be performed by the Maintenance and Engineering department.

• Response to emergency and service disruptions.

3.2 Design Considerations

It is not practical to establish a simple proportional relationship between system expansion and its resultant requirement for increase in maintenance facilities and resources. However, the following design considerations shall be used as the basis of design requirements.

A. A common location for M&E Yards and Shops provide the benefit of shared and adjacency of resources. However, while facilities may be shared, requirements for separation and independence of administrative offices, conference rooms, training rooms, and spaces for storage of records, supplies, and materials shall be recognized.

B. Location of M&E Yards and Shops shall be near or in the vicinity of a passenger station. This would limit the use of vehicles and minimize travel times in responding to system trouble. The location shall be in an industrial area so as to complement the nature of work and noise environment in the facility. Certain facilities, such as those for Systems Maintenance, shall be connected with an internal covered passage that allows access to the station platform and elevators.

C. Some of the facilities operate on 24 hours a day, 7 days a week work schedule. In addition, equipment and materials stored in this location are attractive to thieves. For these reasons, the facility shall be provided with adequate security for protection of personnel and materials.

D. Remote reporting locations shall be provided for each maintenance division, with the exception of the non-revenue vehicle maintenance facility. A location shall be provided every 4 to 7 stations, and actual quantity and locations shall be defined in coordination with the District.

E. The Non-Revenue Vehicle Maintenance Facility does not require remote reporting facilities. Instead, as the system expands, an auxiliary facility is required to limit the travel distance required to perform routine maintenance of rubber tired and rail borne equipment.


F. Building and Grounds maintenance personnel shall be provided with spaces in each station. These spaces shall include a janitor closet and grounds crew closet for storage of gasoline, tools, and utility carts. Power and Mechanical shall also be provided with separate space in each station for use as “Escalator/Elevator Parts” holding room, and shall be equipped with power, light, and ventilation. Station spaces are not required for Systems Maintenance.

G. M&E facility capacity increase shall also address the need for Remote Monitoring and Diagnostic Operations Center. This is the centralized location for all remote monitoring of AFC, Communications, and Train Control functions.

H. Staffing requirements for each maintenance division shall be defined and corresponding workspace and associated facilities shall be provided. Basis for defining required staffing levels include the following:

1. Way and Facility Maintenance

• Buildings - square footage of buildings, stations, roads, parking areas, and surfaces subject to graffiti vandalism.

• Grounds - acreage of parking lots and landscaping, miles of fencing, at-grade trackway acreage, and lineal feet of irrigation systems.

• Track – length of track, complexity of special trackwork, and type of track construction.

• Structures: length of trackway structures and associated drainage system, number of stations, and number and type of ventilation structures and street gratings.

2. Power and Mechanical Maintenance

• Power Department: length of track, type of alignment configuration, number of traction power facilities, and number and type of electrical systems.

• Mechanical Department – type and quantity of mechanical systems.

• Elevator/Escalator Department – number and type of elevators and escalators.

3. Systems Maintenance

• Train Control – length of signaled track and number of interlockings.

• Automatic Fare Collection - number of stations and paid parking facilities.

• Communications – length of subway track and number of stations.

• Computer Group - number of stations.

• Telecommunications Group - number of stations and administrative telephones, cellular phones, internet capable PDA’s and pagers.


4. All Divisions

• Minimum staffing levels are required to support revenue service. A linear analysis based upon current staffing may not adequately support revenue service and additional staffing may be necessary.

• Current labor agreements, absenteeism and attrition must be considered when determining staffing.

END

RELEASE R2.1 ARCHITECTURE – PASSENGER STATIONS BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 48 FACILITY DESIGN - CRITERIA


PASSENGER STATIONS

CONTENTS

1. GENERAL 1.1 APPLICATION 1.2 ACCEPTANCE OF EXISTING CONDITIONS 1.3 REFERENCE STANDARDS

2. DESIGN PRINCIPLES 2.1 PATRONAGE 2.2 SERVICE STANDARDS 2.3 DESIGN CAPACITY Table 2.3 Design Capacity Requirements (Square Footage for Level of Service) 2.4 TRAIN LOAD 2.5 HEADWAY 2.6 PEDESTRIAN HAZARDS 2.7 INFORMATION DISPLAY

3. BASIC CODE AND BUILDING REQUIREMENTS 3.1 USE OR OCCUPANCY 3.2 GENERAL BUILDING LIMITATIONS 3.3 BUILDING CONSTRUCTION 3.4 MATERIALS AND FINISHES

4. CONCOURSE 4.1 GENERAL 4.2 QUEUING Table 4.2 Minimum Queuing Distance Requirements 4.3 RUN-OFFS 4.4 STATION AGENT BOOTH 4.5 SERVICE GATES 4.6 AUTOMATIC FARE COLLECTION 4.7 PATRON AMENITIES AND CONCESSIONS 4.8 EMPLOYEE FACILITIES

5. PLATFORM 5.1 GENERAL 5.2 CONFIGURATION 5.3 SIZE 5.4 CLEARANCES 5.5 PLATFORM EDGE DETECTION 5.6 STATION PLATFORM EMERGENCY THIRD RAIL TRIP STATION 5.7 SLOPE 5.8 CIRCULATION

6. STATION INGRESS AND EGRESS AND CIRCULATION 6.1 GENERAL


6.2 STATION ENTRANCES 6.3 PASSAGEWAY/PORTAL 6.4 CONCOURSE AREA 6.5 CODE REQUIREMENT 6.6 ADDITIONAL CODE, ACCESSIBILITY, AND SAFETY CRITERIA 6.7 PLATFORM EXITING 6.8 CONCOURSE EXITING

7. VERTICAL CIRCULATION

8. STAIRS 8.1 GENERAL 8.2 CODE REQUIREMENTS

9. ESCALATORS 9.1 GENERAL 9.2 ELECTRICAL 9.3 COMMUNICATIONS AND SEISMIC SENSOR 9.4 MECHANICAL

10. ELEVATORS 10.1 GENERAL 10.2 Electrical 10.3 Communications and Seismic Sensor 10.4 Mechanical 10.5 Other Requirements

11. MECHANICAL AND PLUMBING SYSTEMS 11.1 GENERAL 11.2 HVAC CRITERIA 11.3 FIRE PROTECTION CRITERIA 11.4 PLUMBING AND DRAINAGE CRITERIA

12. ELECTRONICS 12.1 GENERAL 12.2 PUBLIC TELEPHONES 12.3 PRIVATE TELEPHONES 12.4 PUBLIC ADDRESS SYSTEM 12.5 TRUNK RADIO SYSTEM 12.6 CLOSED-CIRCUIT TELEVISION (CCTV) SYSTEM

13. SANITATION AND MAINTENANCE 13.1 BASIC DESIGN OBJECTIVES 13.2 GENERAL CRITERIA

14. NOISE AND REVERBERATION CONTROL 14.1 GENERAL 14.2 PURPOSE Table 14.2-1 Maximum Noise Levels in Stations Table 14.2-2 Summary of Station Acoustic Design Criteria 14.3 STATION INTERIOR ACOUSTICAL DESIGN


Table 14.3-1 Cementitious Spray-On Sound-Absorption Coefficient Table 14.3-2 Glass Fiber Sound-Absorption Coefficients 14.4 STATION AREAS RELATED TO NOISE FROM TRAFFIC AND RAILROAD

OPERATIONS

15. ANCILLARY FACILITIES 15.1 GENERAL 15.2 TRAIN CONTROL ROOM 15.3 BATTERY ROOM (UPS) 15.4 TRAIN CONTROL AND COMMUNICATIONS HVAC ROOM 15.5 TRACTION POWER SUBSTATION 15.6 EMERGENCY MANAGEMENT PANEL ROOM 15.7 STANDBY GENERATOR ROOM



PASSENGER STATIONS

1. GENERAL

This Section includes architectural design requirements for passenger stations and associated support facilities.

1.1 APPLICATION

This document applies to all stations, existing and planned, and facilities that are physically connected or adjacent.

1.2 ACCEPTANCE OF EXISTING CONDITIONS

For stations in good repair and sound operation, acceptance of station elements in their existing condition without mandating conformance the Facility Standards is are subject to review by the District.

1.3 REFERENCE STANDARDS

Design of station shall comply with the principal standards listed below, except when superseded or amended by the District’s Facility Design/ Criteria. The latest edition of any design standards, codes, and regulations shall be used:

• California Building Code, as applicable; • NFPA101, 130, 220, as applicable; • California Code of Regulations CCR Title 8, as applicable; • California Code of Regulations CCR Title 24, as applicable; • American with Disabilities Act Accessibility Guidelines, as applicable; • American Society of Mechanical Engineers Safety Code for Elevators and Escalators, ASME

A17.1 • Appendices, District Programs and Guidelines, BART Station Access Guidelines.

2. DESIGN PRINCIPLES

The stations should be designed to make access to the transit system as safe, rapid, and convenient as possible for all potential passengers. There are five main considerations for station design: • Safety and Security. Providing adequate station evacuation capacity as well as preventing unsafe

conditions such as overcrowded platforms and escalators feeding congested areas. Stations should be planned to have the best possible unobstructed lines of sight and well-lit spaces throughout. Long passageways, dark spots, hiding places and dead ends shall be avoided.

• Passenger Experience. Ensuring the quality of passenger experience by minimizing congestion. Provide adequate physical clearances and space for smooth flow of passengers, and reasonable comfort level for waiting and circulating in the station. The level of space provision


recommended in this guideline is considered to be economically optimal. Stations should be planned to optimize access to stations by all modes of transportation, in accordance with the access hierarchy -- see Appendix, BART Station Access Guidelines, Chapter 2, page 2-4.

• Capacity. Accommodating demand while optimizing the efficiency of a facility. • Resiliency. Providing resiliency to demand surges and maintaining a reasonable quality of service

during unusual events such as system delays, partial network closures, and station maintenance. • Safe and Efficient Operations. Station planning and design should contribute to the efficient use

of energy, facilitate maintenance, and promote smooth and efficient operation of the railway. Pedestrian routes should be free from abrupt obstructions and capacity bottlenecks shall be avoided. Provide effective wayfinding means, such as signs, markings, and textured surfaces, and minimize conflicting flows and travel distance.

2.1 PATRONAGE

A. Ridership Forecast. Patronage forecast for station design will be provided or as accepted by the District. Design years to be assessed include 5, 10, 15, and 20 years after station completion, subject to project requirements.

B. Peak Demand. Patronage forecast will be supplied in terms of AM and PM peak hour demand. Peak 15-minute flow data shall be used for sizing new station infrastructure. (Average flow per minute shall be determined by dividing the peak 15-minute demand by 15.)

2.2 SERVICE STANDARDS

2.2.1 Level of Service

Space planning in stations shall be performance based as defined in the pedestrian planning concept of level of service (LOS). The LOS provides a measure of the pedestrian environment based on the freedom to select walking speed, ability to bypass slow-moving pedestrians and relative ease of cross- and reverse- flow at different levels of pedestrian concentration.

2.2.2 Level of Service Description

LOS A - Free Circulation

LOS B - Minor pedestrian conflict

LOS C - Some restrictions in walking speed and ability to pass others

LOS D - Restricted and reduced walking speed for most pedestrians

LOS E - Restricted and reduced walking speed for all pedestrians

LOS F - Shuffling pedestrian movement

Station should be designed to provide an overall LOS C for the design year patronage forecast.

2.3 DESIGN CAPACITY

The element design capacities below in Table 2.3 are deemed appropriate for the District’s operations. They provide adequate levels of service without making stations uneconomically large.


Table 2.3 Design Capacity Requirements (Square Footage for Level of Service)

Area Quantitative Measure

Open Concourse 11.5 sq ft per person (LOS B)

Queuing/Platform 5 sq ft to 7 sq ft per person (LOS C)

Passageways

One-way 15 passenger per min per ft (LOS D)

Two-way 12 passenger per min per ft (LOS C)

Stairways

One-way 11 passenger per min per ft (LOS D)

Two-way 8.5 passenger per min per ft (LOS C)

Escalators 67.5 passenger per min

Platforms 7 sq ft per person (LOS C)

2.4 TRAIN LOAD

For calculating maximum alighting loads, the number of passengers off boarding shall not exceed the maximum train capacity; 200 passengers per car x 10 cars per train = 2000 passengers per train.

2.5 HEADWAY

Train headways shall be in accordance with the service plan to be provided by the District. The minimum peak hour service headway is assumed to be 2 minutes.

2.6 PEDESTRIAN HAZARDS

• Pedestrians shall not be exposed to bumping or tripping hazards on the platforms, plazas, concourses, or other public occupancy areas.

• Sufficient clear space shall be provided around overhead and side projections and corners to reduce the potential for bumping and walking into protuberances.

• Wherever practical, items requiring wall mounting that are within an area from floor level to 7'0" above the floor, shall be recessed. If this is not possible, the wall-mounted object shall not protrude more than 4 inches from the wall surface. The corners and edges of such objects shall be sufficiently rounded to prevent patron injury. Coordinate with related ADA requirements.

• Platform shall remain as clear as possible so that emergency evacuation is not impeded. • Station design shall attempt to avoid inclusion of bump hazards for the visually impaired, such as

free-standing signs and telephone pedestals. Where such hazards cannot be avoided, a device shall be installed that will assure detection of such obstacles by the visually impaired. The design of the detection devices shall require the approval of the BART System Safety Department.


2.7 INFORMATION DISPLAY

Incorporate an information display system to effectively communicate basic information about using the BART system, specifically about BART fares, schedules, policies, maps, and connecting transit information; tips related to courtesy and security; marketing to encourage more frequent use of BART; and other important BART messages. The system shall also include paid advertisements.

The architectural design should delineate locations for each of the following media:

• Free standing kiosks in the free area of the station

• Wall-mounted display cases in the free area of the station and on the platform

• Advertising frames on the walls across the BART tracks from platform waiting areas.

• Advertising frames on the walls of the concourse level and free standing kiosks in the free and paid areas of the concourse and patios.

• Visual message boards on the concourse and platform levels shall be considered to display real time train arrival information.

3. BASIC CODE AND BUILDING REQUIREMENTS

3.1 USE OR OCCUPANCY

A. The primary purpose of a station is its use by transit patrons who normally remain in a station for a period of time no longer than necessary to await and enter a departing transit vehicle, or who exit the station after arriving on an incoming transit vehicle. In short, it essentially functions as a means of accessing and egressing transit vehicles.

B. Station public occupancy shall consist of all areas in which patrons may be allowed to enter, and shall include concession areas and the full length of corridors, stairways, ramps, and passageways required for emergency egress.

C. Station ancillary occupancy shall consist of all spaces other than station public occupancies defined in 2.1B. above.

3.2 GENERAL BUILDING LIMITATIONS

Reference is made to CBC.

3.3 BUILDING CONSTRUCTION

3.3.1 Types of Construction

Reference is made to CBC.

3.3.2 Fire Separation

Area separation, exterior wall fire rating and opening protection. Materials and systems used for fire resistive purposes shall be in accordance with the following references unless specifically directed by the District.


• Reference is made to CBC.

• Fire rating of doors shall be in accordance with NFPA 80.

Occupancy Separation.

• Station public occupancy shall be separated from station ancillary occupancy by minimum 2-hour fire-rated construction, as defined in NFPA 220. Exceptions: Station Agents’ Booths and free-standing concessionaire kiosks (when within the station and in a sprinklered area) shall be constructed of non-combustible materials approved by the District.

• Station public occupancy shall be separated from power substations and transformer vault areas in station ancillary occupancies by 3-hour fire-rated construction, as defined in NFPA 220.

• Station public and ancillary occupancies shall be separated from non-transit occupancies by 2-hour fire-rated construction, as defined in NFPA 220.

• Construction underneath aerial structure shall be Type I or Type II One Hour, in accordance with NFPA 220.

3.4 MATERIALS AND FINISHES

This Article specifies basic requirements and criteria which have been established for the finish of facilities within the System. While convenience, comfort, and attractiveness will be considered in the selection and application of these finishes, the District shall be also assured that the goals of safety, durability, and economy are achieved. The facilities shall employ standardized materials that are fabricated in such a manner to resist vandalism and provide for ease of maintenance, cleaning, and repair or replacement.

3.4.1 Basic Goals

A. Safety

• Fire Resistance and Smoke Generation: Reduce hazard from fire by using non-combustible materials. A small quantity of combustible materials may be allowed for station map and other information media. Interior finishes shall meet NFPA 101 requirements. Adhesives and sealants shall meet the requirements stated herein.

• Attachment: Eliminate hazard from dislodgement due to temperature change, vibration, wind, seismic forces, aging, or other causes by using proper attachments and adequate bond strength.

• Slip-Resistant: All walking surfaces including the public areas and the ancillary spaces shall be constructed of materials selected for their slip-resistant qualities in both wet and dry states. These materials shall not require maintenance (other than normal housekeeping) to retain their slip-resistant qualities. The following static coefficients of friction are in accordance with Architectural and Transportation Barriers Compliance Board recommendations when tested in accordance with ASTM C1028, Standard Test Method for Determining the Static Coefficient of Friction of Ceramic Tile and Other Like Surfaces by the Horizontal Dynamometer Pull-Meter Method, 15.02. The static coefficient of friction shall be not less than 0.6 for walking surfaces of public areas and ancillary spaces include entrances, stairways, platforms, concourse, and areas around equipment. The static coefficient of friction shall not be less than 0.8 at ramps.

• Glazing: Station glazing used in areas such as windbreaks, Station Agent Booths, partition walls, and barriers shall comply with the requirements of CBC.


B. Durability. Provide for long and economical service by using materials with wear, strength, and weathering qualities consistent with their initial and replacement costs, and their location. The materials shall maintain their good appearance throughout their useful life. Materials shall be colorfast.

C. Resistance to Vandalism. Anti-graffiti coating shall be provided as required.

• Provide materials and details that do not encourage vandalism, that are difficult to deface, damage, or remove.

• All surfaces exposed to the public shall be finished in such a manner that the results of graffiti can be readily removed with normal maintenance techniques.

D. Ease of Maintenance.

• Cleaning: Reduce cleaning costs by using materials which do not soil or stain easily, which have surfaces that are easy to clean in a single operation, and on which minor soiling is not apparent. Materials shall be cleanable with standard equipment and cleaning agents. Maintenance procedures shall not require use of JLG lifts.

• Repair or Replacement: Reduce maintenance costs by using materials which, if damaged, are easily repaired or replaced without undue interference with the operation of the System. Spare materials shall be provided for tile and other unit materials in a quantity of approximately two percent of the total used.

E. Aesthetics: Create a feeling of welcoming and timeless quality.

3.4.2 List of Finish Materials

A. This list provides general guidance as to acceptable and not acceptable materials. Those not specifically mentioned shall be reviewed with the District for acceptability.

B. This list shall apply to all areas of public use and contact such as entrances, passageways, concourse and platform levels, except as noted for non-public areas. For the use of items listed as "Acceptable", installation is subject to location and environment considerations.

3.4.3 Floor Materials

Acceptable common materials include: • Concrete - all foot traffic areas; hardened finish only in equipment rooms. • Terrazzo (interior only). • Natural granite (public areas only). • Quarry tile. • Brick (dense, hard, full thickness). • Vinyl composition sheet and tile (nonpublic areas only). • Ceramic and porcelain tile, non-slip (interior only). • Unglazed mosaic tile (interior only). • Tactile (detectable) warning material along platform edges*. * Refer to Article 4.4 herein, for platform edge detection strip.

3.4.4 Wall and Column Cladding Materials

Acceptable common materials include:


• Concrete with sealers (smooth finish with sufficient surface texture to conceal minor soiling and damage without complicating maintenance procedures, or constituting a hazard to clothing or skin of patrons).

• Cement plaster (smooth finish). • Glazed ceramic mosaic tile (for accent only). • Glazed ceramic facing veneers (4 1/4 inch by 4 1/4 inch minimum size). • Glazed brick. • Precast concrete, smooth finish. • Concrete masonry units (non-public areas or above 8-feet in public areas). • Gypsum board (non-public areas). • Stainless steel. • Natural granite. • Quarry tile. • Laminated tempered glass (for elevator car and hoistway doors, barriers, wind screens,

and Station Agent Booth). • Epoxy coatings.

3.4.5 Ceiling Materials

Acceptable common materials include: • Concrete. • Cementitious sprayed acoustic materials. • Acoustical metal panels. • Acoustical tiles (mineral, glass, and wood fiber, vinyl wrapped): Offices and staff break

rooms only.

3.4.6 Door Materials and Schedule

Acceptable common materials include:

• Flush hollow metal doors and frames (with enamel paint finish).

• Laminated tempered glass.

• Stainless steel overhead coiling grilles.

• Stainless steel doors and frames.

3.4.7 Railings

Acceptable common materials include: • Stainless steel. • Galvanized steel (nonpublic areas only).

4. CONCOURSE

4.1 GENERAL

This Article describes specific architectural criteria for the concourse area and elements within.


A. In all public areas, minimum overhead clearance to ceilings shall be 10 feet above finish floor; however, at localized critical points such as beams or signs, clearance may be reduced to not less than 8 feet 6 inches.

B. Location of Station Agent Booth or Booths, Ticket Vending Machines, Fare Gates, and other Concourse items shall take into account multiple entries, where they occur. Where necessary, items shall be duplicated to accommodate multiple entries.

C. The concourse shall divide naturally into two distinct areas, the free and paid areas. The free or unpaid area is where passengers digest travel information and purchase tickets before proceeding into a paid area from which access is made to platform level. The layout of the concourse area will be primarily determined by the location of station entrances, location of station agent’s booth, and the number and location of the passenger audits or escalators, stairs, and elevators to the platform or platforms.

D. The paid and free areas will be separated by an array of ticket gates for normal passenger circulation and service gates for station staff and equipment access.

E. The size of the concourse in any given station shall satisfy the required operational functions, expected patronage levels, and available site area. The basic dimensions are determined by the gateline width, run-off requirements, queuing space for automatic fare collection (AFC) facilities, circulation space and headroom.

F. The unpaid areas shall allow space for passengers' decision-making and the provision of public facilities, passenger information, and AFC equipment.

G. The paid area shall give direct and clearly defined access to the platforms via escalators, elevators, and stairs. Any public facilities in the paid area shall be located away from the direct route to the escalators and stairs.

H. A single paid area shall be provided, except where the District agrees there are specific station layout constraints that dictate that the paid area should split.

4.2 QUEUING

Space shall be provided for queuing at all circulation and passenger service elements. The queuing area provides space for passengers to queue without disrupting flow-routes. Queuing spaces should be placed end to end and should not overlap. Minimum queuing distance requirements are given in Table 4.2. Extra queuing space shall be considered for high-volume, high-transaction and mixed-occupancy (such as intermodal, joint development) stations.


Table 4.2 Minimum Queuing Distance Requirements

Escalator (from escalator newel) 15'-0" (pending study result)

Stair 15'-0" (pending study result)

Fare Gate 15'-0" (pending study result)

Elevator 8'-0"

Transfer Machine 8'-0"

Ticket Vendor 6'-0"

Add Fare Machine 6'-0"

Parking Control Machine 6’-0

Change Machine 6’-0”

4.3 RUN-OFFS

A. Run-off distances allow passengers to be drawn away from escalator, stair and fare gate exit points. This allows time and space for passengers to become oriented, make decisions and initiate actions without blocking following passengers.

B. In addition to the required queue space, a 10-foot additional surge space shall be provided to stair and escalator landings that feed fare gates.

4.4 STATION AGENT BOOTH

A. The station agent is the most important person in the day-to-day operations of the stations. The agent gives information and assistance to passengers, supervises fare collection and vertical circulation equipment, and copes with special conditions as they arise.


B. The station agent booth shall be located in line with the gates and either centrally located with respect to the gates or to the side of the entry gates as patron circulation dictates.

C. Where a paid area has two sets of gates, the station agent booth shall be placed adjacent to those gates serving the majority of off-peak users (bus and taxi drop off, off-peak and non-commuter parking). It is expected that these passengers will require more assistance than the regular commuter.

D. The booth shall be visible from entire concourse area. The booth shall be located adjacent to fare gate array separating the free and the paid areas and shall be accessible to patrons in both the free and paid areas. It provides the station agent direct and unobstructed views of the fare gates, ticket vendors, change machines, public toilets, and the vertical circulation elements to the greatest extent possible.

E. The Station Agent Booth shall be equipped with consolidated on-site control and communication facilities needed for emergency situations.

F. Construction: 1. Station Agent Booths shall provide security to Station Agents. The booths shall be

constructed to bar public entry. 2. Station Agent booth shall have an access floor flush with the station floor thus requiring a

recess. . 3. Booth shall be a standard size and configuration as required by the District.

G. Equipment: 1. For communications and other systems provided in the Station Agents Booth, refer to the

appropriate section in the Facility Design/ Criteria/ ELECTRONICS. Systems provided are as follows: Emergency Telephone

a. PABX telephone with PA access and with “white” courtesy telephone answering capabilities

b. Annunciator for Fire Alarm Control Panel

c. Station Agent Terminal

1) Fare Gate Control

2) BART ticket reader

d. Control and Annunciator Panel

1) Elevators

2) Escalator

3) PA Access

4) Train Information Monitor (TIM)

e. CCTV monitor

f. Network monitor, keyboard, and mouse..

2. Miscellaneous items including: a. Keys necessary for access to all areas of station

b. Maps showing locations of shutoff controls for fire suppression and domestic water systems, gas, electricity (these maps shall also be placed in the room where the fire alarm control panel is located)


c. Maps showing locations of fire alarm zones, emergency exits, hose cabinets and fire alarm control panel

d. First Aid Kit

e. Flashlight

f. Fire Extinguisher: Refer to Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites, for specific criteria for fire extinguisher.

g. 120 V ac convenience outlets

h. Area for temporary storage of lost and founds articles, 14”W x 12”H x 24” D.

4.5 SERVICE GATES

Access via service gates for maintenance personnel and emergency crews (police, fire, etc.) shall be provided in the fare gate array for movement between the free and paid areas in accordance with the California Building Code. Service gates shall be accessible to the elderly and disabled in accordance with CBC and ADA.

A. Service gates shall be provided along the barrier separating the paid and free area for staff and equipment access, overflow, luggage and bicycles.

B. The gate shall have a minimum clear opening of 3 feet 6 inches.

C. At least one full size service gate shall be located adjacent the station agent booth for staff and public use. Service gates not adjacent to the station agent booth shall be protected from unauthorized used by means of audible visual alarms fitted in close proximity to the gate.

D. The gate shall be self-closing and double acting to provide movement in both directions.

E. The gate shall not be lockable.

F. The gate surface on both sides shall be smooth and solid.

4.6 AUTOMATIC FARE COLLECTION

Refer to Facility Design/ Criteria. ELECTRONICS, Automatic Fare Collection Equipment for AFC equipment count requirement. Provision shall be made for adopting the AFC system arrangement to accommodate smart card (TRANSLINK) equipment. Consult District for further guidance.

4.6.1 Description of System

A. Barriers shall be provided to prevent anyone from reaching the paid area without passing through an entry fare gate, or from leaving the paid area without passing through an exit fare gate.

B. Barriers between paid and free areas shall be designed to provide appropriate physical separation without excessive visual emphasis on security.

C. Wherever possible, all ticket vendors, moneychangers, addfare machines, and fare gates shall be in direct view and proximity to the Station Agent's Booth. Where this is impossible, they shall be indirectly supervised by means of mirrors or CCTV.

D. Fare collection equipment shall be arranged in groups and installed in secure vaulted areas.


E. Refer to Facility Design, Criteria, ELECTRONICS, Automatic Fare Collection for operations criteria. If not applicable, District will provide Designer with detailed systems requirements for Automatic Fare Collection system.

4.6.2 Fare Collection Sequence

A. Ticket purchasers may initially go to a ticket vendor; high value and discount tickets may also be purchased by mail or at certain preselected locations.

B. The ticketing sequence is:

1. Upon entering: • Bill changer (if needed by individual commuter) and ticket vendor • Entry fare gates

2. At exit station: • Addfare machines (if needed by individual commuter) • Exit fare gates

C. Entering commuters carrying adequate "stored fare" tickets will not need to stop at bill changers or ticket vendors, but will go directly through the entry fare gates.

D. Exiting commuters carrying adequate "stored fare" tickets will not need to stop at addfare machines, but will go directly through the exit fare gates.

4.6.3 Ticket Vending Machines

A. Located in the free area and placed to serve incoming passengers only.

B. Clearly visible on entering the station but placed so as not to impede the direct flow between entrance and fare gates.

C. Space and necessary under floor raceway or conduits for an additional 33 percent ticket vending machines shall be provided for future expansion. At minimum provide for one additional ticket vending machine at each Ticket Vending Machine area.

D. Equipment shall be built-in flush with wall surfaces with front access for maintenance and servicing.

E. Refer to Facility Design/ Criteria/ ELECTRONICS/ Automatic Fare Collection Equipment, for detailed specifications.

F. For minimum queue space in front of machines, refer to Table 4.2 herein.

G. Include Train Information Monitor at each Ticket Vending Machine area.

H. Dimensions: 3 feet 4 inches wide by 2 feet 10-5/8 inches deep by 6 feet 6 inches high, spaced 4 feet on center.

4.6.4 Addfare Machines

A. When passengers arrive at their destination station with insufficient value on their tickets to exit, addfare machines will be needed within the paid area to add value to their tickets. If addfare machines also validate parking (act as parking control machines), addfare machines shall be located to perform this additional function for passengers upon entering station from parking areas. Addfare machines shall be located out of the traveled way.

B. These machines shall be free standing.

C. Dimensions: Same as ticket vending machines.


D. Refer to Facility Design/ Criteria/ ELECTRONICS/ Automatic Fare Collection Equipment for detailed specifications.

E. For minimum queue space in front of machines, refer to Table 4.2 herein.

4.6.5 Transfer Machines

A. For passengers using both rapid transit and feeder services (SamTrans, Muni, AC, VTA, and County Connection), transfer tickets will be issued at the stations and at preselected locations.

B. Provide space for at least two dispensers within every paid area of the station, located in the vicinity of exiting gates but out of the direct flow of exiting passengers.

C. The position of the transfer machines shall be in relation to the exit fare gate nearest to the feeder service but out of reach from the free area.

D. These units may be freestanding, but built-in is preferred. Confirm through the District which kind of machine is available.

E. For minimum queue space in front of machines, refer to Table4.2.

4.6.6 Bill Changer

A minimum of two bill changers shall be located in the free area.

4.6.7 Fare Gates

A. All patron entry and exit to the BART system shall be controlled through fare gates.

B. Satisfy the District’s minimum clearance and size requirements as stated herein and in Facility Design, Criteria, ELECTRONICS, Automatic Fare Collection.

C. For minimum space on both sides of the fare gates, refer to Table 4.2.

D. In an array of gates, the right hand gate to the entering flow shall be "entry" gate; the right hand gate to the exiting flow shall be the "exit" gate. This gate will also accommodate patrons with oversized items such as luggage, strollers, and bicycles. The remaining center gates shall be set to suit the major directional flows. There shall be a minimum of six gate aisles per station.

E. During emergency evacuation all fare gates shall permit free exiting.

F. One ADA accessible fare gate shall be provided in each fare gate array to accommodate the passage of wheelchairs and persons with special needs.

G. Refer to Facility Design/ Criteria/ ELECTRONICS, Automatic Fare Collection Equipment for detailed specifications.

4.7 PATRON AMENITIES AND CONCESSIONS

Patron amenities and concession spaces shall be located where they will not impede the station's normal and emergency passenger circulation, and will not restrict the visual supervision of the station from any Station Agent Booth. Refer to Facilities Design/Criteria/ MECHANICAL/ Station and Station Sites for comprehensive mechanical requirements.

4.7.1 Toilet Rooms

A. Men’s room and women’s room shall each have a toilet and lavatory with cold water. With District approval, two unisex toilets may be provided in lieu of men and women’s toilet rooms.


B. The men's room shall also have a urinal.

C. The following toilet accessories shall be provided in each. Note several plumbing items and toilet accessories are Designated Matching Products. Obtain District list: • Recessed paper toilet seat cover dispenser • Warm air hand dryer • Toilet grab bars • Recessed liquid soap dispenser, located above the lavatory • Two recessed toilet tissue holders for sheet type tissue (District furnished, Contractor

installed). • Recessed sanitary napkin disposal unit. • Recessed trash receptacle. • Polished stainless steel frameless mirror (not located over lavatory) • Stainless steel shelf • Two stainless steel coat hooks (One hook shall be wheelchair accessible height. “Robe

hook” style is preferable.) • Women’s toilet shall also have a recessed napkin disposal unit.

D. Doors shall be lockable from outside by key and from inside by thumb-turn knob. Inside lock shall be a privacy lock with exterior "OCCUPIED/VACANT" indication. Toilet room locksets are Designated Matching products. Doors shall also have kick-down holder.

4.7.2 Maps

In each concourse free area at the station entrance and in the platform area, provide space for, as a minimum, the following mounted maps. At minimum, provide four map cases per station entry and four map cases per platform face. District will furnish maps.

• One local city street map showing public transit routes and points of interest • One vicinity map showing public transit routes and points of interest • One map showing the BART route and selected points of interest served by public transit • One map showing the BART route and fares.

Refer to Facility Design/ Criteria/ ARCHITECTURE/ Signage, for additional requirements.

4.7.3 Information Boards

A. In each concourse free area at the station entrance adjacent to the maps, provide space for, as a minimum, the following mounted boards: • Instructions on how to use the BART System and display racks for handout printed

schedules. • The respective BART station and time schedule. In lieu of mounted boards at station entrance, provide free standing triangle information kiosks per District standard design.

B. On the platform provide space for, as a minimum, one permanently mounted display board 50 inches wide by 30 inches high of the respective BART Station time schedule.

C. In the paid area of the concourse adjacent to each transfer machine, provide one rack for handout printed schedules of the respective feeder transit system.

Refer to Facility Design/ Criteria/ ARCHITECTURE/ Signage, for additional requirements.


4.7.4 Trash And Newspaper Receptacles

A. Floor mounted trash receptacles shall be provided at approximately 70 feet on center along platform and shall be large enough to receive discarded newspapers. Trash receptacles are Designated Matching Products. Floor mounted trash receptacles shall be mounted in such a way that they may be removed without marring platform surface.

B. Trash receptacles shall be provided adjacent to the entry fare gates because eating and drinking, are not permitted within the paid area.

C. Provide recycling receptacles at concession areas and station entrances. Coordinate types of recycling with local recycling authority. Design of recycling receptacle areas shall be flexible to accommodate changing recycling demands.

D. Trash receptacles shall be located at each entrance, bus drop-off areas, and kiss-ride areas.

E. Newspaper-only trash receptacles shall be provided in concourse paid area between the vertical circulation elements and the fare gates. Designer shall propose for District approval a minimum of two newspaper only receptacle locations within paid area and two at free areas.

4.7.5 Drinking Fountains

A. Provide one set of drinking fountains in the free area and one set in the paid area of the concourse. Both sets of drinking fountains shall include one high fountain and one at wheelchair accessible height, shall be within view of the Station Agent Booth, and shall not be chilled.

B. Drinking fountain in free areas shall be located within the area secured after operating hours.

4.7.6 Benches

A. Benches shall be provided on the platform level for patrons waiting for the train. As a minimum they shall be at the platform center and two-thirds the distance from the center to the platform ends.

B. Benches that are accessible to the elderly and disabled shall be provided. Space for wheelchair shall be included adjacent to benches protected by windscreens.

C. Benches shall not interfere with passenger circulation.

D. Refer to Standard Drawings, ARCHITECTURE for standard bench designs.

4.7.7 Windscreens

When the platform is at or above grade and exposed to the wind, transparent screens shall be provided around the benches to protect the waiting area. The design of windscreen will incorporate features that will shield patrons from weather. Refer to Standard Drawings for windscreen design.

4.7.8 Parking Control Machines

If parking control is not accommodated by addfare machines, Designer shall indicate a location (subject to District approval) for a minimum of two future possible Parking Control Machines within paid area of the concourse and provide electrical outlet for machines.

4.7.9 Bicycle Parking

A. Provide areas for secure bicycle parking commensurate with station location, design, and potential demand.


B. Bicycle parking shall be provided in either the paid or free area of the concourse as space permits, without interfering with passenger circulation. To the extent possible, bicycle parking shall be located in the concourse paid area. Refer to Bicycle Access and Parking Plan for bicycle parking supply and demand analysis.

C. Secure bicycle lockers shall be provided so that security is maximized, pedestrian circulation is not adversely impacted, and lockers can be used to their maximum capacity. Refer to Bicycle Access and Parking Plan for bicycle locker placement criteria.

D. Attended bicycle parking “Bike Stations” shall be considered at stations where the demand for bicycle parking exceeds 100 bicycles/day; and are most appropriate for stations that have demand during the whole day.

E. Dimensions required for 7 bicycle parking spaces at racks: 9’x10’9”. Refer to the BART Bicycle Access and Parking Plan, Appendix B, for bicycle parking installation guidelines.

4.7.10 Concessions and Other Commercial Uses

A. Provide areas for future concessions equaling between 500 and 1000 square feet depending on station location, design, and potential demand. To the extent possible, concession area shall be located in one or two areas permitting partitioning for different size spaces with maximum flexibility for future tenant improvements.

B. Concessions shall be located in the concourse free area or in kiosks just outside the station entrance. No concession operations shall be permitted on the platforms.

C. No combustible construction materials shall be allowed per NFPA 130.

D. Concession areas shall be accessible to disabled operators and patrons in accordance with CBC and ADA requirements.

E. The following utilities shall be provided in each booth for the use of the concessionaire:

• Electric power with separate PG&E meter: 120 V, 20 A circuit at each wall,. • Domestic water: 3/4-inch cold water supply with shut-off valve. • Drainage: Floor drain in center. • Telephone: 2-inch diameter conduit for a private telephone. • Fire protection: Automatic sprinkler system in accordance with NFPA 13. • Fire detection and alarm system.

4.8 EMPLOYEE FACILITIES

4.8.1 General

This Article describes specific architectural criteria for areas in the stations that serve the BART employees and serve as storage areas. Architectural design criteria are mentioned where applicable. These areas shall be accessible to the disabled except where noted otherwise or specifically exempt by the District. Refer to Facilities Design/Criteria/ MECHANICAL/ Station and Station Sites for comprehensive mechanical requirements.


4.8.2 Staff Break Room

A staff break room shall be provided for all station employees. Staff break room equipment and accessories (such as kitchen faucet) include Designated Matching Products. Obtain list from District. Room shall be equipped with the following.

• A small kitchen with sink, garbage disposal, microwave, refrigerator, counter top, and storage cabinets, all accessible tothe disabled. Towel dispenser.

• An eating area for a table and six chairs. • Door to public area with one-way viewport, as applicable. • Emergency Supply Storage: Separate room or closet off of or adjacent to the Station

Agent Break Room for the storage of emergency supplies such as stretcher or stair chair. • PA speaker, HVAC and convenience outlets.

4.8.3 Staff Toilet Room

Staff toilet room shall be accessible for the disabled and equipped with the following (one unisex toilet room shall be provided unless otherwise indicated on the preliminary engineering documents). Plumbing and toilet accessories include Designated Matching Products. Obtain District list:

• Wall mounted toilet. • Urinal (at men’s and unisex toilets). • Lavatory with hot and cold water. • Wall mounted recessed liquid soap dispenser mounted above lavatory. Where recessing

unit is not possible, surface mounted dispenser permitted. • Warm air hand dryer. • Surface mounted two roll toilet paper dispenser. • Recessed seat cover dispenser. Where recessing unit is not possible, surface mounted

dispenser permitted. • Toilet grab bar(s). • Surface mounted towel dispenser except where space restrictions require recessed paper

towel dispenser and waste receptacle. (Confirm type of towels with District). • Mirror, 16 inches wide by 30 inches high with stainless steel frame and shelf (not

mounted above lavatory). • Two robe hooks (one at wheelchair accessible height). • Lockable door from inside by thumb-turn knob with exterior "OCCUPIED/VACANT"

indication. • Sanitary napkin disposal (for women’s and unisex toilet rooms).

4.8.4 Police Department Facilities

The following Police Department Facilities shall be incorporated into passenger station design:

A. Police Station Office at every passenger station

B. Remote Reporting Location at end-of-line stations and where required by the District

C. Police Zone Facility every 5 to 7 stations. Police Zone Facility shall typically include Lobby, Record/Dispatch Room, Sally Port, Detention Area, Offices and Open Area Workstations, Training/Squad Room, Exercise Room, Lockers and Restrooms.

For Communications Criteria, refer to Facility Design/ Criteria/ ELECTRONICS. For Electrical Criteria, refer to Facility Design/ Criteria/ ELECTRICAL.


4.8.5 Maintenance and Engineering Station Office

Each station shall include a Station Office area for Maintenance and Engineering, located to facilitate operational activities. The area shall be designed to accommodate the three major divisions of BART Maintenance and Engineering:

A. Way and Facility

B. Power and Mechanical

C. Systems Maintenance

Refer to Facility Design/ Criteria/ ARCHITECTURE/ Maintenance and Engineering Facilities for space and equipment requirements.

4.8.6 Janitor’s Rooms

A. In the Concourse Janitor's Room, provide the following. Janitor room plumbing fixtures and accessories include Designated Matching Products. Refer to Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites for plumbing requirements. Obtain District list:

• Minimum of two 110 V ac GFI duplex outlet, waterproof

• Two shelves 12-inches deep mounted to wall at 4 feet and at 5-feet-6-inches above floor and over mop sink.

• Two shelves 18-inches deep mounted to wall at 4 feet and at 5 feet 6 inches above floor

• Ten anti-slip, spring-loaded, rubber cam stainless steel mop/broom holders

• Floor space for double-bucket and wringer

• Four double-tier lockers

• For mop sink, fittings, and accessories, refer to Standard Specifications

B. In the Platform Janitor's Room, provide the following: • Minimum of one 110 V ac GFI duplex outlet

• Two shelves 12-inches deep mounted at 4 feet and at 5-feet-6-inches above floor

• Ten anti-slip, spring-loaded rubber cam stainless steel mop/broom holders

4.8.7 Storage Room

A separate secured storage room shall be provided with shelving for supplies, brochures, transfer ticket stock, temporary signs, escalator barriers, survey collection equipment, emergency equipment, and lost and found articles. Minimum size room shall be 200 square feet.

4.8.8 End-Of-Line Operations Area

A. Supervisor's Booth. A space shall be provided at the end-of-line station for the train crew supervisor to observe the train operations at the platform and at the end of the track. Supervisor’s Booth shall include securable storage lockers. Booth shall be equipped with public pay, PABX, and emergency telephones; train radio monitors; station public address;


ATZ logger; Field Services computer network terminal; and CCTV monitors. Refer to Facility Design/ Criteria/ ELECTRONIC, for specific communications systems requirements.

B. Office. A separate room shall be provided with a conference table and six chairs for a private environment. It shall have a PABX telephone and a Field Service computer terminal.

C. Staff Break Room. Criteria are the same as for staff break room at stations except that the room shall also include space and utilities for three vending machines (one for hot drinks, one for cold drinks, one for snacks).

D. Shower and Toilet Rooms. Separate men’s and women’s rooms shall be provided for showering, changing clothes, and toilet facilities. The following shall be provided at each room:

• One handicapped accessible shower stall with toweling area and bench immediately outside shower. Shower stall provided with shower curtain and toweling area provided with privacy curtain.

• Two stainless steel towel hooks for each shower (one at wheelchair accessible height).

• One stainless steel soap dish for each shower.

• Grab bars for shower and accessible toilet.

• Clothes lockers, double tier, 12-inches wide, closed base (may be located in space other than shower/toilet rooms). Quantity of lockers as required by the District.

• Bench.

• Mirror, full-length with stainless steel frame.

• Two lavatories, wall-mounted.

• Recessed liquid soap dispensers mounted above lavatories.

• Two mirrors, 16 inches wide by 30 inches high, stainless steel frame and shelf (not mounted over lavatory).

• One recessed paper towel dispenser and waste receptacle (Confirm type of towels with District).

• Two robe hooks at lavatory area (one at wheelchair accessible height).

• One water closet for Men’s and two water closets for Women’s.

• Toilet partitions, ceiling-mounted.

• One combination partition-mounted (or recessed) dispenser unit for toilet seat covers and two toilet paper rolls for each toilet (include napkin disposal unit at Women’s).

• Two urinals, wall-mounted, for Men’s

• Modesty screen between urinals and between lavatory and urinal, if required, for Men’s.


End-of-line staff toilet rooms and break room shall be in addition to staff facilities for station staff unless approved otherwise by the District.

4.8.9 Trash Area

Area for trash bins (dumpsters) including recyclable collection bins shall be provided, accessible to janitorial staff and waste management trucks and recycling service trucks. Location shall take into account control of odors and provide for wash down of bins and area.

5. PLATFORM

5.1 GENERAL

This Article describes specific architectural criteria for the platform area and elements within.

Platforms shall be designed to promote easy access, egress and circulation and offer good sightlines by avoiding recesses and indentations that could offer hiding places and litter traps.

Platform length shall be fixed as stated herein under “Sizing”. Platform width shall be determined by a combination of patronage demand, passenger movement, physical clearances, and safety criteria.

Platform vertical circulation elements shall be arranged along the length of the platform to avoid concentrating passengers in one area. The placement shall be designed on a site specific basis and coordinated system wide so that passengers are evenly distributed within trains.

5.2 CONFIGURATION

Platforms are either side platform or center platform. They can be elevated, at grade, or underground in a cut-and-cover station box or in a station tunnel. Center platforms are generally preferred to side platforms. Platform design shall comply with the following:

A. Wherever possible, no major equipment of support areas shall be located on the platform public areas.

B. Markings shall be provided on the platform to control the flow of passengers boarding and alighting the trains.

C. The platform edge shall conform to CBC and ADA.

D. Space for miscellaneous equipment, including emergency phones, telecommunication equipment, and advertising panels, shall be provided as required by safety and operations concerns. The location and sizes of these spaces shall be integrated with the design of the platforms and station finishes.

E. As a minimum, platforms shall be covered over 40 percent of their length. Consideration should be given to providing cover for their entire length and width.

F. Where columns run the whole length of the platform, adequate spacing shall be provided to assure that columns do not form a continuous, or nearly continuous, wall effect. The spacing of columns shall also take into account and coordinate with the train door openings.

G. Grouping vertical circulation elements in pairs should be considered for more efficient use of space.


H. No commercial establishments shall be located on platform.

5.3 SIZE

Minimum platform width is a function of the area required for peak passenger loads distributed over the length of the platform and taking into account delay and emergency operation. In many cases actual platform width will also result from the configuration of vertical circulation elements.

Platforms shall be designed to meet the following requirements:

A. The platform length shall be sufficient to accommodate a full length BART train (700 ft).

B. Platform widths shall be determined to provide minimum of 5 sf/person under the worst scenario established by the District.

C. Satisfy the District’s minimum clearance and size requirements as stated herein and in Introduction/ COMMON REQUIREMENTS/ Trackway Clearances.

5.4 CLEARANCES

Trainway and platform clearance requirements are as stipulated in Introduction/ COMMON REQUIREMENTS/ Trackway Clearances and shall conform to "Deviations from Section 9, General Order No. 26D", State of California Public Utilities Commission (See Appendices, GOVERNMENT CODES & REGULATIONS, California Public Utilities Commission). The platform design shall be coordinated with the track clearance requirements to provide an acceptable interface between the platform and vehicle. This interface shall minimize horizontal and vertical gaps at the vehicle door threshold. Unless otherwise waived by special instructions from the District, the following criteria shall be used for determination of station clearances with respect to the trainway. A. Platform Walkway Clearance: The minimum allowable distance between an obstruction (e.g.:

columns, pilasters, stairways, walls, windscreens, escalators, etc.) and platform edges shall be as indicated on the station platform clearance diagram in Introduction/ COMMON REQUIREMENTS/ Trackway Clearances. Obstructions such as benches and advertising devices shall not be permitted within this clearance. BART signage is excepted.

B. Platforms. For platform height refer Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.

C. Platform Edge. The platform edge shall provide a gap between the platform edge and vehicle threshold per Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.

D. Platform End Transition Zone. An 8-foot long transition zone, at both ends of each platform, shall be provided to prevent transit vehicle impact with the blunt end of the platform. At the ends of the platform the platform edge-to-vehicle gap shall be tapered per Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.

E. Walls Along Platform. Within the length of the station platform, finished surfaces on walls, advertisement boards, artwork, etc., on the opposite side of the track from the platform shall not be closer than the clearance to the centerline of the track indicated for Station Platform Clearances in Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.

F. Walls beyond the ends of the station on the platform side of the track, enclosing stairs or walkways from the platform, shall not be closer than 6’ – 8” to the centerline of the track.

G. Under Platform Refuge Area: An emergency refuge space shall be provided adjacent to the track, underneath the edge of the platform. The platform over the refuge shall be cantilevered.


H. Undercar Clearance in Trackway: Along entire length of the station platforms, trackway shall contain a continuous depressed trench-like space between rails and under cars. For configuration requirements of the space, see Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.

I. Overhead Obstructions. In all public areas, overhead clearances as indicated on the station platform clearance diagram in Introduction/ COMMON REQUIREMENTS/ Trackway Clearances.

J. To prevent vehicle-to-platform shock hazards. provide isolation of electrically conductive materials used within 6’-0” of platform edge.

5.5 PLATFORM EDGE DETECTION

Tactile (detectable) warning material along platform edges: A platform edge detection strip, approved by the District, shall be installed along the length of every platform. Its primary function is to provide tactile and visual warning to visually impaired patrons, alerting them that they are approaching the platform edge.

5.6 STATION PLATFORM EMERGENCY THIRD RAIL TRIP STATION

Refer to Facility Design/ Criteria/ ELECTRICAL/ Traction Power.

5.7 SLOPE

Finished surfaces of platforms shall be sloped at one percent from the center towards the platform edge to allow for drainage and a maximum of one percent from one end to the other.

5.8 CIRCULATION

For center platforms, 50% of escalators should be paired with exit stairs. Stairs may be emergency exit only stairs.

6. STATION INGRESS AND EGRESS AND CIRCULATION

6.1 GENERAL

Station layouts should allow passengers to transfer simply and efficiently between trains, the surrounding environs, and other means of transportation. The circulation movement of passengers governs the placement of station elements. Station access and circulation design for a specific application may be impacted by the additional criteria identified in the Facility Design, Criteria.

Some of the basic principles to consider in planning station circulation are as follows:

A. Patron circulation shall be arranged to minimize walking distances and offer clearly marked routes and decision points.

B. People tend to keep to the right, and for that reason, right-hand flows are recommended. Patron flow patterns in the stations shall maintain a right-hand circulation where possible and shall be as simple as practicable.

C. Any cross-flow of passengers is highly undesirable; separate passenger flows moving in opposite directions wherever possible.


D. Dead-end conditions shall be avoided wherever possible.

E. Any design features or vistas which may distract patrons at the head or foot of stairs and escalators should be avoided.

F. Pedestrians shall not be exposed to bumping or tripping hazards on the platforms, plazas, concourses, or other public occupancy areas.

G. Sufficient clear space shall be provided around overhead and side projections and corners to reduce the potential for bumping and walking into protuberances.

H. Station design shall attempt to avoid inclusion of bump hazards for the visually impaired, such as free-standing signs and telephone pedestals. Where such hazards cannot be avoided, a device shall be installed that will assure detection of such obstacles by the visually impaired. The design of the detection devices shall require the approval of the District and coordinated with related ADA requirements.

6.2 STATION ENTRANCES

A. Station entrances provide the link between the station concourse and the surrounding area. The form and configuration of station entrances shall be provided as required by projected patronage demand, capacity calculations, and site context.

B. Entrances lead into the concourse area containing the Ticket Vending Machine (TVM) and entry and exit gates. Position TVMs and gates to minimize conflicting movements between arriving and departing passengers.

C. In general, provide easily identified and located entrances leading directly from street level to the concourse area to provide convenient access for passengers. The siting of the street level portion of each entrance depends upon factors such as the physical constraints of the surrounding streets.

D. Other entrances may connect directly to the basements of buildings, to pedestrian subways, etc. In some instances it may be necessary to consider these as auxiliary entrances and to take no account of them in capacity calculations if there is provision for the entrance to be closed by an authority outside the control of the District.

E. Additional factors that shall affect the siting of entrances are access consideration for the disabled, the predicted passenger movements, interchange with other forms of transport, and the presence of nearby developments that may require a longer direct connection to the station.

F. Provision shall be made for the entrance to be closed by means of roll-down grilles. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Facilities Security.

6.3 PASSAGEWAY/PORTAL

Entrances and passageways should be designed to promote easy access, egress and circulation and offer good sightlines by avoiding recesses and indentations that could offer hiding places and litter traps.

The minimum width of a passageway is 8 ft. The width of a passageway between junctions shall be uniform along its entire length.

Provide passageways with emergency lighting and ventilation.


6.4 CONCOURSE AREA

Refer to concourse area requirements.

6.5 CODE REQUIREMENT

6.5.1 Station Ingress and Egress Facilities

A. The minimum criteria for design of station egress facilities shall comply with the provisions of the CBC and NFPA 130.

B. Occupancy Load Data • The load on any single train is limited to the maximum train capacity which is assumed

to be 2000.

• For future stations, the exiting capacity computations shall use projected patronage data provided by the BART Planning Department. The data shall be based on predicted BART patronage ten years, minimum, after commencement of service at the new station.

C Patronage Analysis: Patronage Analysis will be prepared by the District and provided to the Designer, as applicable

D. Egress Requirement 1. There shall be sufficient means of exit to evacuate the station occupant load from the

station platforms in four minutes or less.

2. The station shall be designed to permit evacuation from the most remote point on the platform to a point of safety in six minutes or less.

3 Stations shall have at least two exits placed a distance apart equal to not less than one half the length of the maximum overall diagonal dimension of the station.

4. No point of station platforms shall be more than 300 feet from a point of safety.

5. Enclosed (and underground) station platforms shall have a minimum of one exit within 20 feet from each end. Routes from platform ends into the underground guideway shall not be considered as exits for calculating exiting requirements.

6. Egress path shall be continuous from platform to outside of station.

7. Exit hatches shall not be used as a means of egress from underground stations.

E. End of Platform Ingress Requirements: Access/egress shall be provided between trainway and platform per CBC. Means of egress shall be provided from each trainway to the platform, meeting the following requirements: 1. A 2’-10” minimum clear width stairway, or other arrangement having equivalent

capacity, shall be provided at each end of the platform, arranged so as not to restrict exiting capacity from either trainway.

2. Gates at the top of each stairway shall swing in the direction of access to the platform and shall not restrict patron flow rate from the walkway to the platform. Gates shall be locally alarmed.

3. Gates, stairs, and landings shall conform to requirements of NFPA 101.

4. The platform gates are intended to deter patrons from entering onto the trackway. The gates shall have a sign or signs installed, facing the platform, bearing the words. Refer to Standard Drawings for “end of platform warning sign” for sign detail.


F. Egress from Utility and Equipment Rooms: All utility and equipment rooms shall have a sufficient number of exits which lead to a point of safety, as defined in CBC. The exit capacity shall be based upon normal occupancy and use of such rooms and conform to the CBC.

G. Refer to Facility Design/ Criteria/ ELECTRICAL, for station emergency lighting.

6.6 ADDITIONAL CODE, ACCESSIBILITY, AND SAFETY CRITERIA

A. Protection From Flammable And Combustible Liquid Intrusion: Refer to Facility Design/ Criteria/ CIVIL/ Basic Design Policies, for requirements for protection of underground trainways from intrusion of flammable or combustible liquids. These requirements shall be applied to underground stations.

B. Protection From Water Infiltration And Flooding: Structures shall be designed to minimize water infiltration and the probability of flooding. Stations shall be protected from flooding as specified for underground trainways.

C. Materials: Combustible adhesives and sealants may be used when the requirements of Article 2.4.1A. under Fire Resistance and Smoke Generation are met.

D. Railings and guardrail shall comply with the requirements of CBC.

E. Provide a tactile guide strip on the walking surface from bus unloading area through the accessible fare gate to the stairs leading to the platform for cane using visual impaired passengers. This strip shall be architecturally integrated using a textured surface of contrasting color.

6.7 PLATFORM EXITING

Refer to Article 6.5 above.

6.8 CONCOURSE EXITING

A. Integrated Entrances. These entrances are those that directly connect to another property development without allowing access to a public way. These generally will be part of an adjacent retail or commercial property development. Since the operation of the property can affect the station entrance, they shall receive special consideration as follows: • Exiting. An integrated entrance shall not be designated as a station or development

emergency exit and therefore not be included in calculating exit capacity. • Fire Separation. Fire separation will be maintained between the Station and adjacent

development via fire rated entrance enclosures, walls, floor, roof, etc. The station area shall be separated from the development entrance via fire doors or fire shutters. The fire doors or shutters shall be operated manually by station staff.

• Fire and smoke control. Provisions shall be made to assure that fire, contaminated air, or other emergency conditions in adjacent development shall not endanger the Station.

B. Refer NFPA 130 and NFPA 101 • Mixed Occupancy egress requirement • Materials

7. VERTICAL CIRCULATION

Some of the basic principles to consider in planning station vertical circulation including stairs, escalators, and elevators are as follows:


A. Escalators, elevators, and stairs shall be so situated that they carry passengers directly to the platform at locations convenient for boarding their particular train.

B. Changes of direction should be avoided whenever possible.

C. Vertical circulation elements shall be located at all levels to make direct routing possible.

D. Elevators shall be provided to make the system accessible to the handicapped as well as to other passengers and staff personnel.

E. Where escalators are provided, layout of vertical circulation elements shall facilitate the use of escalators in preference to stairs wherever possible.

F. At center platform stations, provide at least two escalators between the platform and the concourse to permit simultaneous escalator operation up and down. In addition, include at least one stairway to provide an alternative route from platform to concourse.

G. At side platform stations, provide a minimum of one escalator and one stair per platform in the station core.

H. Consideration should be given to provide additional escalators at high traffic stations.

I. Provide 8 feet 6 inches minimum headroom above these vertical circulation elements; 10 feet is preferred.

J. Locations of vertical circulation elements shall be strategically designed to minimize local concentrations of patrons at either platform or concourse, and maximize even distribution of patrons along the entire length of a train.

K. In addition to complying with minimum requirements indicated in item F and item G, use the following diagram as a guideline to select additional vertical transportation devices.


8. STAIRS

8.1 GENERAL

This article includes facility criteria of stairs located in passenger stations and parking structures. The criteria provide specific requirements for District facilities and identifies facility interfaces. Stairs are the preferred means of vertical circulation for low rises (i.e., up to 15 ft); they are most cost effective and require low maintenance. A. Public use stairs intended to handle principal pedestrian flows shall have a minimum width of

5 feet 6 inches (3 lanes at 22 inch each). Other stairs for emergency service and secondary circulation shall have a minimum width of 3 feet 8 inches (2 lanes at 22 inch each).

B. The quantity and location requirements for stairs are identified in Facility Design/ Criteria/ ARCHITECTURE/ Passenger Stations/ Stairs.

C. For the purpose of determining the number of stairs required, the nominal egress capacity for stairs shall be based on the following rates:

1. Two-way – 8.5 passengers per minute per foot width (LOS C)

2. One-way - 11 passengers per minute per foot width (LOS D) D. See Table 4.2 regarding run-off/queue space at top and bottom of stair landings. E. All public use stairs shall be designed and constructed so that they offer maximum flexibility

for possible future replacement with escalators with minimal disruption to station operations.


F. Stairs fed by escalators shall be sufficiently wide to provide capacity at least equal to that of the escalator. Stairs adjacent to single escalators shall be considered as having a downward flow.

G. Changes in direction at landings shall be avoided. Winding, curved, and spiral stairs shall not be allowed.

H. At each station public use stairs shall be identified for bicycle access ways to the concourse, platform, and plaza levels. One or more routes shall be identified for convenience of bicyclists and safety of passengers. At each station, one or more selected stairways serving all levels of the station shall be designed and constructed to include bicycle stair channels. Refer to Bicycle Access and Parking Plan for bicycle stair channel guidelines including Stair Channel Priority Rankings.

8.2 CODE REQUIREMENTS

A. Stairs and handrails shall meet the requirements of the California Building Code. Refer to CBC.

B. Noncombustible materials shall be used for stair construction. C. The stairs shall be of a slip-resistant material with a nosing that is distinct and meets the

requirements of ANSI A117.1 and CBC. The slip-resistant materials used shall not require maintenance (other than normal housekeeping) to retain their slip-resistant qualities. The static coefficient of friction shall not be less than 0.6 when tested in accordance with ASTM (C 1028) 15.02.

D. Except at intermediate landings, change in floor texture shall be provided for a minimum of 4 feet in front of the first riser at both top landing and bottom ends of stair runs.

E. Minimum unobstructed space in front of stairs, at top and bottom, shall be 15 feet beyond the last riser. For stairs wider than 6 feet, the minimum distance shall be increased proportionally to the nearest whole foot.

F. In any one flight, the minimum number of risers shall be two. G. For stairs used by the public (other than emergency exit only stairs), straight run stairs are

preferable. Winders, curved stairs, and spiral stairs are prohibited. H. Where a stair is adjacent to an escalator, align the lower working points of both stair and

escalator. I. Gutters and/or runnels along sides of stairs are not acceptable. J. At each station one or more selected stairwells serving all levels of the station shall be

designed and constructed to include bicycle stair channels. Refer to Bicycle Access and Parking Plan for bicycle stair channel guidelines including Stair Channel Priority Rankings..

8.2.1 Stair Widths

A. Public use: 5 feet 6 inches minimum (3 exit lanes at 22 inches each). B. Service stairs (staff use only): 3 feet 8 inches minimum (2 exit lanes at 22 inches each). C. Access/egress stairs from track bed to ends of platform: 2 feet 10 inches minimum; however,

previous BART criteria, 2’-6” minimum may be acceptable if specifically approved by the District.

D. Emergency stairs: 3 feet 8 inches minimum (2 exit lanes at 22 inches each). Provide areas of refuge for disabled where required by code.

8.2.2 Stair Landings.

Straight run stair: Length of landing shall be 4 feet 6 inches minimum.


8.2.3 Tread-Riser Relationship.

For public use stairs (other than emergency exit only stairs), the slope shall be 30 degrees. Tread and riser relationship shall have a component slope of 30 degrees to the horizontal with a minimum riser of 6-1/2 inches and a maximum riser of 7 inches. A 6-3/4 inch riser and 12 inch tread is preferred.

8.2.4 Headroom

A. For protruding objects, measured perpendicular to the tread at nosing: 8 feet 6 inches minimum..

B. For continuous soffits or ceilings, without obstructions: 10 feet minimum.

8.2.5 Handrails

A. All stairs in excess of 7 feet 4 inches wide shall have center handrails spaced not more than 5 feet 6 inches apart.

B. Height of handrail at stairs, stair landings, and top and bottom of stairs: 2 feet 10 inches measured vertically from the top of the tread, at the nosing, to the top of the handrail.

C. Handrails shall be continuous and meet the requirements of ANSI A117.1 and CCR, Title 24. Handrails shall be continuous through landings for the full length of the stair.

D. Where a stair is adjacent to an escalator, the stair handrail shall not be higher than the escalator handrail decking.

8.2.6 Stairway Marking

A. Nosings of each step and landing shall be slip-resistant and of contrasting color and texture to alert the visually impaired. Nosing shall be a minimum of 3 inches wide and include the nose of the step or landing.

B. When stairs are poured-in-place concrete finish, a manufactured integral nose guard meeting the above requirements shall be used.

9. ESCALATORS

9.1 GENERAL

This article includes facility criteria of escalators located in passenger stations and parking structures. The criteria provide specific requirements for District facilities and identify facility interfaces. Specific criteria for the manufacturing are identified in Standard Specifications Section 14 31 00, Escalators.

Escalators are most suitable for high traffic volume or medium rises (i.e., 10 ft to 30 ft).

A. All escalators shall be 48 inches in nominal width and have 3 flat steps at top and bottom landings and shall be bi-directional.

B. All escalators shall be of weatherproof construction, regardless of location, so that water, wind or temperature will not interfere with normal operation.

C. Escalators shall be in a secured area when the stations are closed and shall be located under cover. Escalators to street level from downtown underground stations shall be provided with weather-shielding enclosures. Enclosure shall be securable.

D. For the purpose of determining the number of escalators required, the nominal egress capacity for escalators shall be based on the following rates:


1. Escalators at 90 fpm - 4050 passengers/hour (67.5 passengers per minute (ppm))

2. Escalators at 100 fpm - 4500 passengers/hour (75 ppm)

3. Escalators at 120 fpm - 5400 passengers/hour (90 ppm)

A consistent speed for all escalators in a station is recommended. The speed of 100 fpm is preferred.

E. For the purpose of determining other requirements, such as number of fare gates and surrounding space requirements, these items shall be designed based on the maximum capacity of escalators which is the double rate listed in above paragraph E.

F. See Table 4.2 regarding run-off/queue space at top and bottom of escalator landings.

G. At the top and bottom, the distance between the escalator working point and the pit opening shall be at least 12 feet to provide adequate maintenance space in the escalator pits.

H. At the top and bottom of each escalator, there shall be a barrier along both sides to assist in queuing/run-off at the escalator. The barrier shall be between 36 to 42 inches high and between 36 to 48 inches in length measured from the escalator newel as described in paragraph G.

I. Escalator well ways shall not be used as easements for any other systems that are not related to the escalator.

J. Architectural cladding surrounding the escalator well way shall not be supported by the escalator truss.

9.2 ELECTRICAL

A. All escalators shall be operated by 480 volt, 3-phase power.

B. A dedicated 120 volt circuit shall be provided to each escalator wellway for pit lighting and receptacles. If 120 volt power is required for the operation of the escalator, then a step down transformer shall be powered from the main 480 volt escalator power.

C. Illuminated signage near the entrances of the escalator shall be interfaced with the escalator if there is no adjacent stair. The signage shall be 277 volt power and be controlled based on the direction of the escalator. A separate conduit shall be provided from the signage to the escalator controller.

D. The lighting levels along the entire escalator shall comply with the requirements of the Facility Design/ Criteria/ ELECTRICAL.

E. Electrical Interlocking with Rolling Grille: When an escalator may discharge patrons into an area bounded by a rolling grille, the following code requirements shall be applied, as applicable. An electrical interlock shall stop the escalator from running when the coiling grill is not fully opened. Electrical interlock with rolling grille shall meet the requirements CCR Title 8.

9.3 COMMUNICATIONS AND SEISMIC SENSOR

A. Refer to Facility Design/ Criteria/ ELECTRONICS/ Public Address and ELECTRICAL for detailed requirements of public address announcement and escalator shut-down in the event of fire alarm within the station.


B. All escalators shall be stopped in the event of seismic event near the Station. The station seismic sensor shall be installed in the Train Control Room or Communications Room in the Station. The switch shall activate and shutdown the escalators upon excitation in a vertical direction of not more than 0.15 times gravity acceleration. The frequency response of the switch shall be 1HZ to 10HZ. Upon shutdown, the escalator shall activate the emergency alarm bell for at least 15 seconds but not more than 20 seconds, at which time the main power shall be interrupted from the escalator drive machine and the escalator brake shall be applied.

C. For escalator remote monitoring and indication at the Station Agents Booth, refer to Facility Design/ Criteria/ ELECTRONICS/ Supervisory Control and Data Acquisition (SCADA).

D. Refer to Station Agent Booth requirements herein. Escalator running up/running down/stop signal for each escalator shall be provided at the Station Agent’s booth.

9.4 MECHANICAL

A. The escalator well way shall be equipped with a floor drain at the lower end. Refer to Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites for requirements for drainage from escalator. The escalator well way shall be of continuous concrete construction or continuous heavy gauge galvanized steel oil/water drip pan with side walls at least 3 feet high.

10. ELEVATORS

10.1 GENERAL

This article includes facility criteria of elevators located in passenger stations and parking structures. The criteria provide specific requirements for District facilities and identifies facility interfaces. Specific criteria for the manufacturing are identified in Standard Specifications Section 14 21 00, Electric Traction Elevators, and Section 14 24 00, Hydraulic Elevators.

Elevators are most suitable for high rises and constrained sites and meet the needs of nearly all passengers.

A. In all stations, at least one elevator shall serve the platform, concourse, and street levels. Where the configuration of the station is such that one elevator cannot serve all levels and areas, additional elevators shall be installed to provide full access for the elderly and disabled. If additional elevators are necessary to reach all levels of the station, then the elevators shall be located as close as possible to each other. Free and paid areas shall not be accessible from the same elevator (i.e. the elevator to the train platform shall be located within the paid area of the station).

B. Refer to California Code of Regulations to determine the number of elevators required for access by patrons with disabilities. Where a second elevator is required for access by disabled patrons, the second elevator may, with District approval, serve both free and paid areas with provision to block access to paid areas except when first elevator is out of service. In addition, where the capacity of a station and the configuration of vertical transportation indicate the need for more than one elevator, consider additional elevators.

C. A duplicate elevator that serves all levels shall be considered for stations that have patronage in excess of 15,000 patrons per day.


D. A dedicated room shall be provided as the elevator machine room. An elevator machine room may service multiple elevators.

E. Elevator machine rooms shall be located as close as possible to the elevator hoistway, but shall not exceed 100 feet.

F. Refer to Facility Design/ Criteria/ ELECTRONICS/ Telephone Systems for communication requirements in regard to elevators.

G. Wayfinding signage to assist patrons in locating elevators shall be provided. Signage shall be accessible to patrons with disabilities. Signage indicating elevator locations shall be carefully designed so as not to misdirect passengers toward the sign but away from the elevator. Elevators shall be signed as part of bicycle access routes.

10.2 ELECTRICAL

A. All elevators shall be operated by 480 volt, 3-phase power from the emergency power source of the 480-volt switchboard or emergency generator.

B. There shall be a minimum of four dedicated 120 volt circuits provided for each elevator, unless the elevators are group by one controller; elevator cab lighting and ventilation, CCTV, elevator machine room lighting and receptacles, and hoistway pit lighting and receptacles.

C. The lighting levels in the elevator cab, at hoistway entrances, and in machine rooms shall comply with the requirements of the Facility Design/ Criteria/ ELECTRICAL.

D. Elevator machine rooms shall be equipped with smoke detectors that interface with the elevator controller via the main fire alarm panel.

10.3 COMMUNICATIONS AND SEISMIC SENSOR

A. All station and parking structure elevators shall be shutdown upon occurrence of a seismic event near the Station. The elevators shall be connected to the seismic sensor described in paragraph 7.3 above. If a separate seismic sensor is provided in the parking structure, it shall be installed in one of the auxiliary communications room in the structure.

B. For communications systems related to elevators including white courtesy telephone inside and at entrances to elevators, fire alarm, seismic, CCTV cameras, remote monitoring and control indication of elevators in the Station Agent’s Booth, refer to the appropriate section in the Facility Design/ Criteria/ ELECTRONICS.

10.4 MECHANICAL

A. Refer to Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites for requirements for drainage from elevator pits.

10.5 OTHER REQUIREMENTS

A. The hoistway doors shall be a minimum of 42 inches in width and 84 inches in height. Elevator doors and hoist way doors shall have glass vision panels.

B. The elevators shall be equipped for Fire Service according to ASME A17.1.

C. All elevators shall be sized for emergency evacuation of a horizontally positioned stretcher.

D. Interior of elevator hoistway and outside of elevator car shall be painted.


E. Station elevators shall typically be hydraulic type; parking structure elevators shall be traction type.

F. Finish floor at entrances to elevators shall slope away from hoistways to prevent direct flow of water towards cabs and pits.

G. Elevator machine rooms and auxiliary machine spaces shall be sized to accommodate the

elevator and related equipment with ample space for maintenance and replacement of all equipment located in the machine room. The main machine room floor area shall be at least 150% of the square footage required by NEII.

H. Machine room shall have clear headroom of 84 inches minimum. Auxiliary machine spaces located at the top of hoistway shall have clear headroom of 60 inches minimum.

I. For platform signs directing passengers to the elevators, the font and size displaying an elevator’s location within the station shall be consistent with the Wayfinding Hierarchy as defined by the District Architect.

11. MECHANICAL AND PLUMBING SYSTEMS

11.1 GENERAL

This Article establishes the architectural facilities criteria of the mechanical systems for the stations, parking structures, station sites, and miscellaneous facilities. The mechanical systems are heating, ventilation, and air conditioning (HVAC); fire protection; and plumbing and drainage. For specific mechanical criteria refer to Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites.

Common utilities chase/routes shall be provided throughout the station to accommodate immediate and anticipated future requirements. Utility chases shall be concealed from public view and accessible for maintenance and future modifications.

11.2 HVAC CRITERIA

The following general architectural design guidelines shall apply wherever mechanical ventilation systems are required.

A. The wall-mounted thermostat shall be located 5’-6” high.

B. Sound attenuators shall be provided in heating, ventilating, and air-conditioning systems to meet the requirements of the Noise and Vibration criteria.

C. Air outlets shall be located to minimize the impact of noise on the neighbors and no lower than 8 feet at station public areas.

D. Door openings to mechanical rooms shall be a minimum 6 feet wide.

11.3 FIRE PROTECTION CRITERIA

A. Fire Hose Cabinets. Cabinets shall be recess mounted in station public areas where possible and surface mounted elsewhere. In public areas, they shall be satin finished stainless steel construction with hinged door unless otherwise shown on the Standard Drawings. Except as otherwise shown on Standard Drawings, fire hose cabinets shall be as required by code, in unlocked stainless steel cabinets with solid doors labeled “FIRE HOSE CABINET” in red color at parking structures and black for stations. Fire hose cabinets at parking structures


which only contain fire hose may be commercially available stainless steel cabinet, in lieu of cabinet shown in Standard Drawings.

B. Fire Suppression System. Fire suppression system shall be provided in the train control and communication rooms. Refer to Standard Specifications Section 21 22 00, Clean Agent Fire Extinguishing System.

C. Automatic Fire Sprinklers. Automatic fire sprinkler head locations shall be in straight alignment and coordinated with light fixtures, air outlets and other items attached to ceiling and surroundings. In public areas and other areas with finished ceilings, piping shall be concealed. Where exterior exposed piping is permitted, piping shall be mounted flush to bird roosts.

D. Fire Water. Fire water pipe shall enter into the building through the outside wall rather than underground through the perimeter foundation or floor slab. Where the fire water pipe enters building through an outside wall, it shall be concealed from public view.

E. Fire Extinguishers. Fire extinguishers shall be provided as required by code and these criteria in unlocked recessed stainless steel cabinets in public areas. Fire extinguisher cabinets in non-public areas may be surface mounted. Cabinets shall have solid doors labeled "FIRE EXTINGUISHER" in red in parking structures and in black in stations.

F. If District requires, provide cabinets (for extinguishers and hoses) with glazed panels in doors so that District personnel can check for hidden objects within opening cabinet.

11.4 PLUMBING AND DRAINAGE CRITERIA

Domestic Water Supply. Where the domestic water supply pipe enters building through an outside wall, it shall be concealed from public view. Isolation valves shall be located within a non-public room or an enclosed area. If it must be located outside, it shall be in a valve box concealed from view. When the valves are located in a room, the pipes shall enter through the outside wall rather than underground through the perimeter foundation or floor slab. These exposed pipes shall be concealed from public view. All valves shall be accessible without use of ladders or lifts.

11.4.1 Domestic Water System.

A. Pressure reducing manifold shall be located within a non-public room or an enclosed area. When the valves are located in a room, the pipes shall enter through the outside wall rather than underground through the perimeter foundation or floor slab. The exposed pipe shall be concealed from public view.

B. When hose bibs or wall hydrants are required in the same room or area as electrical receptacles, they shall be aligned, arranged symmetrically, or otherwise organized so that such devices so not appear haphazard.

11.4.2 Sanitary Drainage Systems.

A. Floor clean-out locations in public and staff spaces shall be coordinated with the architectural floor finish pattern and as approved by the District.

B. Wall clean-out access panel locations in public and staff spaces shall be coordinated with the architectural wall finish pattern and as approved by the District.


11.4.3 Storm Water Drainage Systems

A. All floors in spaces requiring floor drains shall be sloped to the drain a minimum of 1/8-inch vertical in 12 inches horizontal.

B. Roofs shall be sloped to the drains a minimum of 1/4-inch vertical per 12 inches horizontal. Downspouts for roof drains shall be accessible for maintenance and replacement and shall be concealed from public view wherever possible unless a daylighted drainage program calls for visible drainage. Drains and downspouts shall meet all maintenance and safety requirements.

C. Under platform utility chase shall be provided with floor drains, unless chase is protected from water intrusion.

12. ELECTRONICS

12.1 GENERAL

The station shall be equipped with Communications systems for use by BART operations staff and the convenience of patrons. This Article provides a brief description of these systems and detailed requirements including equipment and device locations within the station are covered in the Facility Design/ Criteria/ ELECTRONICS. Refer to Facility Design/ Criteria/ ELECTRONICS/Telephone Systems for the following telephone systems:

• PABX Telephones

• Courtesy Telephones

• Emergency Call Boxes

• Fire Phone

• Emergency Telephone

12.2 PUBLIC TELEPHONES

A. Public pay phones shall be provided in both free and paid areas of each station. Public phones shall be located so that they will not interfere with pedestrian flow. A minimum of two public pay telephones shall be located in both the free and paid areas on the concourse level and a minimum of two on the platform level of the station. Unless otherwise indicated, the District will make arrangements for public telephone installation.

B. Wall-mounted telephones are preferred to freestanding booths. C. At a minimum, one telecommunication display device for the hearing impaired (TDD) shall

be available in the free area at the concourse and one at each platform. D. Public telephones shall comply with CBC and ADA accessibility requirements including

mounting heights and signage. E. At least one telephone in each bank of public telephone shall be mounted to be accessible

to the disabled. A bank consists of two or more adjacent phones. F. Emergency "911" service shall be provided at each pay phone. Money will not be needed

to access the "911" service. Signage shall be provided by each telephone station indicating the availability of the "911" service and procedure for its use.


12.3 PRIVATE TELEPHONES

Conduit and terminal space shall be provided for each concession booth or kiosk for future service from the telephone service company.

12.4 PUBLIC ADDRESS SYSTEM

A. All stations shall have a public address system for communicating with patrons and employees. This system provides one-way voice communication from the Station Agent Booth, from PABX telephone sets with PA access, from the Emergency Management Panel, and from Central Control to the patrons by means of speakers located throughout the station public and ancillary areas. Refer to Facility Design/ Criteria/ ELECTRONICS/ Public Address System.

B. The station audible fire alarm signaling shall be via the PA System as described in Facility Design/ Criteria/ ELECTRONICS/ Public Address System and ELECTRICAL. The design of the PA System shall be subject to the review and approval of the local jurisdictional authority.

12.5 TRUNK RADIO SYSTEM

An antenna system shall be located on the concourse and platform levels as well as in long corridors and pedestrian underpasses to provide radio coverage in all areas of the station. The system shall be concealed or otherwise made unobtrusive within the station architecture. Refer to Facility Design/ Criteria/ ELECTRONICS/ Trunk Radio System.

12.6 CLOSED-CIRCUIT TELEVISION (CCTV) SYSTEM

A CCTV system is provided for surveillance of public areas in the station and station site from the Station Agents Booth, Central Control, Police Rooms, and Emergency Management Panel Room. Refer to Facility Design/ Criteria/ ELECTRONICS/ Closed-Circuit Television System.

13. SANITATION AND MAINTENANCE

13.1 BASIC DESIGN OBJECTIVES

A. To provide facilities for an efficient maintenance program. B. To integrate maintenance elements in the basis of station design, without detracting from

the appearance of the stations. C. To provide standardized facilities within each station and, where possible, between stations

to minimize the inventory of replacement items.

13.2 GENERAL CRITERIA

A. A program of routine maintenance requires access to many parts of stations and their sites. Elevated areas of stations shall be accessible for maintenance by portable equipment such as ladders. Stations requiring special maintenance equipment are unacceptable, unless specifically approved by the District.

B. A truck-mounted "cherry-picker" can be used for maintenance of pole-mounted lighting on station sites and for other relatively inaccessible portions of station exteriors.


C. In the maintenance of station interiors, access shall be provided to lighting fixtures and other equipment located directly above stairs, escalators, or light wells. Access shall also be provided for maintenance of wall surfaces adjacent to and above escalators and stairs. Access to roof-mounted equipment shall be by fixed ladders.

D. Normal station maintenance shall not be conducted from the trainway (except for maintenance of the trainway area itself), nor shall maintenance equipment normally be brought into stations through the trainway. Maintenance and operation programs requiring the use of trainway areas and equipment will not be acceptable.

E. Horizontal ledges shall be avoided to minimize the collection of dust and debris and to prevent bird roosting. The exposed top surfaces of outriggers, beams, parapets, and window ledges shall have a minimum slope of 35 degrees to horizontal. Elements such as signs and lighting fixtures shall be selected and designed to prevent bird roosting. 1. Where architectural treatment of stairs, escalators, and visual openings include use

of parapets or otherwise create horizontal ledges, slope the top of parapet or ledge away from the vertical circulation elements and visual openings to prevent objects being placed upon them.

F. Handrails, door pulls, and other protruding elements shall have a 1-1/2-inch minimum clear space behind them. Refer to CBC for maximum clearance for certain elements, i.e. handrails.

G. Signs and advertising panels shall be designed and located to require minimum maintenance.

H. Cleanouts and access panels shall be located inconspicuously and to the extent practicable in non-public areas. In public areas, access panels shall be provided with key lock.

I. Wall-mounted equipment, including portable equipment, shall be flush, unless required otherwise by the District.

J. Notches in walls for flush-mounted equipment shall not extend down to the floor unless necessary to provide access for the disabled. Bottoms of such notches shall be not less than 6 inches above the adjacent floor at any point. Objects which project from walls more than 3 inches shall be mitigated at floor level for the sight impaired in accordance with ADA requirements.

K. Where equipment is freestanding, it shall have its own integral base fitted tight to the floor. Where equipment is grouped, flush closure strips shall be used to cover spaces between units.

L. Structural and architectural elements which project from walls shall be avoided. Where an element projects more than 3 inches from a wall, verify that floor and wall surfaces below or adjacent to the projecting element are easily accessible for cleaning.

M. Signs, handrails, and benches shall be securely anchored with phillips head or allen head screws or bolts. If heads are exposed, use flush spanner head screws. Use socket head screws if heads are concealed from view.

N. Areas under stairs and escalators with headroom of less than 8-foot-6-inches shall be enclosed to prevent collection of debris and to eliminate headroom hazard.

O. Refer to Article entitled Trash and Newspaper Receptacles herein. P. Bases shall be covered for floor cleaning machines.


14. NOISE AND REVERBERATION CONTROL

14.1 GENERAL

These provisions apply to the design of stations.

14.2 PURPOSE

The inclusion of acoustical treatment in the design of stations is required to accomplish four major purposes:

A. Control and reduction of noise from transit vehicle operations. B. Provisions for good intelligibility of announcements from the public address system. C. Control of noise in enclosed areas generated by patrons and/or exterior sources. D. Assistance in the control of noise from station air handling equipment, vertical circulation

equipment, and any other station mechanical equipment. The design goal maximum noise levels in stations are presented in Table14.2-1.. The noise levels inside stations are dependent on the design of the transit vehicles and station mechanical equipment, noise from traffic outside station, and on the acoustic treatment in stations. The criteria for the acoustic treatment take into account the general architectural characteristics of the BART stations and the noise to be radiated by the transit cars and other noise sources.

Table 14.2-1 Maximum Noise Levels in Stations

On platform, trains entering and leaving: Ballast and tie trackbed 75-80 dBA Concrete trackbed 80-85 dBa

On platform or in concourse areas, noise from traffic on nearby streets, highways or expressways (peak hour)

70 dBA Leq

On platform or other public areas, noise from any ancillary mechanical or vertical circulation equipment

55 dBA

Noise in station agent booths or offices due to ventilation system and booth equipment

50 dBA

Table 14.2-2 summarizes the criteria for reverberation time and acoustic treatment of the various enclosed or partially enclosed areas of stations.


Table 14.2-2 Summary of Station Acoustic Design Criteria

(Applicable to enclosed or partially enclosed areas) Areas Exposed to Street

Traffic and Railroad Noise Concourse

Areas Enclosed Platform Areas

(Train Rooms) Maximum Reverberation Time (500 Hz)

1.2 to 1.4 sec. 1.2 sec. 1.5 sec.

Maximum Mechanical Equipment Noise

55 dBA 55 dBA**

Treatment: Minimum wall/ceiling area 20-25%* 35%*** 35%*** Minimum ceiling only 70-100%*

Treatment Properties: Minimum 500 Hz absorption coefficient

0.6 0.6 0.6****

Minimum Noise Reduction Coefficient

0.6 0.6 0.6****

* Large openings in enclosed spaces may be considered as acoustical treatment for the

purpose of calculation. ** 50 dBA maximum in station agent booths. *** Including at least 50% of ceiling area. **** Underplatform treatment also required--minimum absorption coefficient of all acoustical

treatment at 250 Hz: 0.4; at 500 Hz: 0.65.

14.3 STATION INTERIOR ACOUSTICAL DESIGN

The design of absorption treatment for enclosed areas consists of three basic steps:

A. Determine required reverberation times and quantities of absorption. B. Determine locations that will provide maximum control of noise. C. Select acoustical materials and design material installations.

14.3.1 Reverberation Time and Absorption Quantity

As summarized in Table 14.2-2, the acoustical criteria for stations include maximum reverberation time at 500 Hz, minimum areas for treatment, and minimum absorption properties.

A. Enclosed Platform Areas (Train Rooms): Analysis of enclosed platform areas indicates that optimum treatment is obtained with a reverberation time of about 1.3 seconds. Reverberation time in the platform areas shall be 1.2 to 1.5 seconds. The acoustical treatment shall be continuous and uniform for the entire length of the enclosed space. When the enclosed platform areas have a relatively constant cross-section, it is most appropriate to define the quantity of treatment in terms of treatment per foot of station platform length. From this, the width of treatment required as a function of the absorption coefficient of the material can be determined.


B. Concourse and Corridor Areas: The reverberation time shall not exceed 1.2 seconds for enclosed concourse areas such as fare collection areas and corridors.

C. Station Areas At- or Above-Grade: Areas exposed to street noise can be increased to the range of 1.2 to 1.4 seconds at 500 Hz.

D. Ancillary Areas: For the purposes of acoustical design, ancillary areas include service rooms, toilets, mechanical/electrical equipment rooms, and train control and communications equipment rooms. Access to these noisy areas shall be through double-entrance doors or sound treated doors. Any of these areas used by the public or next to public spaces shall receive appropriate acoustical treatment.

14.3.2 Location of Absorption Material

The preferred locations for acoustical treatment in stations are described below.

A. Enclosed Platform Areas (Train Rooms): Continuous treatment of the under platform overhang surface in enclosed platform areas

shall be provided for the effective control of train noise since most train noise originates in this area. Although it is also very effective to treat the side walls opposite the platform, spray acoustical material shall not be used in this area because it becomes dirty and unsightly. Refer to Standard Specifications, Section 09 83 14, Acoustic Coating, for spray-applied acoustical finish for under platform surfaces.

The criteria call for coverage of 35 percent of the total projected wall and ceiling area with acoustical treatment in addition to the under platform treatment.

B. Concourse and Corridor Areas: All enclosed public areas of the station shall receive acoustical treatment equal to a

minimum of 35% of the total projected wall and ceiling area, or the equivalent, including coverage of at least 50% of the ceiling area where possible. In narrow spaces, treatment may be concentrated on the ceiling, covering 70% to 100% of the ceiling area. Acoustical material in public areas shall be placed a minimum of 9 ft from floor surfaces. Large openings in enclosed spaces may be considered as acoustical treatment for the purpose of calculation.

Ceiling treatment shall be placed between structural members or directly on the ceiling surface for flat ceilings. Wall treatment shall use appropriate panel assemblies or direct wall-mounted materials.

C. Ancillary Areas: As required, toilet, locker and service rooms shall have acoustical treatment applied to the

ceilings for control of reverberation and noise. The acoustical absorption material shall have an NRC of at least 0.55.

As required, electrical equipment rooms with noise generating equipment shall have acoustical treatment covering the ceiling. The acoustical material shall be an equipment room type of ceiling/wall treatment, for example, 1" thick glass fiber boards, and shall have an NCR of at least 0.65. Mechanical equipment rooms housing fans, pumps, and other equipment which generate high sound levels shall have a sound absorption treatment equivalent to 2" thick glass fiber board or blanket (minimum NRC of 0.75) applied to cover the ceiling and wall areas as required. In other spaces with equipment which generates only low or moderate noise, the acoustical treatment shall be as indicated above for electrical equipment rooms.


14.3.3 Acoustical Materials and Installations

This Article covers the selection and application of appropriate acoustical materials for stations. Acoustical treatment for transit system stations consists of three elements: The sound absorption media or material, a protective covering, and an architectural or trim facing.

A. Materials: All acoustical materials, covers and trim shall be in accordance with NFPA-130. Typically, spray-applied material is used in non-public spaces only (and under platform areas). Glass fiber blankets shall be used in dry areas only. Absorption materials for wall and ceiling treatment shall be: • Cellular glass blocks behind corrosion-resistant perforated sheet metal facings or slit-

and-slat system facing. The material shall be of 2" or 4" thickness in platform areas, 2" thickness in concourse areas and 1.0" to 1.5" thickness at other locations. This material is to be used because of its non-flammability and lack of need for protective covering or mechanical protection in most applications.

• Spray-applied cement base acoustic finish material that is free of asbestos and mineral fibers. The material should be 1.5" to 2" thickness in platform areas, 1.5" thickness in concourse areas and 1" to 1.5" thickness at other locations. This material is to be used because of its non-flammability, applicability to irregular surfaces, and lack of need for protective covering or mechanical protection in most applications. For design purposes, the expected sound absorption coefficients for cementitious spray-on material are given in Table 14.3-1.

Table 14.3-1 Cementitious Spray-On Sound-Absorption Coefficient

* Frequencies in Hz Material

Thickness 125 250 500 1000 2000 4000 NRC**

1" 0.18 0.30 0.64 0.73 0.73 0.77 0.60 1.5" 0.36 0.51 0.64 0.74 0.84 0.91 0.70

* Sound absorption coefficients for cementitious spray-on, sound absorption material with

proper application on solid backing with no air gap--as measured by ASTM C423 (may vary from manufacturer to manufacturer)

** Noise Reduction Coefficient • Glass fiber blankets wrapped in close-weave glass cloth or other non-flammable

sheeting not to exceed 0.004" thickness. This material shall be of 2 to 16 lb/cu ft density and of 2" to 4" thickness in platform areas, 2" thickness in concourse areas and 1" thickness at other locations. Mechanical protection facings of hardware cloth, expanded metal or architectural facings, or perforated metal or slit-and-slat panels shall be used with this material, as indicated on the Contract Drawings. For design purposes, the expected sound absorption coefficients for glass fiber treatment are given in Table 14.3-2.


Table 14.3-2 Glass Fiber Sound-Absorption Coefficients

* Frequencies in Hz Material

Thickness 125 250 500 1000 2000 NRC**

1" .08 .30 .65 .80 .85 .65 2” .20 .55 .80 .95 .90 .80 3" .45 .80 .90 .95 .90 .90

* Typical sound absorption coefficient to be expected from glass fiber sound control

materials mounted directly against a concrete surface. ** Noise Reduction Coefficient. B. Installation: Wherever perforated metal or slit-and-slat facings are used, the open area shall be at least

30% of the total area. Air space should be provided around the edges to allow free circulation of air to prevent loading of the acoustical material panels due to air pressure transients created by the train movements. Panels with perforated metal or slit-and-slat facings for ceiling and wall installations shall have a dimpled screen placed between the metal facing and the face of the acoustic blanket to establish an air space of approximately 0.5" thickness between the perforated facing and the blanket or glass-cloth bag.

If a continuous panel acoustical system or a suspended acoustical tile ceiling is used, openings shall be provided to permit free air flow between the panels and the concrete surface behind. This shall be done in order to prevent loading of the acoustical panel by the air pressure transients created by train piston action on the air. All acoustical systems shall have positive mechanical anchorage designed to resist the shock of transient air pressure produced by the movement of a train moving through a station at maximum speed.

14.4 STATION AREAS RELATED TO NOISE FROM TRAFFIC AND RAILROAD OPERATIONS

A. Criteria: The following areas of the stations shall be shielded from highway and railroad noise to the

extent possible: • Entrance areas

• Stairs

• Escalators

• Elevators

• Platforms

• Corridor and concourse areas

• Staffed facilities

The reverberation time of enclosed areas shall be in the range of 1.2 to 1.4 seconds at 500 Hz when the area is unoccupied.


B. Acoustical Treatment: A width of treatment equivalent to 20% to 25% of the cross-sectional perimeter, or 70% to 100% of the ceiling, is required. The treatment can consist of an absorptive wall panel system, an acoustical panel, an acoustical absorption assembly applied to the ceiling, or a combination of these. The acoustical treatment shall have a Noise Reduction Coefficient (NRC) of at least 0.60, and a minimum sound absorption coefficient of 0.60 at 500 Hz.

15. ANCILLARY FACILITIES

15.1 GENERAL

This Article describes specific architectural criteria for non-public areas in the stations other than those areas, which serve the BART employees and serve as storage areas. Architectural design criteria are mentioned where applicable. These areas shall be accessible to the disabled except where noted otherwise or specifically except by the District. For additional architectural criteria and specific electrical and mechanical design criteria, refer to other articles in this Section and Facility Design/ Criteria/ MECHANICAL and ELECTRICAL.

15.2 TRAIN CONTROL ROOM

A. The train control room shall contain all apparatus and systems required for the control of trains on the main line and in the yards. Train control room shall be sized at least 30 percent over the necessary designed capacity.

B. The floor shall be finished with resilient tile and cove base. C. Provide a space of 10' x 10' for a drawing storage rack cabinet, a drawing reference table,

and an office chair to be provided by the District. D. The roof/ceiling structure shall be designed to support cable trays as well as conduit, ducts,

and lights. E. Lighting shall be located over the aisles between cabinets. F. Provide a ramp for equipment removal if the floor elevation of the train control room is

different than the floor elevation of the adjoining area. Size door openings to permit equipment removal and replacement.

G. Room shall contain terminal cabinets for communications, automatic fare collection, radio, computer systems, and other communication systems.

H. No equipment other than train control and communications shall be located within this room. No utility shall be routed through this room unless it serves the train control and communications equipment or the space itself.

I. Provide 3/4 thick fire-retardant treated plywood (5 ply, CDX grade) panels at all walls used for mounting equipment. Panel shall be 4 by 8 feet mounted horizontally with the bottom of panels at the height of 3 or 4 feet above the foot.

15.3 BATTERY ROOM (UPS)

A. Battery systems shall be in a separate enclosed room next to the Train Control Room. B. Battery rooms shall not be located beneath any means of egress. Locate Battery Room

adjacent to outside wall when possible to facilitate provisions for natural ventilation. C. Battery rooms, containing liquid-filled batteries, shall have spill control containment

around battery racks.


• Spill control containment shall be designed for containment and neutralization of electrolyte.

• The storage capacity of the containment shall be sufficient to hold a spill from the largest battery container.

• An emergency eyewash shall be provided for personnel decontamination, and shall be located in the immediate area of the battery and battery charging room(s). The emergency eyewash shall be permanently connected to the potable water supply. Unit shall be located near the exit door. This unit will have integral signage that meets OSHA standards..

• Flame arrestors shall be installed in all new stationary battery installations to comply with NEMA and NFPA.

• The entire floor shall be coated with acid-resistant epoxy and sloped to an acid-resistant coated floor drain.

D. The interior walls and ceiling shall be painted or sealed for a nondusting finish. E. Battery racks shall be provided for maximum protection against battery damage and

earthquakes, and for ease of accessibility. The battery racks shall be braced for seismic restraint and shall be coated with acid-resistant paint..

F. The floor and base shall be finished with a novolac epoxy or vinyl ester coating. G. The battery racks shall be arranged so that the racks are held away from the wall at 2 feet

minimum, not stacked on top of each other preventing removal of the lower battery, and shall have at least 3 feet clear space in front.

H. The battery room light switch shall be installed outside the battery room. I. The battery charger shall be installed outside the battery room J. For ventilation and plumbing requirements, refer to Facility Design/ Criteria/

MECHANICAL, Stations and Stations Sites. K. Signage shall be posted on the doorways to battery rooms prohibiting smoking and use of

equipment which creates, sparks or open flames because of the possible presence of hydrogen gas. Signage prohibiting access by unauthorized personnel shall also be posted on the battery room doors. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Signage.

15.4 TRAIN CONTROL AND COMMUNICATIONS HVAC ROOM

Separate room for HVAC equipment for Train Control and Communications Room shall be provided. If required by the local fire department, fans shall reverse direction in case of fire for smoke removal.

15.5 TRACTION POWER SUBSTATION

If the Station includes a traction power substation, provide a separate secured area to enclose its equipment. Access shall be provided to allow the removal and replacement of the largest single piece of equipment. For maximum security fencing, see Facility Design/ Criteria/ CIVIL/ Miscellaneous Standards.

15.6 EMERGENCY MANAGEMENT PANEL ROOM

The Emergency Management Panel (EMP) is provided to serve as a Fire Command Station during fire or other emergency conditions. The EMP shall be provided with Electronic Systems controls and monitoring in accordance with CBC. The EMP Room shall be a minimum of 7 by 7 foot clear and shall have a continuous counter along the wall opposite the door. Counter shall be


built-in, 30 inches deep, and designed to accommodate EMP equipment. EMP Room shall be located within or adjacent to station envelope at concourse level. Room shall have at minimum two 20 amp 120 Vac circuits from the essential power panel. Location shall be subject to local fire marshal approval. Also, refer to Facility Design/ Criteria/ ELECTRONICS, for details.

15.7 STANDBY GENERATOR ROOM

A separate secured room shall be provided for the standby generator that provides emergency power for the station in the event of PG&E failure. The generator shall be oriented so that the exhaust air vent and exhaust piping are not in public view. Provisions shall be included for access for servicing and for fueling. Doors or hatches shall be sized to permit removal and replacement of equipment.

END

RELEASE – R2.1 ARCHITECTURE – PASSENGER STATION SITES BART FACILITIES STANDARD Issued: 10/01/2009 Page 1 of 32 FACILITY DESIGN - CRITERIA

CRITERIA

ARCHITECTURE

PASSENGER STATION SITES

CONTENTS ARTICLE TITLE

1. GENERAL 1.1 RELATED SECTIONS 1.2 REGULATIONS AND SAFETY REQUIREMENTS 1.3 DEFINITIONS 1.4 BASIC GOALS 1.5 TRAFFIC MODES

2. PEDESTRIAN AND BICYCLE ACCESS 2.1 PEDESTRIAN ACCESS – BASIC DESIGN 2.2 GENERAL – ACCESSIBILITY AND SAFETY 2.3 PEDESTRIAN OVERPASSES AND UNDERPASSES - GENERAL 2.4 PEDESTRIAN OVERPASSES 2.5 PEDESTRIAN UNDERPASSES 2.6 SIDEWALKS 2.7 PEDESTRIAN PAVING 2.8 BICYCLE BASIC DESIGN 2.9 BICYCLE PATHS 2.10 BICYCLE SIGNAGE 2.11 BICYCLE PARKING

3. VEHICULAR ACCESS 3.1 GENERAL 3.2 VEHICULAR ACCESS PRINCIPLES 3.3 OTHER TRANSIT SYSTEMS INCLUDING BUSES, LIGHT RAIL AND SHUTTLES 3.4 KISS/RIDE (INCLUDING TAXIS) 3.5 BUSES AND TAXIS 3.6 STATION PARKING BASIC DESIGN 3.7 STATION SURFACE PARKING 3.8 MOTORCYCLE PARKING 3.9 ENTRANCES AND EXITS

4. BART SYSTEM STREETS 4.1 BART SYSTEM STREETS BASIC DESIGN 4.2 DESIGN VEHICLES AND DESIGN SPEED FIGURE 2. BUS DESIGN VEHICLE AND MINIMUM TURNING PATHS 4.3 CLEARANCES 4.4 CURVATURE 4.5 WEAVING LENGTH 4.6 GRADE 4.7 INTERSECTIONS FIGURE 6. INTERSECTION SIGHT DISTANCES – STOP CONTROLLED INTERSECTION


FIGURE 7. INTERSECTION SIGHT DISTANCES – STOP CONTROLLED INTERSECTION FIGURE 8. PARKING STRUCTURE EXIT AND ENTRANCE SIGHT DISTANCES 4.8 CROWN 4.9 CURBS AND GUTTERS

5. PARKING STRUCTURES 5.1 PARKING STRUCTURES - BASIC GOALS 5.2 VEHICLE INGRESS/EGRESS 5.3 PEDESTRIAN ACCESS 5.4 LAYOUT 5.5 VERTICAL CIRCULATION 5.6 SAFETY AND SECURITY 5.7 STRIPING AND MARKING 5.8 ELECTRICAL 5.9 EXPANSION AND CONSTRUCTION JOINTS 5.10 PARKING STRUCTURES COMMUNICATIONS

6. SITE LIGHTING

7. MISCELLANEOUS SITE DEVELOPMENT 7.1 SITE FURNITURE 7.2 SCREEN AND BARRIER WALLS, FENCES, OR SCREEN PLANTING 7.3 RETAINING WALLS 7.4 BOLLARDS



PASSENGER STATION SITES

1. GENERAL

This Section lists the design requirements relevant to station site development, including parking, vehicular and pedestrian circulation, parking structures, and traffic considerations.


Refer to Facility Design/ Criteria/ ARCHITECTURE/ Landscaping and Vegetation Control, for landscaping and irrigation requirements.

Refer to Facility Design/ Criteria/ CIVIL/ Streets and Parking Facilities and Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites.

Refer to Appendices/ District Policies/ Station Area Development Implementation Policy.

Refer to Appendices/ District Programs and Guidelines/ Station Access Guidelines.

Refer to Appendices/ District Programs and Guidelines/ Transit-Oriented Development Guidelines.

1.2 REGULATIONS AND SAFETY REQUIREMENTS

A. Emergency Access to Stations

• Access to station entrances, pedestrian bridges, and emergency egress locations shall be from public streets, BART parking lots, or an access road with a minimum paved width of 20 feet.

• An access road to a station shall be continuous from a public street to a public street, or a 66-foot outside radius turnaround shall be provided.

B. Fire lanes shall be provided, from a public street to the station, through parking lots, meeting the requirements of the UFC, Section 10.207, and shall have minimum radii for inside and outside paths of 30 feet and 50 feet respectively.

• Fire truck access shall be provided to all building structures, especially the station entrance. Access roads and parking lot perimeter roads shall accommodate fire trucks. Confirm turning radius and access requirements with local fire department.

C. Refer to Facility Design, Criteria, CIVIL, Basic Design Policies, for Underground Trainway Protection Against Hazardous Substance Intrusion

1.3 DEFINITIONS

Terms used in this Station Site Facilities Design Criteria.


• Access Roadway: A BART System roadway which is the primary means of vehicular access to a BART facility from the adjoining street and highway network.

• BART System Street: A BART access, circulation, maintenance or service roadway, or other thoroughfare within the BART System right-of-way.

• Kiss/Ride: Vehicle mode in which passenger cars stop only to load or unload passengers at curbside and/or designed parking areas.

• Level of Service (LOS): Description of the ease or difficulty of traffic flow.

• Public Street: A public thoroughfare inside, outside or crossing the BART System right-of-way which is under the jurisdiction of a public agency.

• Roadway: That portion of a highway included between the outside lines of the sidewalks, or curbs and gutters, or side ditches including all of the appertaining structures and all slopes, ditches, channels, waterways, and other features necessary for proper drainage and protection.

• Station Access Hierarchy: The order of priority, by mode, of accommodating station access established by the District and defined in the Access Guidelines. Refer to Access Hierarchy Chart.

• Station Area: The area surrounding a BART station described approximately by a circle with half-mile radius. The actual boundaries of the station area will be established by the District for each project.

• Volume, Pedestrian: The pedestrian volume, measured in terms of number of pedestrians per unit of time (usually a peak hour, peak 15 minutes or peak 5 minutes). Pedestrian volumes generated by BART System patrons shall be determined from data provided by the District. Pedestrian volumes not generated by BART System patrons shall be obtained from the appropriate agency as available.

• Volume, Vehicular: The vehicular volume, measured in terms of number of vehicles per unit of time (usually an average weekday peak hour, peak 15 minutes or peak 5 minutes). BART system vehicular design volumes shall be determined from data provided by the District. Vehicular volumes on public streets shall be obtained from the appropriate public agency as available.

1.4 BASIC GOALS

• Accommodate all modes of BART patron circulation without compromise to quality of transit service, capacity of the station, and safety of riding public.

• Prioritize modes of BART patron circulation consistent with BART’s Station Access Hierarchy to

allow for convenient, rapid, and safe access to and egress from the station, parking facilities, and the surrounding neighborhoods.

• Use innovative approaches and best practices to design a station site that is a community-oriented,

lively, walkable, and sustainable human environment.

• Design of a passenger station site may include studies for future joint development opportunities between the District and other entities to increase property value and maximize use of BART services. Such study may explore potential joint uses of additional properties adjacent to a


passenger station that can be potentially subject to the District’s acquisition.

• Provide access for patrons with disabilities as required by State and Federal statutes. Also provide additional accessible amenities as required by the local disabled communities and as required by the District.

• Site shall be designed in accordance with Appendices/ District Programs and Guidelines/ Station

Access Guidelines and designed to be supportive of Transit-Oriented Development. Refer to Appendices/ District Programs and Guidelines/ Transit-Oriented Development Guidelines, and Appendices/ District Policies/ Station Area Development Implementation Policy.

1.5 TRAFFIC MODES

BART System patrons will arrive at, and depart from, the station in five basic ways or modes. The primary modes, in order of priority (Station Access Hierarchy) for convenience and directness of routing, are as follows:

• Pedestrian

• Other transit systems, i.e. bus, light rail, and shuttles

• Bicycle

• Kiss/ride (patrons are dropped off or picked up by private automobile or taxi)

• Station parking (patrons, including those in carpools, park at the station site, ride BART, and pick up their cars on their return)

2. PEDESTRIAN AND BICYCLE ACCESS

2.1 PEDESTRIAN ACCESS – BASIC DESIGN

A. Direct and safe approach for pedestrians shall be provided from all adjacent streets into the station area. A pedestrian's path from bus drop-off areas and light rail stops to station entrance shall be as direct as possible. The design of pedestrian approaches from parking areas to the station entrances shall be contingent upon the location of other, more primary station area pedestrian walkways serving the Station Area and the location and orientation of station area development.

B. Parking pattern shall be designed so the pedestrians walk down the aisles toward the station, minimizing traffic crossings, or along a major walkway.

C. Pedestrian walkways shall be provided in certain locations to discourage interference with vehicular traffic. Walkways may be provided to minimize pedestrian use of an aisle, or may be provided to minimize the number of points at which pedestrians cross a circulation road. Where pedestrians approach the station from major on- and off-site destinations and important intersections, consideration shall be given to the provision of a walkway which extends toward the station in a nearly straight line. Aisles serving pedestrians who originate from outlying parts of a large parking lot shall be designed to support the walkway described above, where feasible. Where this is not feasible, consideration shall be given to provision of an additional walkway extending toward the station entrance from these outlying parking areas.


D. Pedestrian crossings shall have good visibility both for pedestrians and drivers.

E. Surface Treatment:

1. Pavers, tiles, and other architectural materials shall be considered for creating attractive walking environment and enhancing zones and sense of direction that are associated with functional areas such as kiss/ride, other transit stops, as well as disabled access and very young-aged activities. Landscaping should be used to effectively reinforce this association.

2. The major pedestrian walks and the areas in front of the fare gates should have special paving to signify the prominence of these areas.

3. An open area with architectural floor or paving treatment shall be provided to collect pedestrians from the major walkways and allow a milling area adjoining the entry or exit from the station. Changes in texture or color of the vehicular paving at pedestrian crossings should be considered.

F. Barriers: If necessary, pedestrian barriers shall be provided to either discourage or prevent pedestrians from crossing vehicular traffic at locations where unsafe conditions would otherwise result. Pedestrian barriers may consist of railing, fencing, walls or landscaping that are architecturally harmonious with the site.

2.2 GENERAL – ACCESSIBILITY AND SAFETY

A. Pedestrian walkways shall be paved and free of tripping hazards.

B. A 2 foot wide paving feature strip which incorporates a material, pattern, or texture detectable to blind and low-vision patrons shall be provided from bus loading and kiss/ride area(s) through the station main entrance and accessible fare gate(s) to the stairs leading to the platform level. The feature strip shall provide a clear unobstructed linear pathway with 90 degree or greater turns. Arcs or curves are not allowed. Strip shall be raised a minimum of 1/8 inch to a maximum of 1/4 inch above adjacent paving and shall be a color, texture and material that contrasts with the adjacent paving.

C. Wheelchair curb ramps, complying with the CBC, Section 1127.B.5, shall be provided wherever a pedestrian traffic lane crosses a curb. A separate ramp shall be provided for each crosswalk rather than one serving both crosswalks. A single curb ramp may be used where curb space at intersecting crosswalk is too small for two curb ramps.

D. Pedestrian crossings which are part of an accessible route shall be emphasized with concrete pavement raised one-half inch above roadway with 12-inch thermoplastic edge markings to avoid confusion with other pavement markings. The width of the crossing shall be at least equal to the width of the adjacent pedestrian walks, but not less than 7 feet in width.

E. Crosswalks shall be clearly defined and well marked. Crosswalks and sidewalks shall be provided with slip-resistant surfaces. The static coefficient of friction shall not be less than 0.6 when tested in accordance with ASTM C1028, Test Method for Determining the Static Coefficient of Friction of Ceramic Tile and Other Like Surfaces by the Horizontal Dynamometer Pull-Meter Method, 15.02. “Zebra Stripe (Continental)” pavement marking shall be used for crosswalks to provide maximum visibility.


F. Where direct connections to commercial, retail, or residential facilities are provided or where elements are provided to facilitate future direct connections, such connections shall have an accessible route to boarding platforms and other transportation system elements used by the public. Refer to ADA Guidelines, 402 and 206.4.4.2.

G. Walkway Fencing

• When passengers or pedestrian walkways are provided above trackways, highways, or streets, the walkways shall be fenced.

• The walkway fence shall be constructed in accordance with Caltrans Bridge Design Details ─ Chain Link Railing Type 3, Chain Link Railing Type 3L, or Chain Link Railing Type 4 (or use other design details which will provide equal or better means of preventing persons from climbing over it and falling to the surface below, and preventing trash or other objects from being thrown onto the trackway).

• Walkway fencing will be so designed to provide a timeless aesthetic, and a positive experience for pedestrians and motorists.

2.3 PEDESTRIAN OVERPASSES AND UNDERPASSES - GENERAL

A. Avoid or minimize pedestrian overpasses and underpasses.

B. Provide features that maximize safety and protection of pedestrians when an overpass or an underpass is necessary.

C. Wherever possible, there shall be unobstructed visibility from one end of the overpass or underpass to the other and also from the sides of the overpass. If unobstructed visibility from one end of overpass or underpass to the other is not possible, CCTV coverage shall be provided and monitored in Station Agent’s Booth. Refer to Facilities Design, Criteria, ELECTRONIC, Closed-Circuit Television Systems, for station CCTV.

D. When a pedestrian overpass or underpass is part of the exit way, the minimum unobstructed width as required by code for exiting shall be maintained to a point of safety.

E. Comply with code requirements in regard to fire resistance. Fire resistance of construction materials, at minimum:

• Overpasses shall be constructed of “fire resistive materials”.

• Underpasses shall be constructed with "non-combustible materials".

F. Finishes of overpasses and underpasses shall be durable and maintenance-free.

2.4 PEDESTRIAN OVERPASSES

A. When a pedestrian overpass is part of the route between bus drop off areas and the train platform, an overhead covering and wind protection shall be provided. Minimum head clearance shall be 8 feet 6 inches to minor obstructions and 10 feet to continuous soffits/ceilings.

B. For the primary drainage system, the overhead covering shall be sloped and drained by screened roof drains and downspouts rather than by naturally draining over roof edges. Downspouts shall be concealed.


C. Drainage of the walking surface shall be designed so that water does not flow over the side edges, but is channeled into an internal system.

D. A toe guard of 6 inches minimum height shall be provided at the overpass edge which will also function as a wheel guide for those in wheelchairs.

E. Pedestrian overpasses shall be as level as possible. When ramping is necessary, the slope shall be no greater than 1 foot vertical in 15 feet horizontal.

F. When overpasses are over trackways, highways, or streets, barriers shall be provided to prevent persons from climbing over and falling to surface below, and to prevent trash and other objects from being thrown to the surface below. When barriers are combined with overhead coverings, provisions for ventilation shall be included in the design.

• Barriers shall be a minimum height of 8 feet.

• When an open material or design is used as a barrier, the openings shall not be larger than 1 inch in any dimension.

• Barriers shall not be opaque.

G. Handrails shall be provided at both sides of the overpass whether or not a barrier is provided and regardless of slope or lack of slope.

H. Benches shall be provided at 150-foot intervals.

2.5 PEDESTRIAN UNDERPASSES

A. Minimum head clearance shall be 8 feet 6 inches to minor obstructions and 10 feet to continuous ceilings. The ceiling shall be as high as practical.

B. The entire underpass enclosure structure shall be waterproofed on the exterior surface.

C. Surface drainage system of area drains or trench drains shall prevent surface water from entering pedestrian undercrossings.

D. Underpasses shall be lighted and include call boxes for safety.

E. Underpasses shall be designed to maximize accessibility, usability, and friendliness for pedestrians.

2.6 SIDEWALKS

A. Sidewalks shall include curb ramps and other accessibility features as required by CAC Title 24, and 49 CFR 37. A sidewalk shall be provided contiguous to all curb-side parking lanes and to all loading zones. Crosswalks and pedestrian ramps shall have a maximum slope in conformance with Title 24 and ADAAG requirements.

B. Sidewalks intended for use by the general public shall have a minimum width of 5’-6” for two-way pedestrian volumes (two-direction total count) not exceeding 70 pedestrians per minute. Where pedestrian volumes exceed this amount, an additional two feet six inches of sidewalk width shall be provided for every additional 35 pedestrians per minute. The minimum width of sidewalk adjacent to a bus, taxi, or kiss/ride loading zone shall be 12’-6” or the adjacent sidewalk width plus seven feet, whichever is greater.


C. Sidewalks providing access to service and maintenance facilities shall have a minimum width of three feet.

D. Sidewalks, paths, and plaza areas that are designed to allow for mixed-use, including bicycle and pedestrian traffic, shall be at least 10’ to 14’ wide, depending on pedestrian and bicycle volumes. Refer to AASHTO Standards “Guide for the development of bicycle facilities,” pp. 35-36.

2.7 PEDESTRIAN PAVING

A. Provisions for pedestrian paving apply to sidewalks and other pedestrian areas, i.e. pedestrian overpasses and plazas.

B. Finishes on all paving and steps shall be slip resistant and matte with adequate expansion and control joints. Exposed aggregate concrete shall not be used in pedestrian paving at station site because of the difficulty and expense in matching it with replacement concrete when necessary due to utility work or repairs.

C. The longitudinal slope of walkways shall be 5 percent maximum. Minimum grades for adequate surface drainage of various paving materials are as follows:

• Broom finish concrete, 1.5 percent

• Asphalt, 1.5 percent

• Brick or stone set in sand, 2 percent

• Brick or stone set in mortar, 1.5 percent

• Crushed stone, decomposed granite, 1 percent

D. Design of pedestrian walkways shall take into account maximum cross slopes designated in California Code of Regulations, Title 24, Part 2, and Americans With Disabilities Act (ADA) Accessibility Guidelines, as applicable.

2.8 BICYCLE BASIC DESIGN

A. The design of bicycle facilities shall reflect principles stated in the BART Bicycle Access & Parking Plan, and BART Station Access Guidelines.

B. Bicycles approaching the station structure shall be able to reach the main entrance by a safe and relatively direct route. Parking for bicycles shall be prioritized inside the paid area as space permits, or in the free area of the concourse within sight of the station agent. Parking for bicycles outside of the station shall be covered and located within sight of the station agent, vendors, passing pedestrians, or in a highly visible area with heavy foot traffic. Refer to BART Bicycle and Parking Plan for guidelines.

C. Bikeways shall be designed to provide a direct, convenient connection between the station and any existing or proposed bike routes throughout the community.

D. Bikeways shall avoid undue conflicts with motor vehicles moving parallel to the path, turning across the path, and crossing the bikeway at street intersections.


E. Bikeways shall be designed to promote public safety. Paths that are hidden from the view of the general public shall be avoided as well as bikeways near steps, curbs, and over drainage grates.

F. Bikeways shall be designed to pass through an uninterrupted corridor with access to station bicycle parking facilities. Pavement shall be asphalt or concrete, or pavers. Where bikeway is an continuation of a jurisdictional authority’s bikeway, consideration shall be given to matching its paving.

G. Attended bicycle storage facility shall be provided if directed by the District.

H. Accessible fare gates shall be installed at every gate array to improve access for bicyclists as well as to provide for patrons with disabilities.

I. Signage directing bicyclists throughout the station shall be placed to provide for general wayfinding and directions to bicycle facilities, preferred routes, bicycle stair channels, elevators, etc.

2.9 BICYCLE PATHS

A. When it is not a part of a walkway, a bicycle path shall have a width of 8 feet. Additional width may be justified for heavily used paths or those adjacent to a walkway. Paths shall have a minimum of 2 feet clearance from the edge of any permanent obstacle. Refer to Caltrans Highway Design Manual, Chapter 1000 “Bikeway Planning and Design”. Follow Caltrans standards at minimum; in areas with high volumes of bicycle and pedestrian traffic exceed minimum standards for safety.

B. Bicycle paths shall be crowned or shall have a cross slope for positive drainage. Bicycle paths will generally not be curbed. If curbs are necessary, inlets or other drainage provisions shall be provided (preferably on the outside edges) and consideration shall be given to widening the path to maintain the 8 foot width not including the inlets. All inlets shall have bicycle-proof grates.

C. Bicycle paths shall avoid unnecessary curvature or excessively steep grades. Gradients for bike paths shall comply with the following requirements:

Gradient Normal Length, Feet Maximum Length, Feet

1.5 % 1200 ---

3.0 % 400 800

4.5 % 150 300

10.0 % 30 60

D. Horizontal curve radii will be measured on the inside edge of the path. The desirable minimum curve radius is 35 feet; the absolute minimum curve radius is 15 feet.

2.10 BICYCLE SIGNAGE

A. Wayfinding signage should be posted on the closest arterial and bikeways to connect cyclists to the station along the most bicycle-friendly routes. Bicycle routes and signage shall be coordinated with local jurisdictions. Refer to Bicycle Access and Parking Plan for guidelines.


B. Based upon the adjacent roadway configuration and location of existing bikeways, a separate bicycle entrance to the station may be preferable and available; these should be identified and clearly marked.

C. Signage is needed to direct bicyclists into and through the station area and to the bicycle parking areas or onto the platform itself.

2.11 BICYCLE PARKING

A. Either Class 1 or Class 2 bicycle parking shall be provided at each station. In new construction, both Class 1 and Class 2 shall be provided.

B. Bicycle parking shall not interfere with passenger circulation and shall be located outside the path of travel for people with disabilities. If necessary, paving, curbs, or railings shall be used to provide a detectable warning for the visually impaired.

C. Both Class 1 and Class 2 bicycle parking shall be clustered as much as possible for convenience and theft prevention.

D. Class 1 bicycle parking shall consist of perforated metal bicycle lockers that include an electronic locking system accessed by smart card. Bicycle lockers shall be provided at all stations with space for installation at the street level or in an external plaza. The minimum number of lockers shall be two lockers (accommodating four bicycles). Obtain the required number of lockers for a given station from the Bicycle Program Manager who will base it on anticipated demand.

• Obtain current specifications for bicycle lockers from the Bicycle Program Manager.

• Bicycle lockers shall be installed on a concrete or asphalt platform with a maximum slope of 1.5 percent. Other surfaces may be approved if compatible with locker installation requirements.

• Electrical design shall provide a 1-inch conduit with pull wire from electrical equipment room to designated bicycle parking area with necessary junction boxes to serve electronic bicycle lockers.

• Communications design shall provide a 1-inch conduit with pull wire from communications source to designated bicycle parking area with necessary junction boxes to serve electronic bicycle lockers.

E. In areas of high demand for bicycle parking, or if bicycle lockers cannot be provided, the construction of attended bike stations or unattended bicycle parking cages shall be considered, as demand warrants.

F. Class 2 bicycle parking consists of bicycle racks. Primary locations for bicycle racks shall be in either the paid or the free area of the concourse and within sight of the station agent’s booth, if space permits. Secondary locations for bicycle racks shall be visible and well lighted areas as near as possible to the station entrance. Racks shall be located in areas of high pedestrian activity and visibility.

• Obtain specifications and typical installation details for racks from the Bicycle Program Manager.


• Class 2 bicycle parking shall consist of surface mounted bicycle racks that allow the two wheels and frame to be securely locked.

• Preferred racks shall be square tube U type racks. Five loop wave racks shall be used where U racks are not practical.

• For outdoor installations, cover bicycle racks with a roof or locate under a structural overhang wherever possible.

G. Bicycle parking facilities shall be identified by signage in accordance with Facility Design/ Criteria/ ARCHITECTURE/ Wayfinding and Signage.

3. VEHICULAR ACCESS

3.1 GENERAL

A. Refer to “Regulations and Safety Requirements” herein for fire truck access criteria.

B. Site access points shall be located to minimize traffic congestion, and traffic patterns for vehicles and pedestrians shall be clearly marked.

C. Automobile traffic patterns that cross or result in counterflow shall be minimized.

D. Kiss/ride zones and stops of other transit systems shall be located to minimize patron exposure to traffic. Where practical, patrons shall be able to move directly from kiss/ride zones and stops of other transit systems to the station entrance without crossing traffic lanes.

E. Placement of loading zones on access roadways shall reflect the following order of preference with respect to proximity of the loading zone to the station concourse:

1. Other transit systems, i.e. buses, light rail, and shuttles

2. Taxis

3. Passenger cars (kiss-ride)

4. Taxi reservoirs

F. Location of bus and taxi loading zones:

1. Loading zones for buses and taxis shall be separate and located on station access roadways wherever practicable. Where such a location is not practicable, the loading zones in order of preference may be located within a special area or upon a roadway reserved exclusively for loading purposes, or they may be located on an adjacent public street.

2. Loading zones for buses and taxis shall preferably be located along that side of a roadway or street which is nearest the station concourse entrances.

G. Vehicular entrances shall be so located that the traffic loads will be evenly distributed over all traffic facilities surrounding the site.

H. The number of vehicular entrances along any one street shall be kept to a minimum.


I. Turn lanes that cross major pedestrian walkways shall generally be discouraged. However, if specifically required for traffic mitigation, turn lanes shall be provided for entering or exiting vehicles and controlled by signs or signals to prioritize pedestrian access. Push-button activation for pedestrians which subordinate automobile traffic to pedestrian traffic should only be used as a last resort on turn lanes when it cannot be demonstrated that pedestrian-priority devises such as stop signs, tight curb radii, and sidewalk bulbs are reasonably safe alternatives.

J. The spacing of right-hand-turning points is less critical than left-hand-turning points. The minimum spacing shall be determined by the storage and weaving length as required by street pattern and traffic.

K. Use speed limit restrictions to enhance pedestrian access.

3.2 VEHICULAR ACCESS PRINCIPLES

A. Vehicular entrances shall be from minor roads wherever possible, with provision for sufficient waiting and stacking space provided at intersections with major roads.

B. Entrance and exit roads for station parking facilities are recommended to be separate from bus and auto drop-off circulation systems.

C. Right turns in and out of the station are preferable to left turns. A left turn in is less objectionable than a left turn out.

D. The separation of left turns in and out is desirable, where the length of frontage permits.

3.3 OTHER TRANSIT SYSTEMS INCLUDING BUSES, LIGHT RAIL AND SHUTTLES

A. Whenever possible, stations should be located within the existing fabric of an urban center. Whenever possible, station access shall be oriented toward existing transit routes and services, especially trunk lines. Design guidelines of transit agencies shall be consulted and shall be accommodated wherever possible.

B. If the station design requires rerouting through routes to the station, transit service in and out of the station site shall be as direct as possible. A “transit street” serving the station site shall be identified. For through routes, curb bulb-outs shall be provided, whenever possible, to allow these routes to stop in-lane. These transit streets shall not feature angled parking for either cars or busses, and shall not be designated as key bicycle routes. Where bus turning is required, curb radii shall be adequate to allow for turning without crossing the centerline. Station transit streets shall generally be two-way streets allowing for transit travel in both directions.

C. An exclusive area for bus loading and unloading shall be provided near the main station entrance to facilitate BART patrons to access BART services.

D. The path from the bus loading and unloading area to the station entrances shall be as short and direct as possible.

E. Loading and unloading area shall be located away from residential areas when practical.

F. Buses which terminate at the station shall be able to move from the unloading area to a waiting area and back to the loading area without excessively circuitous travel.


G. If a BART station is located adjacent to a light rail station, the path from light rail station to BART station entrance shall be as short and direct as possible. In addition, the bus loading zone shall be located to facilitate transfers between buses and light rail.

3.4 KISS/RIDE (INCLUDING TAXIS)

A. Kiss/ride is defined as the vehicle mode in which passenger cars stop only to load or unload passengers at curbside or designated parking areas. A canopy for weather protection shall be considered.

B. A kiss/ride zone, preferably with loading on the right-hand side, shall be provided adjacent to the main entrance of the station. A curb ramp shall be provided within or adjacent to the kiss/ride area for patrons with disabilities.

C. The kiss/ride parking area shall be more convenient to the main station entrance than the other parking areas. It shall have a convenient approach and departure from all directions. This parking area for persons waiting to pick up passengers shall be conveniently located close to the pick-up zone to give good visibility of the station exit, and to permit easy re-circulation.

D. The kiss/ride area shall be designed for one-way traffic.

E. The length of the drop-off and pick-up zone and the number of kiss/ride parking spaces will be established based on station capacity, other access modes on site, and as approved by the District.

3.5 BUSES AND TAXIS

A. Capacity: The required bus or taxi design capacity for a station will be established by the District. The minimum design capacity for any bus loading zone or any taxi loading zone shall be two vehicles.

B. Boarding and off-loading of bus patrons shall be protected from vehicular traffic. Where practical, bus loading and unloading zones shall be located so that patrons do not have to cross traffic lanes. Where this is not possible, bus patrons can be protected by:

• Prohibiting automobile traffic in bus loading areas or,

• Providing controlled crosswalks (controlled by stop signs) to permit bus patrons to safely cross vehicular traffic lanes.

C. Bus stop design and choice of stop type shall be made in cooperation with local bus operators. The stops will reflect the design criteria of local operators as much as possible.

D. Sawtooth platform arrangement shall be as illustrated below. Note: Consider sharpening radius to make curb detectable to sightless pedestrians.


FIGURE 1. SHALLOW SAWTOOTH PLATFORM BUS LOADING ZONE


E. Provide bus bollards at the head end of each sawtooth bus bay capable of stopping a 60 foot articulated coach at 15 mph in accordance with FTA regulations.

F. Bus loading areas shall have adequate clear space to allow for deployment of a wheelchair lift from either the front or rear bus doors. Provide a continuous unobstructed loading zone along the entire length of bus berth curb(s). Zone shall be area from face of curb to minimum 8 feet back from the curb. Designer shall verify requirements with the bus transit system.

G. Flow of water at bus loading zones shall be minimized in order of preference: first by sloping the pavement away from the curb, and second by providing sufficient inlets.

H. Passenger shelters shall be provided. The shelter shall be 8 feet to 10 feet high and its canopy shall be located no closer than 2 feet 6 inches from the face of curb.

I. Weather protection, including canopies, shall be provided for passengers from the bus stop to the station entrance point.

J. All bus stops shall have signs on poles at the head of the stop.

K. Taxi zones shall have a minimum lane width of eight feet. Parking spaces for taxis shall be 25 feet long and shall not be closer than 20 feet to a crosswalk.

3.6 STATION PARKING BASIC DESIGN

A. The design layout of parking facilities shall be based on the following BART operations policies:

1. Entrance to the parking facilities will be available to the public at all times. Each lot may have multiple points of entry and exit.

2. The principal objective is to provide as convenient and inviting access as possible to BART patrons.

3. Parking Areas shall consist of Mid-Day Parking, Reserve Parking, Kiss/Ride Parking, Handicapped Parking, Motorcycle Parking, Bicycle Parking, and, if applicable, Long-Term Parking. Guidelines for Kiss/Ride Parking, Handicapped Parking, Motorcycle Parking, and Bicycle Parking are given elsewhere in this Section.

4. Designated Mid-day Parking Areas: The need for reserved parking space for shoppers at non-commute hours is recognized by the District, and site planning shall include provisions for this facility. Allowable hours for parking in the designated Mid-Day Parking area are limited to a prescribed time. A portion of each parking lot, as established by the District, shall be designated as mid-day parking. This area shall be located in the portion of the parking lot closest to the station entrance and shall, in general, include all Reserve Parking areas after the morning “reserve period” has expired.

5. Fencing: Perimeter fencing will not be provided for suburban station parking lots as a general rule. Where local ordinances require this, the matter should be referred to the District for resolution on an individual basis. Plans shall not include provisions for fencing off remote parking section during nights, weekends, or holidays.


B. Capacity: Parking lot capacities will be established by the District, based on a consideration of patronage estimates and budget limitations.

C. Capacity for Parking Expansion: The District will base its parking expansion strategy on the principle of establishing expansion parking goals on a line segment rather than strictly on a station by station basis in order to balance development and access objectives.

D. Circulation: The system of traffic circulation produced by the arrangement of parking aisles and stalls shall be designed to minimize vehicular travel distances, conflicting movements, and number of turns.

E. Reservoir Areas: Every entrance and exit to a parking lot shall be provided with a reservoir area for the storage of entering and leaving vehicles. The storage of vehicles entering or leaving the parking lot shall not interfere with the normal activity of parking and unparking of vehicles at stalls. The size of every reservoir area shall be sufficient to store the number of vehicles that enter or leave the parking lot during the peak hour in conformance with queue length requirements dictated by the LOS calculation.

F. If required by the District, make accommodations for future paid parking at surface parking areas. Refer to “Parking Structures”, for required provisions for future paid parking at parking structures.

G. Planted Areas. Planted areas shall be provided within parking areas and at perimeters except where the provision of such areas is incompatible with surrounding development and is approved by the District. Planted areas at lot perimeters shall typically be 15 feet wide. Refer to Introduction, COMMON REQUIREMENTS, Environmental Design and Sustainability, for requirements in regard to possible use of shade trees to reduce non-roof heat islands.

3.7 STATION SURFACE PARKING

A. Parking layout requirements shall comply with the applicable provisions of Article 5. PARKING STRUCTURE, 5.4 LAYOUT, in this Section. Grading and other requirements for surface parking are included in Facility Design, Criteria, CIVIL, Streets and Surface Parking.

B. Wheel stops within each parking space unit shall not be used except at accessible parking spaces.

C. Accessible parking spaces (designated for use by the physically impaired) shall be located close to the facility entrance and shall not require crossing traffic lanes nor require patrons to move behind vehicles. A path shall be provided in front of vehicles leading from accessible parking spaces to accessible route. The minimum number of accessible parking spaces shall be in accordance with the CCR, State Building Code, Title 24, Part 2, Americans with Disabilities Act (ADA) Accessibility Guidelines, or 41 CFR Chapter 101, Appendix A, whichever requires the greater number of spaces.

D. All stalls shall be numbered sequentially.

E. Alpha Designators: Each lot shall have its own discrete alpha designator. Signs indicating the lot designator shall be provided on the associated lighting standards.


F. Clearances:

• Minimum vertical clearance between any overhead obstruction and parking lot surfaces shall be 15 feet, except that an eight foot six inch clearance may be used for stalls provided that vehicular passage beneath the structure restricting the clearance is prevented by curbs, fencing or an equivalent type of barrier.

• At the head end of parking stalls, horizontal clearance shall be two feet six inches from the front face of curbs or wheel bumpers to any obstruction. At the side of stalls, no horizontal clearance need be provided between stalls and obstructions except at walls, where a one foot clearance shall be provided.

G. Parking along BART System roadways: Parking on BART System roadways shall be parallel to the curb. Parking spaces for passenger cars shall not be closer than 20 feet to a crosswalk.

H. Curbs and Medians:

• Curbs shall be provided around the entire outer edge of parking lot pavement to protect landscaping or fencing from vehicular damage. Curbs shall also be provided along circulation roads, at raised concrete medians, and at intermediate points in the larger lots as necessary. Exposed corners of curbs shall have a minimum radius (to inside face of curb) of 12-inches. Curb return radii not intended to permit turns shall be 5 feet. Curb return radii permitting turns for passenger cars shall be 20 feet.

• Where columns supporting structures are to be located in a parking lot, a raised concrete island shall be provided between head ends of abutting stalls. Curb shall provide a minimum 2 foot 6 inch clearance between face of curb and column.

• Curbs and tree pocket curbs shall be a minimum of 6 inches high.

• All curbs not designated for parking shall be painted the appropriate color (yellow, red, etc.).

• Where the side of a parking stall is edged with a curb and planting area, provide an 18 inch wide paved strip along the inside face of curb or increase the width of the parking stall accordingly to help prevent patrons from stepping into planters when entering and exiting vehicles.

I. Designate the following reserved vehicle parking spaces for District and Police use. Locations as approved by the District.

• One car stall near the Police Room, if applicable, shall be designated for "Police Only."

• Two car stalls shall be designated for "Staff Only" and located near the station employee entrance/exit.

• Two stalls shall be designated for "Maintenance Only" and located near the ancillary rooms.

• Parking at terminal stations containing “End of Line” Facilities shall provide 30 dedicated spaces for personnel using these facilities.

• Parking at front entrance of station for cash collection tractor trailer.


3.8 MOTORCYCLE PARKING

A. Separate parking areas for motorcycles shall be provided at each station.

B. At minimum, provide four motorcycle spaces.

C. Motorcycle parking shall be separated from automobile parking by curbs or bollards to prevent automobile parking in motorcycle spaces.

3.9 ENTRANCES AND EXITS

A. Entrances or exits shall not be closer than 150 feet apart and not closer than 150 feet to a public intersection, all measured centerline to centerline. Where the capacity of the parking area does not exceed 150 stalls, the above spacings may be reduced to 100 feet. Entrances and exits shall preferably be located so that they are available for use by vehicles with any applicable direction of approach from the adjacent street, or any applicable direction of departure onto the adjacent street.

B. A sufficient number of entrances and exits shall be provided so that the volume per lane does not exceed 300 vehicles per peak hour. The number of entrances and exits shall be kept as few as circulation requirements indicate necessary, but not less than 2 of each. Continuous curb access shall not be provided under any circumstances.

4. BART SYSTEM STREETS

4.1 BART SYSTEM STREETS BASIC DESIGN

A. Except as described for one-way access roadways, roadways other than those used mainly for service or maintenance purposes shall have at least one traffic lane for each direction of travel. Where these roadways are one-way and have only a single traffic lane, the roadbed width shall be 12 feet, except if the roadway is for the exclusive use of buses or is a fire lane the roadbed width shall be 20 feet. (Note, one-way access roadways shall have a minimum of two traffic lanes.) Lane width in all other cases, shall preferably be 12 feet, but shall not be less than 11 feet.

B. Roadways to be used by emergency fire fighting equipment shall be a minimum of 20 feet wide and are subject to review and approval by the local fire protection jurisdiction.

C. Roadway width in all cases shall be exclusive of the gutter width where gutters occur.

D. Level of service (LOS) for intersections of BART system roadways with adjacent public roadways shall conform to LOS standards of the public agency having jurisdiction over the public roadway, or shall conform to alternative, accepted measures for evaluating traffic performance that favor transit access or pedestrian mobility and are recognized by the jurisdiction. Level of service for intersections of BART system roadways within BART right-of-way shall generally be at a "C" designation, and at a “D” during peak hour.

E. Traffic Medians. The minimum width of a median within a two-way access roadway shall be four feet curb face to curb face, except that the width of medians designed as an integral part of a left-turn storage lane may, when space is limited, be reduced to a minimum of two feet. Two-foot wide medians shall not be used if the installation of a lighting standard or traffic signal standard within the two foot wide section of the median is planned or appears probable in the future. If a push button signal post is warranted, the minimum width of median shall be six feet. If either or both sides of a median strip are to be utilized for


curbside parking and the subsequent loading and unloading of passengers, the median shall have a minimum width of 12 feet, curb face to curb face. Isolated raised traffic medians shall be not less than 15 feet in overall length.

4.2 DESIGN VEHICLES AND DESIGN SPEED

BART System roadways shall be designed to accommodate passenger cars, single unit trucks, fire trucks, or buses, as applicable. The dimensions and turning paths for passenger cars, single unit trucks, and fire trucks shall be as per "A Policy on Geometric Design of Highway and Streets," by AASHTO, and those for buses shall be as illustrated below:

FIGURE 2. BUS DESIGN VEHICLE AND MINIMUM TURNING PATHS

Designer shall verify dimensions and turning paths of buses with the appropriate bus transit authorities. The design speed for BART System roadways shall not exceeding 15 miles per hour.

4.3 CLEARANCES

Minimum vertical clearance between any structure and street surface shall be 15 feet. Minimum horizontal clearance between any structure and inside face of curb, or edge of shoulder, shall be two feet six inches, except that this clearance may be reduced to two feet at signs, fences, base of light standards, and at pedestrian barriers. Sidewalk clearances shall be in accordance with California Code of Regulations, Title 24, Part 2, and ADA Guidelines.


4.4 CURVATURE

The radius of horizontal curves, measured to the center of the traveled way, shall be not less than 150 feet, except as specified in under “Intersections” herein. In special purpose areas and roadways, where the design is sufficiently restrictive so that speeds will not exceed seven miles per hour, the applicable design vehicle turning path shall be used.

Parabolic vertical curves shall be used to effect a gradual change between breaks in street grade. The minimum length of vertical curve on roadways shall be determined from the following formula:

L = KA, but not less than 75 feet where:

L = Length of curve, feet

A = Algebraic difference in grades, percent

K = 28 for crest curves, 20 for sag curves

4.5 WEAVING LENGTH

Where vehicles must move across the path of other vehicles moving in the same direction, a minimum weaving length shall be provided as shown below:

FIGURE 3. WEAVING LENGTHS 4.6 GRADE

The maximum grade of BART System streets for public use shall be preferably eight percent or less, but shall in no case exceed 10 percent. The minimum grade of streets shall preferably be 0.50 percent but shall in no case be less than 0.30 percent.


4.7 INTERSECTIONS

4.7.1 General.

A. No intersection shall be closer than 150 feet, measured centerline to centerline, to any other intersection. The creation of "dog leg" movements at intersections shall be avoided if possible by aligning BART System streets.

B. Intersection angles shall be 90 degrees where possible. When intersection angles are skewed more than 30 degrees from a right angle, consideration shall be given to realignment of the streets. Grades at intersections shall be as flat as practical, but shall be such as to provide adequate drainage. It is recommended that intersecting streets not have horizontal curvature within 150 feet of the centerline of the intersection. Where it is intended that certain turns be permitted at an intersection, curb return radii (to inside face of curb) shall be 20 feet except when bus or truck traffic is anticipated, in which case the radii shall be as illustrated below. Where the intersection design is not intended to permit certain turns, curb return radii shall be five feet.

C. The number of intersections designed for wide vehicular turning radiances shall be minimized to promote pedestrian mobility and calmed traffic.

FIGURE 4. CURB RETURN AND ROAD WIDTH DIMENSION FOR BUS TRAFFIC

4.7.2 Sight Distance. Vehicular intersections in parking lots or parking lot vehicular entryways and exit ways shall not have landscaping or other obstructions which would diminish driver visibility of traffic in or approaching such intersections. At all intersections, objects more than 3'-0" above the high point of the traveled way shall be excluded from areas referred to as “sight triangles.”


A. At intersections where no stop sign or traffic signal control is provided, sight triangles shall be as defined in diagram below:

FIGURE 5. INTERSECTION SIGHT DISTANCES – UNCONTROLLED INTERSECTION

B. At intersections where stop sign control is provided for one of the streets sight triangles shall be as defined in the following diagram:


FIGURE 6. INTERSECTION SIGHT DISTANCES – STOP CONTROLLED INTERSECTION


FIGURE 7. INTERSECTION SIGHT DISTANCES – STOP CONTROLLED INTERSECTION


C. At parking structure entrances and exits, sight distance shall be as defined in the following diagram:

FIGURE 8. PARKING STRUCTURE EXIT AND ENTRANCE SIGHT DISTANCES


4.8 CROWN

Crown slope shall be two percent. On undivided roadways, the high point of the crown should be centered on the pavement and the pavement sloped toward the edges on a uniform grade. On divided roadways, each pavement should have a uniform cross slope with the high point at the edge nearest the median except as modified by superelevation requirements. At intersections or in unusual situations the crown position may vary, depending upon drainage requirements. Bus loading zones may have a reverse crown as a means of minimizing flow of water adjacent to passenger loading and unloading areas.

4.9 CURBS AND GUTTERS

In general, all roadways shall have curbs and gutters. Where drainage is away from the curbs, gutters may be omitted. Curbs shall the Portland cement concrete.

Valley gutters shall not extend across any bus or auto access roadways. At other streets, the use of valley gutters shall be minimized.

5. PARKING STRUCTURES

Provide parking structure at BART Station where determined by the District with the capacity as determined by the District.

5.1 PARKING STRUCTURES - BASIC GOALS

A. The District’s objective is to obtain a complete, operable parking structure which will be structurally sound and constructed in conformity with applicable codes, these BART Facilities Standards, and the preliminary engineering documents.

B. The parking structure shall be designed to provide an optimum level of safety and security for users and BART employees at all times. Dark, confined, and indefensible spaces shall be avoided. Visibility from surrounding structures, walks, roads, etc., is essential to safe passage by the users of the facility.

C. All elevated parking levels shall be made watertight and require as little maintenance as possible. See Facility Design/ Criteria/ ARCHITECTURE/ Passenger Stations, under “Sanitation and Maintenance”, for additional maintenance requirements.

5.2 VEHICLE INGRESS/EGRESS

A. Parking structure ingress/egress for vehicles shall be accomplished using the street system and access points indicated on the preliminary engineering documents. If preliminary engineering documents do not indicate ingress/egress points, the Designer shall propose such points in conformance with the Station Access Hierarchy as part of its site design for District approval.

B. Visual obstructions shall be avoided at these points and extreme care shall be taken to allow drivers unobstructed visibility of all other automobile and pedestrian traffic.

C. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites for requirements regarding sight distances for exiting parking structures.


5.3 PEDESTRIAN ACCESS

A. Pedestrian access points to the structure shall be oriented to primary walkways in the Station.

B. Provide concrete sidewalks, as needed, to properly access key destinations including pedestrian nodes, transit stops, and parking structures. Also, provide concrete sidewalks from all stairs and exits to the closest road and or street walks. All walks shall be not less than 4 feet in width.

C. Provide pedestrians with safe crossings of major streets, installing traffic signals where necessary for pedestrian safety. Minimize signal cycle lengths to promote pedestrian movement while discouraging jaywalking.

D. Pedestrian crossings shall be treated so as to be prominent and durable (e.g. textured, colored, concrete). At a minimum crossings shall be painted with “Zebra Stripe (Continental)” markings.

E. Provide direct pedestrian access between station entrances, surface transit corridor stops and activity nodes. Avoid barriers including long walks, crossing multiple lane streets, meandering routes, visual obstructions, circuitous crossing, dark or unpleasant locations, or unnecessary changes of grade.

F. Refer Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites under “Pedestrian Paving” for additional walkway criteria.

5.4 LAYOUT

A. Ramps and Floor Slopes: Ramps containing parking stalls, and used by pedestrian for exiting shall not exceed a slope of 6 percent. Ramps not containing parking stalls and not required for use by pedestrian, shall not exceed a slope of 12 percent. All floors shall be cross-sloped for drainage at a minimum 1-1/2 percent slope.

B. Parking Stall Design: The parking layouts shall be designed to provide the optimum traffic flow while providing the number of stalls indicated on the preliminary engineering documents. All parking spaces shall be 8’-6” by 18’-0” per stall, at 90-degree angles either side of driveway. Driveway shall be 24’-0” wide. All parking spaces shall be self-parking type; i.e., no spaces shall be “buried” or situated in such a manner that it would become necessary to move another car to utilize the parking space. Six-inch-high continuous concrete curbs shall be provided at the nose of parking stalls in the structure. Provide a raised minimum 3’-0” wide concrete curb at the perimeter of each level. Curb shall provide a minimum 2’-6” clearance between face of curb and face of column. Encroachment into parking spaces by columns shall maintain adequate clearance for use by full-size automobiles.

C. Accessible parking stalls shall be provided to comply with ADA and CBC accessibility requirements. Locate accessible stalls close to the elevators.

D. Clearances: The minimum vertical clearance at any point in the first/ground level shall be 8'-6" and on all other levels shall be 7'-6". This clearance shall be maintained at ramps and traffic lanes. Lighting fixtures, conduits, and pipes shall not encroach into these clearances.


E. Columns and Vertical Elements: No columns shall be located in drive aisles. Columns and vertical elements shall have corners armored to protect them from spalling if struck.

F. Ingress/egress shall be designed to accommodate possible addition of paid parking gates including clearances and shall be sized for the appropriate revenue control equipment. Three 1-inch conduits (with pull wires) shall be run from each location that will have parking control equipment to the electric equipment room. At each entry/exit a junction box and a 1-inch conduit back to the electrical equipment room shall be installed in the overhead slab soffit for future electrified signs.

5.5 VERTICAL CIRCULATION

A. Stairs. Cast-in-place reinforced concrete stairs and risers. Treads shall have non-slip grit impregnated in surfaces. Refer FACILITY DESIGN, Criteria, ARCHITECTURE, Passenger Stations, for additional requirements.

B. Stairs shall be open to the greatest extent possible with open railings to maximize visibility and security.

C. Elevators. There shall be a minimum of 2 elevators. Elevator capacity shall be based on the entire parking structure capacity is filled or emptied in one hour and run trip time shall not exceed 100 seconds. Elevators shall be traction type; hydraulic elevators will not be acceptable. Elevator entries shall be at garage floor level (no curbs or curb ramps); and floor slabs shall be sloped away from elevator door openings. Provide canopies at exposed elevator lobbies and landings. Refer FACILITY DESIGN, Criteria, ARCHITECTURE, Passenger Stations, for additional requirements.

5.6 SAFETY AND SECURITY

A. Security Closure: A vertical screen system shall be installed for security purposes at the first level on all sides of the parking structure. The screen shall be continuous and secure. At vehicular entry/exit points, motorized overhead coiling grilles shall be provided. At pedestrian entry/exit points, full height doors with closers, panic hardware, and external access via key in lock cylinder shall be provided.

B. Railings as required by applicable codes shall protect interior slab edges. Exterior slab edge spandrels, rails, and connections shall be designed for a minimum horizontal ultimate load of 6,000 pounds applied at 18 inches above the floor, over a one square foot area of the barrier or as require by applicable codes whichever is more restrictive.

5.7 STRIPING AND MARKING

A. In addition to signage, striping and painted directional arrows on the driving deck shall be provided to direct and identify the most convenient means of access and egress. A single yellow stripe shall be painted down the middle of all two-way driveway aisles.

B. All stalls shall be sequentially numbered as required for surface parking areas. Numbering shall be coordinated with numbering of surface parking areas.

5.8 ELECTRICAL

A. Electrical design shall provide three 1 inch conduits with pull wires from electrical equipment room to parking ingress and egress area to serve parking control equipment and junction boxes and conduits to serve possible future electrified signs over parking ingress and egress area.


B. Electrical conduits and junction boxes shall be concealed within stair walls and floors. Multiple electrical conduits running under the base floor slab shall be encased in a reinforced concrete ductbank. Refer to Facility Design/ Criteria/ CIVIL/ Utilities, under “Electrical Power Facilities” for additional encasement criteria.

C. Waterproof electrical outlets shall be provided for charging electric/hybrid vehicles.

5.9 EXPANSION AND CONSTRUCTION JOINTS

A. Joints in parking structure shall be closed with expansion joint assemblies, i.e. rod and sealants.

5.10 PARKING STRUCTURES COMMUNICATIONS

All multi-level parking structures shall be equipped with a security closed circuit television monitor system, a PA system, and at least one "White" Courtesy Telephone per level. Refer to FACILITY DESIGN/ Criteria/ Architecture and Electronics for requirements.

6. SITE LIGHTING

A. Refer to electrical design criteria for specific criteria related to lighting.

B. Site illumination shall be used to provide safety, to ensure visibility, and give direction.

C. Unattended parking areas shall be adequately lit for security.

D. Directional, informational warning, and regulatory signage shall be adequately illuminated.

E. Landscape elements, in particular plant material, shall not hinder the illumination of signage information which motorists and pedestrians may require for direction.

F. Selection and placement of plant material and luminaires shall be coordinated and shall take into account plant material growth. Landscape development shall not diminish the general illumination of walkways, parking areas, driveways, or plazas by planting too close to the light source or in the path of the available light.

G. In all installations of lighting, care shall be taken to minimize spill light into adjacent residential areas and minimize light directed towards motorists or pedestrians to prevent harsh glare or dangerous blind spots. In addition to the extent possible, eliminate light trespass to the night sky. Refer to Introduction/ COMMON REQUIREMENTS/ Environmental Design and Sustainability under “Light Pollution” for explanation.

H. Lighting shall be designed to exhibit the following characteristics:

• General vehicular/pedestrian lighting, medium height pole mounted fixtures coordinated with landscaping so that unobstructed light reaches the parking area and avoids sight lines into adjacent residential areas

• Pedestrian walkway lighting, medium to low height, pole mounted or low-mount bollard fixtures

• Pedestrian lighting fixture illumination shall in general be directed toward the pedestrian walkway, as opposed to omni directional.


I. The recommended spacing for pedestrian-scale lighting is every 50 feet along streets, and every 30 feet along walkways and trails.

J. Lighting standards may be placed in one of the following locations:

• In areas not used for parking such as at the end of rows, adjacent to walkways or in corners of a lot

• In reserved strips between parking stalls

K. Where light standards are placed in uncurbed areas or closer than two feet six inches clear to the inside face of a curb, the standard shall be protected from physical damage by a concrete base of at least 24 inches diameter which extends not less than 30 inches above grade.

L. A beacon light shall be provided at each side of the bus loading/unloading area to notify bus operators that a train is arriving at the station. The light shall begin flashing one minute before each train enters the station and shall continue for at least 1 minute thereafter.

7. MISCELLANEOUS SITE DEVELOPMENT

7.1 SITE FURNITURE

A. Exterior benches shall be protected from the weather. Benches shall be designed to discourage use for sleeping. If armrests are used, they shall be spaced at intervals not greater then 4 feet.

B. Trash receptacles shall be provided.

C. Accessibility Considerations:

• Obstacles such as site furniture must be a minimum of 6 inches high so as to be detected by visually impaired patrons using a cane and should not have any protruding edges or sharp corners.

• Locate site furniture out of the traveled way.

7.2 SCREEN AND BARRIER WALLS, FENCES, OR SCREEN PLANTING

A. No standard cyclone fencing shall be used in the station area.

B. Screening or barriers shall be provided when insufficient depth of land is available on the perimeter for safety requirements or for visual control. These elements shall be enhanced with vines when neighborhood conditions dictate additional treatment.

C. The areas of land surrounding the perimeter of the site not intended for near-term station area development should be landscaped with groundcover and trees. The landscape design shall integrate with the surroundings.

7.3 RETAINING WALLS

A. Retaining walls shall be stepped where possible to reduce their overall mass and cost. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Landscaping and Vegetation Control under “Planting Areas” for related sloped planting and terraced planter requirements.


B. Retaining wall structures and barriers shall be enhanced with vines when neighborhood conditions (existing land improvements, topographical features and landscaping) dictate additional treatment.

7.4 BOLLARDS

Bollards may be used to control vehicular access or to deter unsafe pedestrian movements. When bollards are used as traffic barriers where District maintenance access may be required, bollard shall be removable and lockable.

END

RELEASE – R2.1 ARCHITECTURE – POLICE FACILITIES BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 11 FACILITY DESIGN - CRITERIA


POLICE DEPARTMENT FACILITIES

CONTENTS

1. GENERAL 1.1 DEFINITION OF TERMS 1.2 SCOPE

2. FACILITY SITING REQUIREMENTS

3. GENERAL DESIGN PRINCIPLES

4. POLICE HEADQUARTERS 4.1 POLICE BUREAU OF ADMINISTRATION AND SPECIAL OPERATIONS 4.2 POLICE DISPATCH CENTER

5. POLICE ZONE FACILITIES 5.1 GENERAL 5.2 MAIN LOBBY 5.3 ZONE COMMANDER/POLICE OFFICER ROOMS 5.4 DETECTIVES’ ROOM 5.5 TRAINING/SQUAD ROOM 5.6 ADMINISTRATIVE STAFF AREA 5.7 PROPERTY AND EVIDENCE ROOM 5.8 ARMORY 5.9 DETENTION AREA 5.10 SALLY PORT 5.11 KENNELS 5.12 LOCKER ROOMS 5.13 RESTROOMS 5.14 KITCHEN/BREAK ROOM 5.15 ELECTRICAL CLOSET 5.16 COMMUNICATIONS/COMPUTER ROOM/CLOSET 5.17 JANITOR CLOSET

6. REMOTE REPORTING LOCATIONS

7. POLICE STATION OFFICES

8. GENERAL REQUIREMENTS 8.1 SITE 8.2 STRUCTURAL 8.3 LANDSCAPING 8.4 GENERAL BUILDING LIMITATIONS


8.5 ELECTRICAL 8.6 COMMUNICATIONS AND COMPUTER SYSTEMS

9. SECURITY FEATURES

10. MECHANICAL AND PLUMBING SYSTEMS 10.1 DESIGN CRITERIA 10.2 FIRE PROTECTION SYSTEM 10.3 HEATING, VENTILATING, AND AIR-CONDITIONING (HVAC)



POLICE DEPARTMENT FACILITIES

1. GENERAL

This Section includes criteria and design guidelines for BART Police Department Facilities. BART maintains its own police force as part of its operating staff. BART Police are sworn law enforcement officers in the State of California and are responsible for the protection and safeguarding of District property, operating personnel, and the riding public. Where necessary, BART Police operations are conducted in coordination with local police and other law enforcement agencies such as California Highway Patrol, and other emergency service agencies.

1.1 DEFINITION OF TERMS

Police Department Facilities are classified according to the jurisdiction or area of the BART District that they cover. These facilities, according to their level of command hierarchy, include the following:

• BART Police Department Headquarters – This is the central command for the entire BART police force. It includes the offices of the Chief of Police, Zone Commanders, Department’s Administrative Staff, and the Police Dispatch Center.

• Police Zone Facilities – The jurisdictional area usually covers a BART line with about 5 to 7 stations. These facilities serve as reporting locations for police officers assigned to the jurisdictional area covered by the facility. Police zone facilities also include offices and support facilities for zone commanders, sergeants and detectives.

• Remote Reporting Locations – These are usually located at end-of-line stations and serve as an alternative to the zone facilities as reporting locations.

• Police Station Offices – These are located in all passenger stations to provide a facility for BART police to prepare incident reports or to keep suspects away from the public while awaiting transportation.

1.2 SCOPE

The scope of this Section covers the criteria and design guidelines for Police Department Facilities. Implementation of these guidelines does not necessarily require modifications to existing facilities to conform to specified Standards. However, any modifications work to existing facilities shall be in accordance with these guidelines.


2. FACILITY SITING REQUIREMENTS

Police department facilities shall be co-located with a passenger station or passenger station site. Remote reporting locations and police offices shall be incorporated into a passenger station building. Work areas and rooms as defined herein shall be assigned in passenger stations for these police facilities.

Remote reporting locations shall be located at the terminus of every revenue service line and at a maximum interval of 5 to 7 consecutive passenger stations.


Police facilities shall be designed with the following key factors in mind:

A. Safety and Security.

B. Capacity. Accommodating demand while optimizing efficiency. Size and quantity of rooms and offices depends upon the staff size, which is established based on the area of the jurisdiction being served. Additional activity rooms may be required depending upon the scope of police operations at the facility.

C. Efficient operations. Planning and design should contribute to energy conservation, facilitate maintenance, and promote smooth and efficient operation.

D. Communications and computer networking.

4. POLICE HEADQUARTERS

Police Headquarters fills the following roles:

• Administrative center for BART Police Department

• Location of the primary Dispatch Center

• A Police Zone Facility

4.1 POLICE BUREAU OF ADMINISTRATION AND SPECIAL OPERATIONS

Sufficient office space and equipment shall be provided to enable a Police administrative staff to perform the following duties:

• Training, Personnel and Recruitment

• Payroll

• Budget Coordination

• Planning and Research

• Procurement

• Records storage


• Fleet management

• Internal Affairs

Staff size shall be established by the District at the project development stage.

4.2 POLICE DISPATCH CENTER

A police dispatch center, which serves as the communications center for police activities, is located in BART Headquarters. While this section does not necessarily cover the requirements for the headquarters facility, it gives a short description of the dispatch center for general information.

The primary responsibility of the Police Dispatch Center is to manage police activities in the field via a radio dispatch system. In addition, the Center monitors CCTV images in BART passenger stations, revenue trains, parking areas, and other BART facilities; processes incoming telephone calls including 911 emergency calls; and coordinates with other police agencies, sheriffs, fire, California Highway Patrol, and other emergency service agencies. Staff have the ability to perform criminal history checks on suspects.

There are four dispatch workstations to handle communications between the Dispatch Center and police officers in the field. Communications equipment includes the following:

For each workstation:

• Personal computer (PC) based trunk radio dispatch console system – A base radio station capable of communicating with and monitoring individual or multiple talk groups.

• CADS (Computer Aided Dispatch System) and RMS (Remote Monitoring System)

• E-911 – Telephone switchboard for responding to emergency 911 calls

• Three 24-inch plasma screens for viewing of CCTV images.

• Two CCTV controllers, each located between two adjacent workstations.

• One Data Acquisition System (DAS) alarm board, which monitors unauthorized entry of Automatic Fare Collection Equipment and other security alarms in District facilities.

• CCTV recording and monitoring equipment - CCTV images from cameras in all District facilities are transmitted to the police dispatch center for monitoring or recording. Adequate recording capacity is provided to enable recording of images from all CCTV cameras in the system. DAT type recording equipment is provided.

Workstation functions include one for Administration to handle administrative, business, or personnel matters. Two workstations are used by Primary Dispatchers sharing in the management of police field activities. Finally, the fourth workstation is for miscellaneous functions such as for use by temporary relievers and trainees, or as a spare for the other workstations. Each workstation is capable of performing all functions.


5. POLICE ZONE FACILITIES

5.1 GENERAL

BART police zone facilities shall be designed for the restricted use of police officers and administrative staff. Public access will be allowed only when accompanied by an officer.

5.2 MAIN LOBBY

A main lobby shall be provided, which shall include a staff reception desk, a publicly accessible reception area, and a waiting lounge. Bulletproof glass shall be installed between the publicly accessible area and the staff-only area.

5.3 ZONE COMMANDER/POLICE OFFICER ROOMS

Private offices shall be provided for use by Zone Commanders, Lieutenants, and other police officers. In addition, separate offices shall be provided to serve as Interview Room and Report Writing Room.

5.4 DETECTIVES’ ROOM

A separate area shall be provided for Police Detectives.

5.5 TRAINING/SQUAD ROOM

A training/squad room shall be provided, large enough to accommodate seating at tables for the entire station staff. The room shall also serve as a conference room and to hold community meetings.

The room shall be in three sections with accordion-type folding acoustical partitions for room dividers. Coordinate the design of acoustical partitions with acoustical ceilings as required to provide the track support structure above the ceiling and as required to provide framing and trim abutting the installation of the partitions.

5.6 ADMINISTRATIVE STAFF AREA

An area providing offices for administrative staff shall be located adjacent to the front desk/reception area. Mailboxes shall be provided for all site staff.

5.7 PROPERTY AND EVIDENCE ROOM

A secure room shall be provided for storage of confiscated property and evidentiary materials. Where adequate space is not available, the property and evidence room may be combined with the Armory. In a combined arrangement, the room shall have a high-security locking system. The room layout shall allow access to the armory by all officers, while restricting access to the property and evidence room only to authorized personnel.

5.8 ARMORY

A room for storage of weapons and ammunitions shall be provided.


5.9 DETENTION AREA

5.9.1 GENERAL

Detention facilities shall be designed in accordance with the requirements of the State Fire Marshal. Juvenile cells shall not have bars. For this reason, detention areas shall have separate cells for adults and juveniles. Otherwise all cells shall be juvenile-compliant. Floors shall be easily washable.

5.9.2 SECURITY DOORS

Door type shall be extra heavy-duty steel door and frame.

5.9.3 SECURITY WALL SYSTEM

Provide a security wall system for interior partitions as required. The security wall system shall be constructed of specially formed, galvanized steel sheets which provide the wall reinforcement and base for the plaster base coat, a high-strength plaster base or scratch coat, and an abrasion-resistant, indentation-resistant plaster finish coat, troweled to a dense, smooth surface

5.10 SALLY PORT

A Sally Port shall be provided, if required by the District, which shall serve as an area for officers to drive their police car into in order to securely remove individual(s) in custody from the car for delivery into the main facility. The Sally Port shall be equipped with automatic garage doors on opposite sides. Officers drive in through one door, park their car inside the area, and remove detained individual(s) from the police car. There shall be a gun box on the wall for the officers to lock their guns in prior to entering the main facility. After placing the detainee in the Detention Area, the officers drive the police vehicle out through the opposite garage door.

5.11 KENNELS

Provide a kennel, as directed by the District, to keep canine units secure while their assigned officers are inside the police facility. The kennels shall be designed with easily cleanable floors and with an automated water-supply system.

5.12 LOCKER ROOMS

Locker rooms shall be equipped with showers and toilet stalls. Separate facilities shall be provided for male and female officers. It is acceptable for the women’s locker room to be significantly smaller than the men’s, due to the small number of female officers.

Provide pre-fabricated metal wardrobe lockers and locker room benches. Lockers shall be single tier/full height, 18 inches wide by 21 inches in depth by 72 inches in height.

5.13 RESTROOMS

Men’s and women’s restrooms shall be provided, in addition to the toilet facilities in the locker rooms. They shall include toilet compartments. Men’s restrooms and locker rooms shall be furnished with urinal screens.


5.14 KITCHEN/BREAK ROOM

A kitchen shall be provided with countertop, upper and lower cabinets, sink and related plumbing fixtures, garbage disposal, refrigerator with freezer compartment, and a microwave oven. It shall be large enough to accommodate tables and chairs.

5.15 ELECTRICAL CLOSET

An electrical closet shall be provided for the incoming power feeders and associated distribution panels.

5.16 COMMUNICATIONS/COMPUTER ROOM/CLOSET

A room/closet shall be provided to accommodate communications system and local area network equipment and devices. The room shall be served by the building HVAC system to regulate room temperature within equipment operating limits.

5.17 JANITOR CLOSET

Janitor closet shall be provided for storage of cleaning supplies and equipment.

6. REMOTE REPORTING LOCATIONS

Remote reporting locations shall be provided with the following:

• Telephone

• Fax

• Minimum of 6 lockers

• Mirror

• Electrical plugs for battery chargers

• Minimum of two desks

• Connectivity to admin network, police network and BARTnet

• Minimum of one PC with color monitor

• Secured interview room

7. POLICE STATION OFFICES

Police station offices, also known as Police Detention/Writing rooms, shall be at least 16 feet by 16 feet and include the following:

• Police computer terminal connection

• Lockable door with peephole from the public area


• Smoke detector

Secure Interview Room: In addition, a small secure interview room for a single occupant shall be separated from the Police Station Office by wire mesh. It shall be equipped with a built-in or fixed bench and a lockable door. Room shall be sized in accordance with District requirements.

8. GENERAL REQUIREMENTS

8.1 SITE

Police department facilities shall be designed in accordance with applicable provisions of the Facility Design/ Criteria/ CIVIL/ Streets and Parking Facilities.

There shall be two parking areas provided. One is for day use and shall be unsecured/publicly accessible. The other is for night storage and graveyard use and must be secure. Adequate parking must be provided for all police cars and motorcycles.

8.2 STRUCTURAL

Building structure and fire separation shall meet the requirements set forth in Facilities Design/ Criteria/ ARCHITECTURE/ Passenger Stations. Structural design of police department facilities shall conform to the requirements indicated in Facility Design/ Criteria of Structure and Seismic Sections.

8.3 LANDSCAPING

Landscaping of police department facilities shall be in accordance with the architecture and landscaping requirements specified in the Facility Design/ Criteria/ ARCHITECTURE/ Landscaping and Vegetation Control.

8.4 GENERAL BUILDING LIMITATIONS

Reference is made to CBC, in particular Chapter 5.

8.5 ELECTRICAL

Power and lighting systems for police department facilities shall be derived from the electrical system serving the adjacent passenger station and station site. Design requirements are defined in the Facility Design/ Criteria/ ELECTRICAL/ Stations and Wayside Systems Structures.

8.6 COMMUNICATIONS AND COMPUTER SYSTEMS

The PABX telephone system in the adjacent passenger station shall be extended to provide telephone service in police department facilities. A public address (PA) system and a closed circuit television (CCTV) system, independent from those provided in the adjacent station, shall be provided.

The public address system shall be accessible from PABX telephone sets in the facility to make announcements. In standby mode, when no announcements are made, the PA system


shall monitor the police channel of the Trunk Radio System. The CCTV System shall be for security surveillance of the facility.

The facility shall be provided with radio antenna, as necessary, to provide trunked radio coverage in every section or area of the facility.

The facility shall be connected to the system wide fiber cable network to allow transmission of CCTV images from stations and other BART facilities within the jurisdiction covered by the police department facility.

Design requirements for each of these communications and computer systems are as defined in the corresponding sections of Facility Design/ Criteria/ ELECTRONICS.

9. SECURITY FEATURES

A. Security Access Control System: Police department facilities shall be equipped with a security access control system, compatible with the access control system installed in existing BART facilities.

B. Bullet-Resistant Glazing shall be utilized at locations specified by the District at the project development stage.

C. One-way viewers: Provide non-removable, one-way vision through-the-door viewers when required. Locations will be determined at project development stage.

10. MECHANICAL AND PLUMBING SYSTEMS

Police department facilities shall be designed to include a fire protection system, plumbing system, and heating, ventilating, and air-conditioning system, including air-exhaust and air-handling systems for toilets, locker and shower rooms, kennels, mechanical and electrical rooms, and any other rooms requiring special air-exhaust treatment.

10.1 DESIGN CRITERIA

Comply with the following minimum design criteria: See Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites.

A. Water: Size piping in accordance with California Plumbing Code and Uniform Plumbing Code. Limit velocity to 6 feet per second for ½ inch thru 2 inch diameter piping; 8 feet per second for larger pipe. No piping smaller than ½” shall be used.

B. Soil Waste, Vent, and Rainwater: Size piping in accordance with the California Plumbing Code.

C. Gas: Size piping in accordance with the California Plumbing Code. Interior piping shall be black or galvanized steel.

D. The design of detention facilities shall comply with the requirements of the State Fire Marshall, California Health and Safety Code and the applicable requirements of Titles 19 and 24 of the California Code or Regulations.


E. The design shall include provisions for a kennel for police dogs.

10.2 FIRE PROTECTION SYSTEM

A. See the Facilities Design/ Criteria/ MECHANICAL/ Stations and Station Sites.

B. The automatic sprinkler system and all its components shall be designed in accordance with the CBC, Chapter 9, Fire-Protection Systems, and NFPA 13, Standards for Installation of Sprinkler Systems.

C. The Wet Standpipe system shall be designed in accordance with NFPA 14.

10.3 HEATING, VENTILATING, AND AIR-CONDITIONING (HVAC)

See Facility Design/ Criteria/ MECHANICAL/ Station and Station Sites.

END

RELEASE - R2.1 ARCHITECTURE – REVENUE PROCESSING BUILDING BART FACILITIES STANDARD Issued: 10/01/2009 Page 1 of 15 FACILITY DESIGN, CRITERIA


REVENUE PROCESSING BUILDING

CONTENTS

1. GENERAL 1.2 Reference Standards


3. SITE REQUIREMENTS

4. BUILDING REQUIREMENTS 4.1 General 4.2 Roof 4.3 Exterior Walls 4.4 Exterior Doors and Windows 4.5 Interior Walls 4.6 Interior Doors and Windows 4.7 Gunports 4.8 Transaction Window 4.9 Motorized Sliding Security Door 4.10 Elevators 4.11 Gates and Site Perimeter Barrier

5. OPERATIONS FUNCTIONAL AREAS

6. MECHANICAL SYSTEMS 6.1 General 6.2 HVAC System 6.3 Fire Protection 6.4 Plumbing and Drainage

7. COMMUNICATIONS AND COMPUTER SYSTEMS 7.1 Telephone System 7.2 Public Address System 7.3 Closed Circuit Television System 7.4 Computer System

8. ELECTRICAL SYSTEM 8.1 Power System Configuration 8.2 Lighting System 8.3 Emergency Power System

9. ACCESS CONTROL SYSTEM (ACS)


9.1 General Requirements 9.2 System Description 9.3 Video Badging



REVENUE PROCESSING BUILDING

1. GENERAL

This Section covers the criteria for the design of revenue processing buildings.

Implementation of these criteria does not necessarily require modifications to existing facilities to conform to specified standards. However, modification work to existing facilities shall be in accordance with these criteria.


Design shall comply with the principal standards listed below, except when superseded or amended by the District’s Facility Design/ Criteria.

• California Building Code; • NFPA101; • California Code of Regulations CCR Title 8; • California Code of Regulations CCR Title 24; • Americans with Disabilities Act Accessibility Guidelines; • Underwriters Laboratories Inc. (UL);

UL 155 Standard for Vault Safety UL 608 Classification of Vaults and Vault Doors


Revenue processing buildings shall be designed with the following key factors in mind:

A. Safety and Security. Due to the sensitive nature of operations, security is of paramount concern. The design shall maximize appropriate measures for facility security, employee safety, and anti-theft provisions. In addition, efforts shall be made to minimize publicity of the location and operations of the facility.

B. Capacity. Scale of the operations and size of the facility shall be established based on the following facts and considerations.


• Operational logistic, include dispatch distance, collection routes, traffic conditions, travel time, and inter-operability with the existing revenue process facility.

• Number of stations under within the collection area, ridership of the stations, station access amenities, and quantity of fare collection related equipment.

• Efficiencies in operations, use of energy, and maintenance.

3. SITE REQUIREMENTS

Location of revenue processing building shall in such a geographic area that it will optimize operational logistics and efficiency and minimize security concerns. It shall be located within walking distance of a BART passenger station to facilitate employees’ use for transportation and other operational activities that can utilize revenue vehicles. In addition, selection of location shall also sensitize to its compatibility with surrounding communities, such as to avoid a co-location with a residential area. A good freeway or expressway access is preferred over a local street access.

To site a revenue processing building on a selected lot involves several criteria as follows:

• Efficient and secure access for the District’s armored vehicles;

• Clear sightlines around the building to facilitate site monitoring;

• A properly arranged building setback to minimize the impact of attempted vehicular forced entry;

• Physically separate from other facilities; with its own postal address.

• Security measures to discourage and prevent climbing and tunneling

4. BUILDING REQUIREMENTS

4.1 General

A. Building structure shall be of Type I and be classified as Group B. Fire separation shall be provided in accordance with CBC.

B. Building shall be designed for operation 12 hours a day, 7 days a week.

C. Facility layout shall be based on workflow, adjacency, and other operational requirements. Layout shall be flexible to adopt possible operational


reconfiguration required due to changes in ticket media processing such as smart cards, Translink cards, and other non-cash transactions.

E. Architecture design shall strive for harmony with surrounding. Pursuit of high profile and outstanding architectural image for the building shall be discouraged simply for security reasons. Design effort shall help to minimize unwanted exposure and publicity of the existence and operations of a revenue processing building.

4.2 Roof

Roof configuration and finish material shall be designed and applied to discourage criminal attempts at climbing, hiding, and forced intrusion. For example, a steeply sloped metal roof without skylights is likely more secure than a flat roof with perimeter parapets and skylights.

4.3 Exterior Walls

Wall configuration and materials shall be designed and constructed to discourage and resist criminal attempts of forced entry, hiding and climbing.

4.4 Exterior Doors and Windows

Provide doors complete with frames, thresholds and operating hardware meeting requirements for ballistic resistance to high-powered rifles. Door and frame assemblies shall be full-flush design, heavy gauge steel door assemblies. Finish hardware shall comply with applicable requirements for bullet-resistant protection. Windows shall be compatible with security-rated doors. Locations and number of exterior doors and windows shall be strategically considered and located to maximize security of the facility and minimize negative impact on operations.

4.5 Interior Walls

An impact-resistant wall protection system shall protect walls from impact damage which may be caused by cash/currency carts.

Maximize the use of see-though glazed partitions for offices and areas that are associated with activities of cash handling.

4.6 Interior Doors and Windows

A. Provide hollow metal doors and pressed metal frames, including bullet-resistant doors and frames, as required by the District.

B. Provide pressed metal frames for interior glazed walls and windows.

C. Magnetic door lock for sliding security doors.


D. Access control system for security doors.

4.7 Gunports

Provide bullet resistant gunport, furnished complete with door/frame assembly unit and horizontal travel self-latching slide plate.

4.8 Transaction Window

A bullet-resistant transaction window shall be provided at the reception area for processing of guests visiting the building. The transaction window shall be provided with voice communication system, a slot at counter level for passing of notes and identification documents, and gun ports. Design shall be in accordance with the following general requirements:

A. Bullet-Resistant Window System: Constructed of laminated transparent plastic glazing materials, and shall be UL listed for bullet-resistance.

B. Natural Voice Transmission: Stainless steel side-around voice tubes which surround vertical edges of bullet-resistant glazing. Provide glazing affixed to voice tubes at top and bottom with side separation for natural voice transmission. Provide voice tubes with internal, mechanically operated environmental control: open to talk, and closed to limit air infiltration.

C. Stainless Steel Armored Counter: Stainless steel, all welded construction, with stainless steel deal or transaction tray and bullet-trap below. Provide transaction tray with sliding stainless steel cover to limit air infiltration.

D. Gun Ports: Provide transaction window manufacturer's gun ports.

4.9 Motorized Sliding Security Door

Provide bullet-resistant, sliding security door at building entry for the District’s armored vehicles. Door unit shall include the door operator, header and track, door-opening frame, sliding door panel, and remote-controlled from the Guard Room.

4.10 Elevators

Revenue processing buildings with more than one floor shall be equipped with an elevator. Elevator doors and hoist way doors shall have glass vision panels.

4.11 Gates and Site Perimeter Barrier

Provide a heavy-duty, bi-parting, motorized, remote-operated, rolling security gate. Gate shall be fabricated from structural steel tubing with heavy-duty rolling gate, and electric-powered operating equipment. Access and egress shall be provided by remote entry controls located in the Guard Room.


Provide concrete unit masonry perimeter wall along the perimeter of the site, or other type of construction to discourage or prevent forced entry.

5. OPERATIONS FUNCTIONAL AREAS

Revenue processing buildings shall include, at a minimum, the following functional areas and rooms. Dimensions and adjacencies of each area shall be developed based on capacity and operational needs at the time of project development phase.

A. Revenue Guard Room – The guard room shall have bullet-proof observation window for viewing of entrance area to the facility front door, outside parking lot, facility docking area. The room shall be adjacent to the manlock for processing of visitors entering the facility. The room shall have gun ports directed to the manlock and the outside area. A panic button shall be provided in the room for alarm to BART Police Headquarters.

B. Revenue Guard Office – An office adequately furnished shall be provided for revenue guard administrative and reporting functions.

C. Communications Room – Communications and computer system equipment shall be housed in a separate communications room, with adequate environmental provisions for proper equipment operation.

D. Visitor Check-in/Waiting Room - Provide key-operated lockers, equal to American Locker Security Systems “Stateman Storage Lockers”, 15 inches wide by 21 inches deep by 14 inches high. Provide each locker with manufacturer’s key-operated lock.

E. Break Room - A break room shall be provided with kitchen countertops, upper and lower cabinets, sink and related plumbing fixtures, garbage disposal, microwave oven, dishwasher, and refrigerator.

F. Conference Room - Room shall be sized to accommodate the projected staff size for a single work shift.

G. Manlock – The manlock, adjacent to the guard room, shall provide as transition area for visitors prior to their entering the building. Doors to the manlock shall be controlled from the guard room.

H. Administrative Offices – Offices for management and clerical staff shall be provided, which shall include offices for manager, supervisor, foreworkers, and secretarial/administrative staff.

I. Cash Verification Counting System (CVCS) Room – The CVCS room is an open area wherein overall facility operations are conducted.


J. Main Vault – Vault shall be located in close proximity to the loading dock. Vault shall have impact-resistant stainless steel rod-style day gate. Internal vault compartments shall be provided for storage of confidential materials.

K. Bill Processing System Room – A room to house the bill processing system equipment shall be provided.

L. Shredding Room – Separate room shall be provided for ticket shredding operations.

M. Ticket Encoding Room – Separate room shall be provided for encoding of tickets for off-site sales.

N. Off-site Ticket Sales Office - An office shall be provided for staff processing ticket sales.

O. Mechanics Room – A mechanics room shall be provided for maintenance personnel servicing cash equipment. The room shall be equipped with workbenches and cabinets for storage of tools, spare parts, and other test equipment.

P. Loading Dock – Depth of loading docks shall, with the doors closed, be able to accommodate both tractor and trailer used for revenue collection. The number of truck bays shall be as determined by the District. Each truck bay shall be equipped with air and water outlets. A simple and reliable mechanism shall be provided in each truck bay for adjustment of vehicle floor height to be level with the facility floor for ease of loading and unloading of cash carts. A unisex restroom shall be provided in the loading dock area.

Q. Restrooms/Locker Rooms - Lockers shall be single tier/full height lockers of the following minimum dimensions: 12 inches wide by 18 inches in depth by 72 inches in height.

R. Auxiliary Rooms – The facility shall, at a minimum, be provided with the following auxiliary rooms:

• Janitor Closet

• Utility Room

• Electrical Room

• HVAC/Mechanical Room

• Storage Area


6. MECHANICAL SYSTEMS

6.1 General

Mechanical systems in the revenue processing building shall include heating, ventilation, and air conditioning (HVAC); fire protection; and plumbing and drainage.

Common utilities chase/routes shall be provided in the facility and shall be designed to allow access for maintenance and to accommodate immediate and anticipated future requirements.

6.2 HVAC System

Specific design requirements are defined in the Facility Design/ Criteria/ MECHANICAL/ Stations and Station Sites.

6.3 Fire Protection

Fire protection design shall be in accordance with the following general requirements. Specific design requirements are defined in the Facility Design/ Criteria/ MECHANICAL/ Station and Station Sites.

A. Cabinets shall be surface mounted, satin finished, stainless steel construction, and equipped with hinged doors.

B. Automatic Fire Sprinklers. Automatic fire sprinkler head locations shall be in straight alignment and coordinated with light fixtures, air outlets, and other items attached to ceiling and surrounding areas. In areas with finished ceilings, piping shall be concealed. Where exterior exposed piping is permitted, piping shall be mounted flush to prevent bird roosts.

C. Fire System Supply. Fire water pipes shall enter into the building through the outside wall rather than underground through the perimeter foundation or floor slab.

6.4 Plumbing and Drainage

A. Domestic Water Supply: Isolation valves shall be located within enclosed areas. When valves are located in rooms, pipes shall enter through the outside wall rather than underground through the perimeter foundation or floor slab. Valves shall be accessible without the use of ladders or lifts.

B. Domestic Water System.

• Pressure reducing manifolds shall be located within enclosed areas. When valves are located in rooms, pipes shall enter through the outside wall rather than underground through the perimeter foundation or floor slab.


• When hose bibs or wall hydrants are required in the same room or area as electrical receptacles, they shall be aligned, arranged symmetrically, or otherwise organized.

C. Sanitary Drainage Systems.

• Floor clean-out locations shall be coordinated with the architectural floor finish pattern and shall be as approved by the District.

• Wall clean-out access panel locations shall be coordinated with the architectural wall finish pattern and shall be as approved by the District.

D. Storm Water Drainage Systems: Roofs shall be sloped to the drains. Downspouts for roof drains shall be accessible.

7. COMMUNICATIONS AND COMPUTER SYSTEMS

7.1 Telephone System

The revenue processing building shall be equipped with a Private Automatic Branch Exchange (PABX) Telephone system, designed in accordance with the requirements defined in the Facility Design/ Criteria/ ELECTRONICS/Telephone Systems, except as modified herein. White courtesy and emergency call box service as specified for the station PABX system are not required. Telephone sets in locations specified herein shall be able to access the public address system by dialing an access code.

7.2 Public Address System

A Public Address System shall be provided, designed in accordance with the requirements defined in the Facility Design/ Criteria/ ELECTRONICS/Public Address System, except as modified herein. The PA system shall be designed capable of providing only manual announcements made from PABX telephone sets located in the guardroom and reception area. PA speakers shall be located in all areas of the building including private areas such as locker rooms and restrooms. A speaker, equipped with manual control switch in the guard room, shall be provided for announcements in the parking lot and the truck bay area. Volume control shall be provided for PA speakers in offices and conference rooms.

7.3 Closed Circuit Television System

A closed circuit television (CCTV) system shall be provided for surveillance of work areas, offices, and building perimeter. The CCTV system shall be interlocked with the Access Control System such that a camera shall automatically zoom in to view its associated access door upon activation of its key access reader. Cameras shall be pan/tilt/zoom control. Choice of colored or black and white cameras shall be as specified by the District, based on achieving resolution requirements depending upon the activities monitored in the area. The system shall transmit CCTV images to location designated by the District.


Cameras shall be located in work areas and other internal areas where personnel could be present, with the exception of private areas such as locker rooms and restrooms. Cameras shall also be located to monitor the rooftop and perimeter of the building. Cameras internal to the building shall be in dome enclosures, tinted to conceal camera orientation. Cameras external to the building shall be in bullet-resistant enclosures. Mounting hardware for cameras and enclosures shall be tamper-proof. Control, monitoring, and recording equipment shall be located in the guardroom.

Motion detectors shall be provided, installed in strategic areas, and interlocked with the CCTV system to initiate cameras to zoom in the area of a detector that has been activated.

Requirements for CCTV wires and cables shall be as Standard Specifications Section 28 41 29, Closed Circuit Television System.

A.

7.4 Computer System

A computer system shall be provided, connected to the systemwide fiber optic network, BART Operations Network (BARTnet), and Administration Network (AdminNet). A firewall shall protect the facility computer system to prevent unauthorized connection. Systems architecture and software requirements shall be coordinated with the District.

8. ELECTRICAL SYSTEM

8.1 Power System Configuration

Power to the facility shall be supplied from two sources, connected in a double-ended configuration, with automatic transfer between the two sources of power. Power system configuration shall be similar to that defined for the revenue vehicle yards and shops as defined in the Facility Design/ Criteria/ ELECTRICAL/Yards and Shops.

Provide duplex receptacles in the following areas in accordance with the following requirements:

A. Each room shall have at least one duplex receptacle outlet.

B. Each office shall have at least one on each wall with alternate circuiting.

C. Maximum number of outlets in one circuit shall be six.


8.2 Lighting System

A. Minimum average maintained footcandle levels should be as follows. Levels indicated shall be at 6 inches above floor level.

AREA FC LEVEL

Cash & CVCS Rooms 60

Vault & Mechanic’s Areas 50

Shredding & Clerical/Copy Room 50

Conference Room, Mgr. & Supv. Offices 50

Guard Room & Office Area 50

Manlock Area, & Hallway 30

Truck Bays & Dock Areas 30-50

Vestibule Areas 30

Electrical, Mechanical, & CCTV Rooms 40

Visitor Check-in/Waiting Room 30

Break Room & Locker Rooms 30

Toilets 20

Janitor Room 30

Storage Rooms 15

Emergency Exit 30

Perimeter Lighting 5

B. Lighting fixtures shall be recessed 2 ft. x 4 ft fluorescent fixtures with three lamps and electronic ballasts. In the conference room, manager’s office, and supervisors’ offices, fixtures shall have 3-inch deep 24 cell semi-specular parabolic louvers. In all other areas, fixtures shall be provided with acrylic lens. Lighting fixtures shall be capable of 3-level switching, in steps of 1/3, 2/3, and full illumination.

C. Fixtures in truck bays and dock areas shall be pendant mounted. Lighting in this area shall be provided with automatic dimming controls to operate with the opening and closing of the truck bay roll up doors.


8.3 Emergency Power System

An uninterruptible power supply (UPS) system, complete with dc batteries, rated for four hours of operation, shall be provided to supply power to critical loads in the event of power failure. Loads connected to the UPS system shall include critical cash handling equipment, computer and communications systems, emergency lighting, and fire protection system. The ac bus supplying power to the UPS system shall have provisions for connection of a portable generator for use in the event of extended outage.

9. ACCESS CONTROL SYSTEM (ACS)

9.1 General Requirements

A. Provide a state-of-the-art, computer-based access control system. The system shall be similar to and compatible with the ACS system installed in BART’s Richmond Yard. The system shall be connected to the systemwide cable network to transmit alarms to BART Police Headquarters.

B. The system shall be fully distributed system architecture, with access control and event processing undertaken by intelligent controllers, and shall be designed with the following capabilities:

• Support multiple card readers for access control, alarm input devices, and control outputs.

• Designed for multi-tasking, capable of maintaining system operations while other applications are being performed in the host computer.

• Prepare, process, and display video photo identification badges.

• Equipped with a control panel to allow guards to open or close selected doors remotely. The panel shall have indicating lights to show door positions.

• System shall be interlocked with the fire alarm system such that if a zoned fire alarm is activated, all access-controlled doors within that zone are automatically unlocked.

• Designed for 24-hour per day, 7 days a week operation.

• Designed to administer guards’ tours and monitor their activities through software-based watchtour facility.

• Generate reports based upon system configuration database as well as historical system activity.


9.2 System Description

The Access Control System shall include the following

A. Workstation - including a Host Computer, complete with all related hardware and application software. Database and application software management shall be accomplished according to defined security levels such as system administrator, system operator, and other system operating personnel. Monitor shall be capable of displaying colored graphics of building layout and associated alarms, and shall operate with the video badging system.

B. Alarm logging printer – for hardcopy prints of alarm conditions.

C. Controllers – for operation with card readers and the host computer. The system shall employ a poll/response scenario, occurring in real-time, to ensure proper controller operation. Controllers shall be able to operate in host controlled or local decision mode.

D. Door interface panels - acts as interface to proximity card readers, switches, or any field device with controllers.

E. Tamper switches – provided in equipment enclosures to detect physical access to any active system component of the system.

F. Panic alarm push-button (mushroom) switches – shall be installed in strategic locations to be used for notification of security during emergency conditions. Switch activation shall be alarmed.

G. Intrusion detection sensors - passive infrared or photoelectric beam type sensors provided for operation with the CCTV system.

H. Card readers - shall be proximity type, with 12-button keypad for Personal Identification (PIN) entry, green and red indicating LEDs, and audio tone beeper. Read range shall be 12 inches maximum.

I. Door Controls – shall be of the types defined below. Doors shall have local audible alarms, capable of being remotely enabled or disabled by the ACS operator.

• Doors with electric locks for operation with the card readers

• Remote operated doors from the guard office, with door position indication.

• Emergency exit doors equipped with panic bars only, with their status monitored from guard control panel


9.3 Video Badging

A. Video Badging System shall be a computer-based system, and shall include all hardware and software to facilitate issuance and management of encoded proximity photo identification badges.

B. The system shall include a network server, workstation, laser printers, color video camera, color badge printer, proximity card readers, and all other hardware accessories and application software.

C. Proximity cards shall be credit card size.

END

RELEASE – R2.1 ARCHITECTURE – REVENUE VEHICLE YARDS & SHOPS BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 44 FACILITY DESIGN - CRITERIA


REVENUE VEHICLE YARDS AND SHOPS

CONTENTS

1. GENERAL 1.1 Reference Standards 1.2 Design Philosophy

2.0 OPERATIONS OVERVIEW 2.1 General 2.2 Yard and Shop Capacity 2.3 Yard Operations 2.4 Shops Operations 2.4 Shops Operations 2.5 Vehicle Cleaning

3.0 SITE SELECTION

4. TRACKWORK DESIGN REQUIREMENTS

5. YARD TRACKS 5.1 Transfer Tracks 5.2 Yard Throat Tracks 5.3 Relay Tracks 5.4 Storage Tracks 5.5 Car Wash Tracks 5.6 Inspection Pit Tracks 5.7 Turnaround Loop or Turntable 5.8 Non-Revenue Maintenance Vehicle Storage Tracks 5.9 Test Tracks

6. SHOP AREA TRACKS 6.1 General 6.2 Runaround Tracks 6.3 Shop Lead Tracks 6.4 Blowdown Pit Tracks 6.5 Shop Storage Hold Tracks 6.6 Shop Tail Tracks

7.0 YARD AND SHOP FACILITIES 7.1 General

8. YARD FACILITIES 8.1 General


8.2 Transportation Building 8.3 Yard Control Tower 8.4 Car Wash Building 8.5 Inspection Pit Structure 8.6 Car Cleaners’ Facility 8.7 Test Track Building 8.8 Traction Power Substation and Gap Breaker Station 8.9 Blowdown Building

9. SHOP BUILDING 9.1 General 9.2 Building Design Requirements

10. PRIMARY MAINTENANCE 10.1 General 10.2 Main Repair Bay 10.3 Truck Repair Area 10.4 Accident and Body Repair Area 10.5 Wheel Truing Facility 10.6 Battery Storage Room 10.7 Machine and Welding Shop Area 10.8 Parts Storage Room

11. SECONDARY MAINTENANCE 11.1 General 11.2 Heavy Component Repair 11.3 Electro-Mechanical Repair Shop (EMRS) 11.4 Electronic Repair Shop (ERS)

12. YARD AND SHOP ELECTRICAL SYSTEM 12.1 Traction Power System 12.2 Facility Electrical System 12.3 Site Lighting 12.4 Yard Blue Light Stations

13. TRAIN CONTROL SYSTEM

14. COMMUNICATION SYSTEMS 14.1 PABX Telephone System 14.2 Public Address System 14.3 Emergency Telephone System 14.4 Closed Circuit Television (CCTV) System 14.5 Supervisory Control and Data Acquisition (SCADA) System 14.6 Trunked Radio System

15. COMPUTER AND CONTROL SYSTEMS 15.1 New Yard Management System (NYMS) 15.2 Local Area Network (LAN)


15.3 Interfaces with BARTnet

16. SERVICE ROADS, ACCESS AISLES, AND PARKING 16.1 General 16.2 Exterior Service Roads 16.3 Interior Service Roads 16.4 Cartways and Walkways 16.5 Parking Areas

17. SECURITY 17.1 Fencing 17.2 Barriers

18. MECHANICAL SYSTEMS 18.1 Fire Protection System 18.2 Ventilation System 18.3 Storm and Sanitary Sewers 18.4 Emergency Eyewash Locations 18.5 Water Systems 18.6 Compressed Air Systems 18.7 Natural Gas Systems 18.8 Specialized Systems 18.9 Parts Handling and Storage Systems 18.10 Waste and Recycling Systems

19. SITE UTILITIES

20. SIGNAGE AND GRAPHICS

21. SUMMARY OF AUXILIARY EQUIPMENT



REVENUE VEHICLE YARDS AND SHOPS

1. GENERAL

This Section covers the criteria for the design of revenue vehicle yards and shops.

This Section also describes the functional design guidelines for revenue vehicle yards and shops; how these yards and shops operate; the functions they perform; and establishes the physical parameters and guidelines for the design of these facilities.

The Revenue Vehicle Yards and Shops are distinguished from the Way, Structures, and Equipment Yards and Shops. The revenue vehicle yards and shops (hereinafter referred as “Yards and Shops”) are responsible for the storage, cleaning, staging, and maintenance of revenue vehicles. On the other hand, the Way, Structures, and Equipment Yards and Shops are responsible for the maintenance of all District operating equipment and facilities with the exception of revenue vehicles.


Design of the yards and shops shall comply with applicable provisions of the following Standards, Codes, and Regulations.

• American Railway Engineering and Maintenance-of-Way Association (AREMA)

• California Building Code (CBC)

• National Fire Protection Agency (NFPA 80, 101, 130, 220)

• Occupational Safety and Health Administration (OSHA)

• California Code of Regulations, CCR Title 8 and Title 24.

• American with Disabilities Act Accessibility Guidelines (ADAAG)

• Applicable regulations of Federal Transit Administration (e.g., Noise and Vibration)

• National Electrical Code (NEC)

1.2 Design Philosophy

The design of Revenue Vehicle Yards and Shops facilities shall take into account the unique requirements of each of the two functional groups, the Yard and that for the Shop. While the two functional groups share a common facility, each group has its own distinct type of operation requiring specific design measures. The primary function of the yard is to receive and dispatch revenue vehicles from and to the mainline. Operations include the washing, storage, and staging of train consists including the building of longer train consists for peak operations, and breaking up into shorter train consists for off-peak operations. The shops primary function, on the other hand, is the maintenance of revenue vehicles. Its operation is divided into two main work classifications, primary and secondary repair. Primary repair involves scheduled maintenance, failure maintenance, and vehicle-level repairs. Secondary repair involves component level repair. A detailed description of the operations of the yards and shops along with the different sections comprising these functional groups are provided


in the appropriate sections in this document. Yard and shops shall be designed based on the following principles:

A. Yard and shops design shall be based on established vehicle maintenance philosophy as well as their relationship to internal yard circulation and operations.

B. Overall facility layout shall be based on fleet size, operating patterns, and established vehicle maintenance practices. Specific vehicle details are provided elsewhere in the BART Facilities Standards/ Introduction/ COMMON DATA/ Train Data.

C. The facility shall be designed for 24 hour/day, 7 day/week operations. Design shall take into account security of revenue vehicles against vandalism, with emphasis on graffiti prevention. Facility security considerations shall also include theft and protection against hazards associated with the energized third rail system.

D. Design shall take into account specific revenue vehicles maintenance procedures and their use of yard support equipment such as diesel locomotives and trackwork maintenance equipment; and, shop support equipment such as heavy lifting equipment and special component handling equipment.

E. Yard and shop design development shall take into consideration the inter-relationship and specific requirements of yard and shop operations including overall vehicle maintenance, car-cleaning operations, yard operations relating to mainline operations, and all other facets of transit related activities, which may have an impact on the facility. The design shall avoid work functions performed in open or exposed areas.

F. Design shall provide flexibility and facilitate train movement and staging including the making and breaking of train consists, inspecting, diagnosing, servicing, maintaining, repairing, vehicle cleaning, vehicle washing, storage, and all other yard and shop activities.

G. Facilities within the yard and shop shall be designed incorporating energy conservation measures to the maximum extent possible, and to minimize environmental impacts. Refer to Introduction/Common Requirements/Environmental Design and Sustainability for additional requirements. Design effort shall be coordinated with the District to address specific environmental compliance requirements.

H. Contact rail system sectionalizing shall be developed that will provide flexibility and allow isolation of the least possible section for maintenance without impacting operation in other sections of the yard.

I. Facilities and structures shall be designed to allow their maintenance without impacting yard operations.

2.0 OPERATIONS OVERVIEW

2.1 General

BART currently runs regional passenger rail service over five routes with a fleet size of approximately 670 revenue vehicles. To support operations, the District has four yard and shop facilities, namely: Concord Yard, Richmond Yard, Daly City Yard, and Hayward Yard. BART employs the “captive fleet” concept, in which under normal circumstances, a given car is stored and maintained only by the yard and shop facility to which it is assigned.


2.2 Yard and Shop Capacity

Sufficient yard and shop capacity is required within the system to support systemwide operations through the efficient receiving, dispatching, storing, staging, cleaning, and maintenance of trains for revenue service. Systemwide storage capacity for District yards shall be able to accommodate the anticipated vehicle fleet plus 20% margin to allow for growth.

The District will specify yard and shop capacity requirements to support increased vehicle fleet due to new extensions to the operating system. Allocated spaces and related track and facility layouts shall depend on the assigned yard and shop functions relative to the overall District operating plan.

2.3 Yard Operations

Train and on-track equipment operations within the yard are under the jurisdiction of the Yard Control Tower, with directions issued by the Tower Supervisor to Vehicle or Train Operators. The primary means of communication between the tower and Operators is by radio. For information on BART’s existing transit vehicles, refer to the BART Facilities Standards/Introduction/COMMON REQUIREMENTS/ Train Data.

The major work functions of the yard involve the storage and staging of revenue cars and trains, delivery of bad order cars to the shop, and receiving released cars from the shop for revenue service. The typical flow of yard operations and functions is described below.

As each train returns from the mainline, it is routed either to the car wash (if scheduled for exterior cleaning) and then to storage, or directly to the storage tracks. Alternatively, trains are brought in for consist reconfiguration, to shorten or lengthen the consist. In cases where a train has a bad order car, train reconfiguration is performed to isolate the bad order car for delivery to the shop. Bad order cars are delivered to the shop hold tracks or may be cycled through the blowdown pit for under-car cleaning before entering the main shop building.

If scheduled for interior cleaning, trains routed to storage are parked on the tracks with cleaning platforms. After interior cleaning, trains are moved to appropriate storage tracks.

After cars receive the required maintenance and are tested to verify proper operations, they are returned to yard control for storage or revenue service.

Cars are stored during off-peak periods during the day and non-revenue hours at night. The movement of cars between storage and revenue operations is a continuous operation throughout the day. At night, trains are stored in their proper length for dispatch appropriate for the morning peak period. After the morning peak, between 8:30 and 11:00 AM, train consists are shortened. Train operators, under the direction of the Yard Tower Supervisor, uncouple cars from train consists and delivers them to storage. The remaining cars in the consist are then turned back to the mainline for off-peak revenue operations. This process is reversed between 2:30 and 4:30 p.m. to make up trains for the evening peak period. Then, after the evening peak, trains are once more shortened for the evening off-peak period. At the end of revenue service after midnight, the daily process is repeated where the trains are stored in their proper length in preparation for the morning dispatch.


In order to facilitate breaking of trains into shorter consists, type C lead cars are positioned in the appropriate location within a train consist. In such an arrangement, lead cars are appropriately positioned once the required number of cars is uncoupled.

The yard is divided into different areas with distinct operations. Figures 1 through 4 show typical arrangements for different yard configurations. It should be noted that the figures incorporated in this document are used for illustration of overall configuration and do not necessarily reflect detailed technical requirements as specified herein. The yard areas, including their operational functions, are as follows:

• Transfer Tracks - located at yard entrances providing a transition for trains to switch control between automatic mode for mainline revenue operations and manual mode for yard operations. The Yard Control Tower and Central Control have joint jurisdiction over the transfer tracks. Trains dispatched for mainline revenue operations are pulled into the transfer tracks in manual control under the supervision of the Yard Tower. As soon as a train is berthed, Central Control assumes control, gives the train a destination code, and initiates dispatch under automatic mode. The reverse is followed for a train going from mainline revenue automatic mode of operations to yard manual mode.

• Yard Throat Tracks – include the yard tracks from the transfer tracks on one end of the yard to the storage tracks and the transfer tracks on the other end of the yard. The yard throat area is used as staging for train movements between sections in the yard area or from the yard to the shop area.

• Relay Tracks - located within the yard throat area, where make and break operations of train consist and isolation of bad order cars from train consists are performed. Make and break operations are the arranging of trains to provide the required number of cars appropriate for peak or off-peak operations.

• Storage Tracks - section of tracks used for storage of revenue vehicles during off-peak period or at night during non-revenue hours. Interior cleaning is performed while vehicles are parked in the storage tracks. Cleaning crews mop, vacuum, shampoo floors, clean the seats and insides of windows, and check for any vehicle damage or graffiti.

• Car Wash Tracks - section of track with a car wash machine used for exterior cleaning of vehicles.

• Inspection Pit Tracks – a section of track located over a single-car-length pit used to conduct general inspection of the underside of a train to determine failures and, where possible, perform emergency repairs for a quick turnaround for revenue service.

• Turntable or Turnaround Loop - a turntable is used to rotate individual vehicles, while a turnaround loop is a section of track used for reversing a train consist.

• Maintenance Tracks - section of tracks used for storage of non-electrified maintenance vehicles including locomotives, ballast tampers, and other track equipment.

• Test Tracks - section of tracks used for dynamic testing of vehicles


FIGURE 1 SINGLE ENDED STORAGE ACCESS CONFIGURATION


FIGURE 2 DOUBLE ENDED STORAGE ACCESS CONFIGURATIONS


FIGURE 3 SPLIT MAIN LINES WITH DOUBLE ENDED TRAIN STORAGE


FIGURE 4 LOOP YARD CONFIGURATIONS WITH SPLIT MAIN FLYOVER


2.4 Shops Operations

Tracks in the shops area are within the “Local Control” area. Train movement in this area is under the jurisdiction of the Shop Foreworker. Local control areas differ from yard areas in that switch movement is manually controlled by on-rail vehicle operators. The Yard Tower Supervisor and Shop Foreworker coordinate the transfer of vehicles between the yard and shop tracks. Shop tracks include the following:

• Runaround Tracks – provides circulation between the front-end and back-end of the shop.

• Shop Lead Tracks – section of tracks leading to the front and back entrance of the shop building.

• Blow-Down Pit Tracks – a pit used to clean the underside of a vehicle before entering the shop building for repair.

• Back Storage Hold Tracks – section of tracks for storage of bad order cars while waiting for their turn for repair.

• Front Storage Hold Tracks – section of tracks used for delivery of bad order cars from the yard and for repaired cars from the shop.

• Shop Tail Tracks – section of tracks to maneuver cars from the shop to the runaround tracks for delivery to the yard. These tracks could also be used as back storage hold tracks.

Movement of vehicles between shop track areas as well as moves into the main shop area is accomplished with the use of hi-rail vehicles.

The shop is divided into two main areas: Primary Maintenance and Secondary Maintenance. A brief description of their operational functions is as follows:

A. Primary Maintenance

Primary maintenance includes scheduled or preventive maintenance (PM) and failure maintenance. The work involves the removal and replacement of parts or components on the vehicle-level. Removed components are sent to Secondary maintenance shops for repairs and overhaul. Scheduled or preventive maintenance is performed at set number of car-hours to replace components reaching their design life or worn-out parts. Current schedule sets preventive maintenance after a car has accumulated 600 hours of operation. Specific items are inspected and replaced at different preventive maintenance intervals using (6) levels of checklists. PM also includes light repairs and replacing items known to wear out like filters, brake pads, belts, gaskets, etc., and checking for proper operation of safety critical systems. PM is performed to avoid breakdown in revenue service, which results in improved car availability. Each successive level of PM work includes all previous (lower) levels. Failure maintenance involves the repair of unscheduled breakdowns or repair due to accidents.

Cars that are in a PM cycle are counted as “spares”. BART maintains a 15 percent of the total vehicle fleet as spares to account for scheduled and unscheduled maintenance.

Additional functions performed in the Primary Maintenance Shop include teardown of heavy components such as truck assemblies, implementation of engineering design changes, complete overhaul, new car acceptance, and collision repair.


B. Secondary Maintenance

Secondary maintenance involves the repair of major car subsystems. It is composed of three major areas of work: Heavy Component Repair deals with truck components; Electronic Repair involves the repair of vehicle-borne communications and electronic controls; Electro-Mechanical Repair involves the repair of mechanical system components, door opening mechanisms, air-conditioning units, brake components, etc.

2.5 Vehicle Cleaning

Vehicle cleaning is an important factor in maintaining the public image of a system, as well as to retard the deterioration of the vehicle interior and exterior appearance. Consequently, interior and exterior cleaning activities shall be taken into account in the layout of the yard and shop tracks. The proper phasing of this work activity shall also be considered for an efficient handling of trains during normal operating periods.

Interior vehicle cleaning is performed under three separate operations: Daily Interior End of Revenue Operations Cleaning, Light Interior Cleaning (every 2 weeks), and Heavy Interior Cleaning (every 3 months).

A. Daily Interior Cleaning refers to sweeping, mopping, vacuuming, trash removal, and related housekeeping work performed daily at the end of revenue service. As each train returns to the yard, it is driven through the car wash where its exterior is cleaned before it is parked. Once the trains are parked in their storage tracks, cleaning crews mop and vacuum the floors, clean the seats and insides of the windows, and check for any damage or graffiti. Damages found are reported to the yard tower. To perform this function, the crew uses an elevated platform, giving them and their equipment easy access to the car’s floor.

B. The daily interior cleaning of trains is performed in the storage areas on designated cleaning tracks during off-peak hours. Two adjacent cleaning tracks long enough to accommodate two ten-car consists shall be provided. A door-level cleaning platform running the length of the tracks shall separate the cleaning tracks. Light interior cleaning includes washing windows, mopping floors, vacuuming carpets, and wiping other surfaces as necessary.

3.0 SITE SELECTION

Selection of site for a yard and shop is a critical factor for an overall system-operating plan. Factors that should be considered in selecting a site include the following:

A. Type of Work: The extent and type of work to be performed in the yard and shop is a major determining factor on where the yard should be located. It is important that these are defined early in the planning stage. Ideally, a major repair facility should be located so that cars from any line can be routed to the facility. The size of the fleet and operating philosophy are also important factors to be considered in selecting the area, as is the extent of the System.

B. Possible Future Expansion: The possibility of future expansion shall be considered. This includes not only line extensions, but also the increased service predicted on existing lines. Both of these factors impact site selection.


C. Land Availability: Of prime consideration, and perhaps the governing one, is the availability of land in the selected corridor and its acquisition cost.

D. Impact on Neighborhood: Along with land availability, a concern that should be addressed is the social impact on adjacent neighborhood.

E. Deadhead Mileage: Of great importance is minimizing the distance from storage yards to terminal stations to avoid excessive deadhead miles.

4. TRACKWORK DESIGN REQUIREMENTS

A. Design requirements for trackwork are defined in the Facilities Design/ Criteria/ CIVIL/ Trackway.

B. Trackway clearance requirements are defined in the Introduction/Common Requirements/ Trackway Clearances.

C. Design requirements for trackway access are defined in Facilities Design/Criteria/CIVIL/Basic Design Policies.

D. On-line yards shall be designed to allow access to the mainline from both ends of the yard, and end-of-line yards can have single access to the mainline.

E. Flexibility shall be provided to allow for multiple routing of vehicles including dispatch and arrival of vehicles, combined with switching activities required to move vehicles to and from the various yard locations.

F. No yard movement shall cause the fouling or crossing of main line tracks. Track layout shall be arranged such that congestion shall not occur in any area as a result of normal train movement.

5. YARD TRACKS

5.1 Transfer Tracks

Two sets of transfer tracks shall be provided -- one set at each end of the yard to allow for dispatch and receiving of trains from either end. The arrangement and number of transfer tracks on each end of the yard shall be governed by the relative orientation of the storage tracks and the required train dispatch directions for mainline revenue operations.

At least five transfer tracks shall be provided at one end of the yard, opposite from the storage tracks. See discussions on storage track orientation in Article 3.4. Five tracks are required: one to receive trains, one to dispatch trains, one for a spare, and two for bad-order-car management. On double-ended yards, a minimum of two transfer tracks shall be provided on the opposite end to allow concurrent receiving and dispatching of trains.


5.2 Yard Throat Tracks

The maximum number of tracks shall be provided, arranged to allow the greatest possible flexibility in train movement. Track configuration shall allow simultaneous routing of trains through the throat area for different yard destinations.

5.3 Relay Tracks

Relay tracks, minimum 300 feet in length, shall be provided, one on each yard throat track. Dwarf signals located on each of the relay tracks shall be provided for controlled entry into, and exit from, the relay tracks. Relay tracks shall be located in the approximate center of the yard throat tracks.

5.4 Storage Tracks

Storage track configurations shall provide adequate space for the specified yard capacity. Ladder tracks to individual storage tracks shall be arranged to minimize impact in the throat area. In locations where storage tracks are stub-ended, the tracks shall be oriented to avoid switchback movement during dispatch and reception of trains.

The length of each storage track shall be 1500 feet minimum, to allow storage of at least two 10-car train consists. Track length in excess of the minimum shall be in increments of 750 feet. Calculation of storage yard capacity shall be in increments of 750 feet or the equivalent length of a 10-car consist. Fractional lengths less than 750 feet shall not count in the capacity calculations.

Storage tracks shall, where feasible, be accessible from both ends for increased operational flexibility. Where storage tracks are stub-ended, pea-gravel boxes shall be provided at the stub end of each track. If buildings or structures are located within 200 feet of the end of a track, then solid bumpers shall be installed immediately beyond the pea-gravel box.

The center-to-center spacing between the two longest storage tracks shall be 22 feet, and this area shall be provided with a raised platform, 3 feet 3 inches above the plane created by the tops of the two running rails. The platform, for use by cleaning crews, shall have a canopy, lighting, and shall run the entire length of the tracks to allow crew access to trains parked on both sides of the platform. The third rail on these tracks shall be located on the opposite side of the platform. The platform shall be provided with workstations at each end and every 350 feet of length. Workstations shall include built-in industrial vacuum units and storage closets sized to store cleaning tools, supplies, and replacement seats. Utilities shall include hot and cold water, wastewater drainage, compressed air, and 110 VAC outlets.

5.5 Car Wash Tracks

Washing of cars is performed when trains return to the yard and before they go to storage. The car wash shall be located on one of the transfer tracks or on one of the throat tracks. It shall be located away from buildings or structures to avoid impact on these facilities and operating personnel. Track configuration shall accommodate a minimal amount of reverse movement for trains in storage that require washing.


The vehicle washing machine shall be automatic and installed in a structure centrally located on a section of track of such length that a 10-car consist being washed shall not foul any switch or interfere with any other train movement within the area.

An area shall be provided adjacent to the car wash structure for storage of cleaning supplies. The area shall have concrete flooring, with spill containment and securable fencing. The car washing system shall include wastewater treatment for recycling within the washer and shall neutralize effluents being directed to city sewers. Cleaning brush design shall not interfere with the third rail.

5.6 Inspection Pit Tracks

An inspection pit, one car in length, shall be provided to allow the undercarriage of a vehicle within a consist to be inspected and minor repairs to be performed without having to remove the vehicle from the consist. The location of the inspection pit can be in the yard or shop area depending on the facility layout. The inspection pit could be on the ladder tracks, run around tracks or transition tracks from yard control to local control.

The pit shall be located in an area that will avoid conflict between a slow moving train under inspection and any other train. Train inspection shall be directed towards a track section that would permit breaking a consist to isolate a car from the consist.

The inspection pit shall be provided with 110/208 V ac electrical outlets, compressed air, water outlet, and waterproof florescent lighting fixtures. The distance from the floor of the pit to the top of rail shall be between 5 feet 6 inches and 6 feet 0 inches.

5.7 Turnaround Loop or Turntable

A turnaround loop running along the perimeter of the yard shall be provided. Except at the approaches, the turnaround loop shall be clear and unobstructed by other tracks for the entire length. Turnaround loop shall be accessible from yard tracks at both ends. Alternatively, in lieu of a turnaround loop, a turntable may be provided.

Vehicle rotation using a turntable shall be achieved by coasting the vehicle onto the turntable where the vehicle is captured, rotated 180 degrees, and rolled off the turntable by gravity. The turntable shall be sloped downward one percent in the direction of vehicle release. The turntable shall be located in a spur track off of one of the throat tracks with its approach track facing the transfer zone. There shall be no third rail on the turntable.

5.8 Non-Revenue Maintenance Vehicle Storage Tracks

A set of tracks shall be provided for storage of non-revenue fixed-rail maintenance vehicles. These tracks shall include a storage track, a minimum of 500 feet long, and a 100-foot spur track. Tracks shall not have third rail power. Direct access shall be provided from the non-revenue maintenance tracks to the mainline tracks. Track switches may be manually operated (hand-thrown), except those connecting to the revenue operating system.

5.9 Test Tracks

A test track, where provided, shall be a minimum 5 miles in length and designed for 80 mph speed. The test track shall be equipped with automatic train control system with dispatch


functionality at each end and with station routing capabilities at the approximate center of the alignment to test train stopping and door control functions. The test track shall not cross mainline tracks and shall remain on the same side of the mainline as the yard for its entire length. The test track shall be provided with a separate siding with at least 10-car storage capacity and a minimum two-car length inspection pit. The pit shall include full utilities such as lighting, water outlet, drainage, compressed air, and 110 and 208 V ac outlets.

6. SHOP AREA TRACKS

6.1 General

Shop area tracks shall be laid out with adequate lengths to prevent parked vehicles from fouling or interfering with access to other shop track areas.

6.2 Runaround Tracks

A minimum of two runaround tracks connecting to the lead tracks on both ends of the shops shall be provided. These tracks shall be located on one side of the main shop building.

6.3 Shop Lead Tracks

There should be at least two transition tracks from yard to local control areas. Shop lead tracks shall be arranged to provide direct connection into the shop tracks without requiring switchback movement. Ladder tracks leading to the shop leads shall connect to the runaround tracks. A raised platform, one car in length, shall be provided between two shop leads to support work related to the replacement of vehicle glass windows. The platform shall be covered and provided with racks to hold and store vehicle glass windows and related tools. The platform shall also be provided with lighting, air, domestic water and 110 V outlets at each end and in the middle. Insulated joints on these tracks shall be a minimum of 60 feet from the termination of the contact rail.

6.4 Blowdown Pit Tracks

A blowdown pit shall be provided across two run-through tracks. The length of the pit shall accommodate one car plus an extension sufficient to provide an at-grade component cleaning area. The pit extension shall be covered with steel grating. The pit is used to clean the underside of a car before it is brought to the shop for repairs. It is also used to perform supplemental pre-service and inspection tests. The pit location shall be in an area that would provide the best accessibility to the shop from the yard areas based on facility layout and workflow, and shall be established in coordination with the District. The blowdown pit shall be housed in a building with roll-up doors on both ends. The blowdown pit shall be provided with compressed air (with blowdown nozzles and accessories), 110/208 V ac outlets, and high-pressure hot water washing. The pit shall be adequately lighted and provided with lighting fixtures appropriate for the work environment. It shall also be equipped with a heavy-duty industrial type air filtration system to collect dust and particulates from the blowdown activity. Pit drainage shall be provided with a filtration system to collect and separate silt, oil, and water. The building shall be provided with an air filtration system covering the work areas above the pit for personnel supporting the blowdown activity.


A 1000 V dc stinger unit shall be provided to power up for testing of the vehicle’s auxiliary electrical system.

6.5 Shop Storage Hold Tracks

A. General

Shop storage hold tracks shall be provided for vehicle staging and shop lay up, consisting of one set in the front and back of the shop. The combined capacity of the front and back storage hold tracks shall correspond to the shop capacity, which shall be approximately 15 percent of the yard storage capacity.

Center-to-center track spacing of storage hold tracks shall alternate between 15 feet and 18 feet. Access aisles with pedestrian lighting, as defined herein, shall be provided in the 18-foot space between the tracks.

B. Back Storage Hold Tracks

These tracks are used for staging and as a short- and long-term holding area for bad order cars and those undergoing preventive maintenance. They shall be accessible from all the rear shop leads and runaround tracks.

C. Front Storage Hold Tracks

These tracks are used as a transition and handover area for the transfer of cars between Yard Operations and Shops Maintenance, and are under the joint jurisdiction of the Yard Tower and Shop Foreworker. They are also used as hold zones for “A” and “C” cars to support consist change in the transfer zone. These tracks shall be accessible from all the front shop leads and runaround tracks.

6.6 Shop Tail Tracks

Two tracks shall be provided behind the shop adjacent to the back storage hold tracks to turnback vehicles out of the back door of the shop and onto the runaround tracks. The length of each track shall be no less than 200 feet. Each track shall be provided with a Cartway and pedestrian lighting.

7.0 YARD AND SHOP FACILITIES

7.1 General

The yard and shop areas consist of facilities to support their individual areas of operations. Management and control of yard operations are primarily conducted in the Transportation Building and Yard Control Tower. Vehicle maintenance, on the other hand, is primarily conducted in the Shops Building. Figure 5 is a conceptual diagram to illustrate division of functional areas within a 3-level building, while Figure 6 shows a typical flow of a Maintenance Shop.

In certain cases, facilities for other District operating or maintenance groups, such as Way, Structures, and Equipment Yards and Shops, may also be located in the Revenue Vehicle Yards and Shops.


FIGURE 5 YARD CONTROL AND TRANSPORTATION BUILDING


FIGURE 6 TYPICAL MAINTENANCE SHOP


8. YARD FACILITIES

8.1 General

Main facilities supporting yard and other mainline operations include the Transportation Building and the Yard Control Tower. These facilities could be separate buildings or co-located within one building.

Additional facilities in the yard include the Car Wash Building, Inspection Pit Structure, Car Cleaners’ Facility, Traction Power Substation and Gap Breaker Station. Where a yard facility is equipped with a test track, the test track shall be provided with an adjacent test track building.

The yard may also include facilities supporting other District operating or maintenance groups, independent of yard operations. Design requirements for these non-yard support facilities are defined in the appropriate section of the BART Facilities Standards covering such facilities.

Facility layouts shall take into account adjacency of buildings and structures based on workflow and inter-relationship of functions. Utilities and auxiliary facilities, including restrooms, shall be laid out and distributed to provide convenient access.

A whistle-stop platform shall be provided in a location as specified by the District. The platform shall be provided with an overhead pedestrian bridge to allow boarding of trains in both traffic directions.

8.2 Transportation Building

A. General

The Transportation Building shall incorporate offices and other supporting rooms for the Transportation Department staff, which includes train operators who support mainline and yard operations. The building shall be located in close proximity to the transfer tracks for easy access to trains by train operators. Building structure shall not be less than Type II and is classified as Group B. Fire separation shall be provided in accordance with CBC.

B. Offices and Amenities

1. General: Each office shall be provided with standard office furniture, electrical outlets, and communication and computer system equipment and instruments. The building shall have two entrances, one leading to public access and the other leading to the yard area. The aisleway connecting both doors shall be open to the break room and the transportation clerk office to facilitate staging of train operators.

2. Operations Supervisor Offices: There shall be two Operations Supervisor offices, each a minimum of 15’ x 15’.

3. Conference Room: The conference room, with carpeted flooring, shall accommodate 12 people. The room shall be equipped with a conference table and associated chairs, meeting amenities including dry erase marker board and projection screen, electrical outlets, and communication system devices.


4. Transportation Clerk Office: This office shall be a minimum 10’ x 15’ space and shall include, in addition to the standard office furniture and equipment, filing cabinets, fax machine, copying machine, and other equipment for administrative office functions.

5. Break Room/Kitchenette/Outdoor Patio: The break room/kitchenette shall be a minimum 20’ x 30’. This area shall provide amenities appropriate for use by train operators during their break, lunch hour and layover times between train dispatches or while awaiting assignments. The break room shall incorporate a kitchenette having a minimum area of 6’x 8’. The break room/kitchenette shall be equipped with an employee bulletin board, tables and chairs, television, video/DVD player, and kitchenette amenities including a refrigerator, microwave oven, toaster, and sink with garbage disposal. From the break room, there shall be access to an outdoor patio. The patio shall be a minimum 20’ x 20’, with a gazebo, built-in barbecue stand, outdoor furniture, and outdoor lighting.

6. Auxiliary Facilities: The Transportation Building shall be provided with restrooms and other auxiliary rooms including a utility room, an electrical room, mechanical room, and a communication room. Restrooms shall be equipped with showers and lockers for a District-specified number of train operators.

7. Maintenance Cart Parking Area: If the building is located at a distance from the storage tracks, a covered parking area for the number of District-specified maintenance carts and charging stations shall be provided.

8.3 Yard Control Tower

A. General

The control tower is the central location for management and control of train movement in the yard. The tower control room shall be designed to support personnel occupancy working 24 hours a day, 7 days a week.

The Tower shall be located on one side of the yard, approximately midway between the two ends of the facility. The tower control room shall be approximately three stories high and shall provide an unobstructed, overall view of the yard areas. Building structure shall not be less than Type II and is classified as Group B. Fire separation shall be provided in accordance with CBC.

B. Building Structure

The building structure shall incorporate the train control room, which houses the train control equipment for the yard. Design requirements for the yard train control system are defined in the Facility Design/ Criteria/ ELECTRONICS/ Automatic Train Control System. The structure shall also include a mechanical equipment room for HVAC and other building mechanical systems. Where the control tower and transportation building are combined into one structure, the building layout shall take into account the individual needs of the tower, train control room, and transportation staff. The train control room shall be located on the ground floor with its own separate entrance.

C. Room Arrangement


The control tower room shall have a minimum area of 30’ by 30’, be environmentally controlled, and have raised floor tiles. Furniture shall include two workstations: one for the Tower Supervisor, and one for the Tower Controller. The workstations shall be arranged to provide an uninterrupted view of the yard areas. The room ceiling shall be constructed of suspended acoustical tiles. Lighting fixtures shall be the non-glare type.

The control room shall be self-contained with an adjoining restroom, break room/kitchenette, and other amenities within listening distance of the Supervisor and Controller’s workstations. The kitchenette shall be equipped with a microwave oven, sink with hot and cold water, refrigerator, coffee maker, and drinking fountain. A technician work area shall be provided which shall be equipped with an electronic/small electrical repair workbench. The restroom shall be provided with full-length lockers for a District-specified number of personnel.

D. Exterior Finish

The tower exterior shall have painted metal sidings over structural steel. Control room walls shall be lined with 6-foot high observation windows on three sides of the room. The glass windows shall be tinted and sloped to minimize glare. Overhang roof or other form of shading shall be provided to minimize glare or direct sunlight through the observation windows.

E. Vandal Proofing

In high vandalism areas, control room walls and glass windows shall be constructed of bullet-resistant materials.

F. Window Washing

Tower control room windows shall be designed with provisions for window cleaning without requiring fall protection for window washing personnel. Provisions can include catwalks or rotating/hinged windows.

8.4 Car Wash Building

Building structure shall not be less than Type II and is classified as Group H. Building coverage shall depend upon the location of the car wash system relative to other buildings and structures within the yard. Where the car wash system can impact adjacent structures due to overspray, the building shall cover the entire length of the car wash system. Otherwise, the building shall only house the weather-sensitive equipment including the electrical and electronic control systems, and auxiliary pumps and motors. The building shall have a steel frame and be steel clad. Spray walls shall be provided to contain overspray from wash arches and brushes. The building shall include rooms for detergent and cleaning supplies. Should the building configuration allow, provide an overhead or jib crane to move wash supplies.

8.5 Inspection Pit Structure

Structure covers inspection pit to provide weather protection to personnel working in the facility. A lightweight uninsulated steel frame structure with steel clad walls and roof shall be provided over the length of the pit. The structure shall be open on both ends, and shall be wide enough to accommodate a raised platform, 30 inches wide, along one side of the


structure. The platform shall be 39 inches above the plane created by the tops of the two running rails.

8.6 Car Cleaners’ Facility

Building structure shall not be less than Type II and is classified as Group B. A car cleaners’ building shall be provided for dispatching cleaning crews and for storage of cleaners’ vehicles, equipment, and supplies. The building shall be provided with a covered parking area for the number of District-specified maintenance carts and charging stations. The building shall have an enclosed area with a supervisor’s office, restroom, open area for crew staging, and cabinets and rooms for storage of cleaning supplies, tools, and equipment.

8.7 Test Track Building

Building structure shall not be less than Type II and is classified as Group B. A one-story building, steel framed and steel cladded, shall be provided to house test equipment and offices for personnel supporting test track activities. . The building shall cover the inspection pit with a 15-foot workspace all around except along one side, where 20 feet of workspace shall be provided. Each point of vehicle access shall have a steel roll-up door and an access door.

8.8 Traction Power Substation and Gap Breaker Station

Traction power facilities supplying power to the yard contact rail systems shall be provided. These facilities, including a substation and a gap breaker station, shall be located depending upon the contact rail system configuration. The facilities shall consist of outdoor transformers and metallic structures housing traction power conversion and switching equipment and associated devices in properly fenced areas. Design requirements for these facilities are defined in the Facility Design/Criteria/ELECTRICAL/Traction Power.

8.9 Blowdown Building

Blowdown Building – A structure covering the blow down pit to provide weather protection to personnel working in the facility. For further description of building, refer to Paragraph on Blowdown Pit Tracks herein.

9. SHOP BUILDING

9.1 General

Shop capacity shall be measured as the ratio of yard storage capacity to the number of car bays in the shop. This ratio shall be about 16.

The shop is divided into Primary and Secondary Maintenance. Primary maintenance deals with vehicle level repairs. The main function of Primary Maintenance is to keep cars in working order by performing quick-turnaround vehicle-level repairs. Additional functions of primary maintenance include structural and body repair, truck repair, and wheel truing. Secondary Maintenance, on the other hand, entails the repair of car parts or components that


have been removed from the cars in support of the Primary Maintenance functions. Because of their distinct scope of work activities, shop building layout shall provide a clear delineation between Primary and Secondary Maintenance areas. Primary maintenance shall be located in the main shop building. Depending on site availability, primary and secondary maintenance could be located in the same building or in separate buildings within the yard. Secondary maintenance might also be performed in a centralized facility.

In a combined building, a separate set of administrative offices and conference rooms for Primary and Secondary Maintenance shall be provided. Other building facilities could be for combined use, including the electrical room, communications room, lunch and break rooms, restrooms with lockers and showers, storerooms, utility rooms, training rooms, and other auxiliary rooms.

Shop layout design shall take into account repair workflow, adjacency and relationship between work activities and tasks, space allocations, equipment and personnel requirements, labor unions requirements, and work rules and regulations. Shop design considerations shall include the following:

• Proximity of the shop building to shop hold zones and yard storage tracks will minimize switching movements.

• Provide the District-specified number of vehicle work positions properly equipped with appropriate repair and test equipment for increased level of work efficiency.

• Grouping of related maintenance and cleaning activities to simplify workflow and supervision.

• Provisions for the use of heavy-duty lifting equipment and special tools. Equipment layout shall be designed to facilitate component cleaning, storage, staging, and workflow. Consideration shall be given to the size and shape of materials handled, personnel circulation, and forklift and other equipment circulation.

9.2 Building Design Requirements

The shop building shall be steel framed, steel cladded, and insulated with 70-foot concrete aprons on the front and back approaches. Building structure shall not be less than Type II F.R. and is classified as Group H. Fire separation shall be provided in accordance with CBC. The building shall be provided with concrete reinforced wainscot protection walls, approximately 4 feet high, in the main repair bay and in areas adjacent to heavy repair work areas and roadways running along the shop.

Floors shall be painted with durable, non-skid, two-part epoxy paint. In areas of heavy repair work such as the truck repair shop, floors shall be concrete utilizing hardeners or special aggregates. In areas of heavy moisture handling, floors shall be sealed with an appropriate sealing compound or shall have concrete admixtures added to produce a moisture-resistant surface.


10. PRIMARY MAINTENANCE

10.1 General

Primary Maintenance activities are performed in four main areas of the shop:

• Main Repair Bay – for inspections, maintenance, and vehicle-level component replacement

• Truck Repair Area – for truck, wheel, and axle work

• Accident and Body Repair Area – for structural and body repair, and painting

• Wheel Truing Facility – for wheel truing

Auxiliary areas in the shop include battery storage room, machine and welding shop area, and parts storage room.

10.2 Main Repair Bay

This area occupies the major portion of the shop building. The main repair bay is provided with vehicle work positions arranged over the shop tracks. The main repair bay shall be arranged with tracks running through the repair bay connecting to the lead tracks at the front and back end of the shop. Rails on these tracks shall be the tee section type, mounted flush to the floor. Tracks shall be spaced 24 feet center-to-center, allowing for minimum 10-foot workspaces between tracks. The outside track centerline shall be a minimum 15 feet from the building column face. Permanent equipment installations and building columns, if located between tracks, shall be arranged to allow unimpeded movement and maneuvering of tool carts, component droptables, forklifts, and other portable equipment.

Work positions in the quantity specified by the District shall be arranged on the repair bay tracks. Work positions shall be uniformly equipped with the same service equipment, to allow any type of work to be performed in any of the positions. Each car work position shall be provided with in-floor car hoists adequately rated to lift a vehicle for under-car access, disconnecting/connecting and dropping truck assemblies, visual inspection, testing, and other underbody repair work. Every lift shall be equipped with in-floor body supports, spinning posts, and an under-car lighting system. Body supports shall be positioned external to the track gage to allow unobstructed movement of fully assembled truck and collector shoe assembly.

Turntables shall be provided between vehicle work positions with cross-shop access to truck shop and truck storage areas. Turntables shall be powered, and shall be positioned to allow detrucking on any vehicle position without going under adjacent vehicle work positions.

Workspaces shall be provided with 1000 V dc stinger power, 480 and 208/110 V ac power, along with sufficient lighting, shop air, and de-ionized and domestic water. Portable lightweight stairs to allow access to under-car components of vehicles on lifts, and portable roll around light carts used to enhance car under-floor visibility, shall be provided.

One 20-ton and two 10-ton bridge cranes for lifting car components and sub-assemblies shall be provided for coverage of the main repair bay. Should the configuration be such that in-floor car hoists cannot be provided on all vehicle work positions, the 20-ton crane shall be


upgraded to a 40-ton capacity to allow lifting of a complete car assembly. Cranes shall be top running and top riding. The design of crane arrangement and coverage shall depend upon the quantity of repair bay tracks and work positions, and shall be coordinated with the District.

The main repair bay shall also include the following areas for storage of tools and equipment:

• An area reserved for parking of portable tool boards, tool carts, special test equipment, and other small tools.

• A tool crib in a lockable caged area with chain link fencing, for secure storage and check-in/check-out of special tools and equipment.

• Three lockable storage areas, one for each work crew shift, for storage of roll-away toolboxes.

• Specially designed, lockable storage cabinets for safekeeping of laptop computers and Portable Test Units (PTUs). These cabinets shall be located near the Foreworker's office.

Work support areas with shop equipment, including pedestal grinders, drill presses, workbenches, cleaning solvent cabinets, etc., shall be distributed in strategic locations throughout the main repair bay such as between vehicle work positions, along outside walls, and alcoves. These support areas shall also include space for parking of waste oil collection drums.

The main repair bay shall also include a janitor’s closet with environmentally compliant waste dumps and mop sinks.

10.3 Truck Repair Area

The truck repair area shall be designed and equipped with appropriate shop equipment for the repair of truck assemblies including suspension, braking, traction pickup, bearings, and other components. This area shall be provided with six truck work positions, with cross-shop tracks connecting to the turntables in the main repair bay. Each work position shall be equipped with a hydraulic truck lift for raising a truck assembly to an adjustable working height for work and tool access. Lift controls shall be installed three feet above floor level adjacent to the lift.

The truck repair area shall be located alongside and adjacent to the main repair bay. A 10-ton capacity overhead bridge crane shall be provided covering the entire truck repair area to allow lifting and transporting of truck assemblies between any sections in the area including the degreasing area, truck work positions, and storage locations. Two strategically located jib cranes, each rated 5 tons, shall also be provided for lifting axles and traction motors on and off the trucks in all work positions.

A separate walled area shall be provided for truck and component cleaning and degreasing. The degreasing area shall be equipped with a high-pressure hot water washer and steam cleaning equipment. The area shall be capable of steam cleaning large components, and shall be equipped with steel benches, parts cleaning racks, and parts cleaning cabinets. The area shall have continuous floor grating and a drainage system and shall include an industrial waste containment system for oil and sediments. The area shall be well ventilated and separated from the adjacent shop work areas with 8 ft. X 10 ft. bi-fold doors or heavy vinyl pass-through curtains to contain moisture and over spray within the degreasing area. A 2-ton


jib crane shall be provided for lifting components around the area. Design of this area shall meet required health and environmental protection standards regarding grease and dirt collection, and hazardous material storage and disposal.

Electrical cables, air and water piping, and other utilities shall run in floor trenches strategically laid out to account for future equipment rearrangement. Trenches shall be provided with galvanized steel covers.

A voltage regulator shall be provided to supply variable voltage to dc and ac traction motors and spin axles.

A work support area containing workbenches, grinders, heavy vises, drill presses, and other required shop support equipment shall be located within the truck repair area. Major shop equipment to support area work activities, including welding equipment, wheel boring, axle lathe, and magnetic particle device machines, shall be strategically laid out on the truck repair area main floor.

Manually-operated truck turntables shall be provided in the truck repair area, arranged to facilitate truck movement between any sections of the area, including the main floor area, degreasing area, truck work position areas, and storage areas.

An area shall be provided in the truck repair area for storage of repaired truck assemblies and wheel and axle sets. Space shall also be provided for storage of replacement parts and special tools.

10.4 Accident and Body Repair Area

A facility separate from the main shop building shall be provided for the repair of vehicle structural and body skin damage. This facility shall also be equipped for prep and painting of certain vehicle sections and components. The facility shall be a lightweight structure, approximately 90’ X 60’, with a 14’ X 14’ roll-up door on each track access, designed to maintain positive pressure, and shall be located with track access from one of the shop lead tracks. Floor hooks or eyes shall be provided for vehicle tie-down and for frame straightening.

Portable electric screw jacks shall be provided to allow for frame straightening capability. The ventilation and filtration system shall be of an environmentally-approved configuration. Electrical system components shall be specified for heavy-duty service and adequately rated for the type of hazardous location. This facility shall be equipped with required health and safety protection features, a dust collection and filtering system, spraying apparatus, holding fixtures, fire protection system, eye wash facilities, and an exterior storage area for paint and hazardous waste materials.

10.5 Wheel Truing Facility

A wheel truing facility shall be provided capable of performing work with wheel assemblies either on or off the car. Wheel truing facility shall be equipped to allow wheel truing of wheels either on or off the car. The facility shall be either an annex or a separate structure from the main shop building. Direct track access to the facility shall be provided from the main shop building.


The facility shall be sized to fully accommodate a vehicle with doors closed.

Wheel truing shall be accomplished by use of an under floor wheel milling or lathe machine that accommodates wheel truing without disassembly of wheel and trucks from vehicles, disassembly of dismounted trucks, or disassembly of wheels from axle sets. The wheel-truing machine shall be equipped with an automatic chip collection system equipped with a hopper, a conveying system, and an outdoor collection bin. The wheel-truing machine shall be equipped with the required gates, guards, strobe lights, alarms, and other safety equipment. A 2-ton jib crane shall be strategically located to allow milling heads to be lifted out of the pit to a bench for servicing. The crane shall be oriented to allow movement of wheel and axle sets onto the wheel-truing machine.

10.6 Battery Storage Room

A room, to be used as battery storage, shall be provided adjacent to the main repair bay or within the parts storage room. The room shall be separate, self-contained, ventilated, and designed for use as battery room in accordance with applicable codes. The room shall have adequate space to accommodate forklift operation.

The room shall be provided with racks for storage of batteries, and space for storage of electrolyte and de-ionized water. Also, a space shall be provided equipped with the necessary battery testing equipment.

10.7 Machine and Welding Shop Area

Machine and welding shop area shall be centrally located to service the main repair bay and the heavy component repair of the secondary maintenance shop. The area shall be sized to provide a flexible layout of shop equipment including grinders, milling machine, drill press, cut-off saw, power hacksaw, 50-ton arbor press, and other related shop equipment. Electric welding and cutting equipment for various ferrous and aluminum metals shall also be provided. The area shall also include workbenches, special tools storage cabinets, mechanics toolbox, parts washer, and welding and fabrication tables.

Electrical cables, air and water piping, and other utilities shall run in floor trenches strategically laid out considering possible future equipment rearrangement. Trenches shall be provided with galvanized steel covers.

10.8 Parts Storage Room

The shop building shall include a parts storage room with a floor area equivalent to 40 percent of the main repair bay area. Storage spaces shall incorporate shelves, racks, bins, shall parts cabinets, and racks for pipes, glass, plates, and metal parts. Automatic parts retrieval bins shall be provided, where feasible. Aisle spaces shall be wide enough to allow maneuvering of forklift equipment. The parts storage area, if in two floors, shall include a freight elevator for forklift access to the second floor area.

The parts storage room shall include loading and receiving docks with access by delivery trucks. Also offices shall be provided for storeroom supervisor and support staff.


11. SECONDARY MAINTENANCE

11.1 General

The Secondary Maintenance activities entail the repair of components removed from the vehicles. Repaired components are taken to the Storeroom for future use. Work areas, particularly those involving repair of electrical and electronic control components, require clean rooms and, therefore, shall be physically separated from the Primary Maintenance work areas. Secondary Maintenance work activities are classified in three categories, namely:

• Heavy Component Repair

• Electro-Mechanical Repair

• Electronic Repair

11.2 Heavy Component Repair

Heavy component repair involves the repair of truck sub-assemblies including gear boxes, traction motors, brake assemblies, suspension assemblies, couplers and draft gears, and other heavy components.

The Heavy Component Repair Area, which shall be adjacent to the Truck Repair Shop, shall include separate areas for the following:

• Gear Box Repair Area

• Traction Motor Repair Area

• Axle Evaluation and Spin Test Area

• Machine Shop Area

• Electroplating Area

The traction motor repair area, due to the volume of work involved, could occupy the majority of the heavy component repair area. Each work area shall be provided with the set of shop equipment appropriate for its work activities. As an example, the gear box repair area shall be equipped with shop equipment and accessories including drill presses, grinders, vises, workbenches, fabrication tables, storage cabinets, parts cleaning tanks, and space for mechanics toolboxes. Traction motor repair equipment and workrooms shall be defined depending upon the extent of repair capability to be performed in the shop location. Jib cranes shall be provided, where required.

The overhead crane in the truck repair area shall provide coverage to the different areas of the Heavy Component Repair Area.

11.3 Electro-Mechanical Repair Shop (EMRS)

Work activities in the Electro-Mechanical Repair Shop (EMRS) involve the repair of vehicle sub-assemblies including: HVAC, brake hydraulic, power conditioning equipment, door operators, air compressors, etc. The EMRS work area shall be provided with at least four


computer stations, centrally located, for common use by employees to monitor and track parts and inventory.

The EMRS consists of several work sections, each with specific work responsibilities, and separate work area or room. Layout of work areas and rooms shall take into account adjacency and workflow. Work areas or rooms and their minimum required workspaces are described below.

A. Cable Harnessing Area - 20 feet by 40 feet and shall include a crane

B. Seat Upholstery Area - 10 feet by 20 feet

C. Propulsion Blowers and Brake Grids - 20 feet by 20 feet and shall include a crane

D. Door Operators - 10 feet by 20 feet.

E. Leveling Valves and Electrical Coupler Heads - 10 feet by 20 feet

F. Hydraulic Repair Area - shall include a separate clean room equipped with specialized test bench and CPU equipment. The room shall be positive pressure with its own environmental controls, and be equipped with test benches to perform high pressure hydraulic testing and brake cycle testing. The room shall be at least 20 feet by 60 feet and shall have drop ceiling. Repair and assembly of brakes and hydraulic components shall be performed in a separate area adjacent to the clean room.

G. Air Compressors - 20 feet by 40 feet and shall include a crane

H. Power Conditioning Equipment Room – Components repaired in this area include inverters, low voltage power supplies (LVPS), thyristors, capacitors, antennas, relays, etc. A separate room shall be provided at least 60 feet by 60 feet, and shall include a crane. The ends of the room shall contain 480 V power outlets and 1 kV stinger devices. Power test equipment shall be provided to enable overload testing of electrical components.

I. Auxiliary Power Supply Equipment (APSE) and Inverter Testing and Motor Control Boxes - A separate room shall be provided, at least 40 feet by 60 feet, and shall include two cranes. The ends of the room shall contain 480 V power outlets and 1 kV stinger devices.

J. Heating, Ventilation, and Air-Conditioning (HVAC) Shop – A separate room shall be provided, at least 40 feet by 60 feet and shall include two cranes. The ends of the room shall contain 480 V and 220/110 V ac power outlets. Power test equipment shall be provided to enable overload testing of equipment.

Each room or work area shall be provided with the required utilities such as electrical power, compressed air lines, etc. The following minimum equipment shall also be provided in each room or work area:

• Electro-mechanical workbenches

• Storage area for rollaway tool chests

• Component parts storage racks


• Storage cabinets

11.4 Electronic Repair Shop (ERS)

The Electronics Repair Shop (ERS) is responsible for the repair of revenue vehicle-borne communications and electronic controls for propulsion systems, brake systems, door operation, Heating, Ventilation and Air Conditioning (HVAC), Auxiliary Power Supply Equipment (APSE), and Automatic Train Control (ATC) system. This section is also tasked with the testing and repairing of wayside train control, fare collection, radio, and communications equipment as well as the maintenance of primary test equipment for vehicle and wayside equipment.

The ERS room shall be designed with high efficiency filters, positive pressure, drop ceiling, anti-static floors, and lighting system appropriate to the work being performed. The ERS shall be provided with the required test equipment, Integrated Bench Test Units (IBTUs), repair tools, etc. needed to diagnose and repair vehicle parts and components. Hazardous materials handling and storage equipment shall be provided. A room adjacent to the circuit board repair area shall be equipped with a board washing facility that includes the use of ultrasonic water and cleaners along with a drying facility. This room shall have adequate ventilation.

A shipping and receiving area with file cabinets, shipping bench, and packaging material storage shall be provided.

The ERS consists of several work sections, each with specific work responsibilities, and separate work area or room. Layout of work areas and rooms shall take into account adjacency and workflow. Work areas or rooms shall, unless otherwise noted, be at least 20 ft. by 20 ft, and shall include the following:

A. A2/B2 HVAC Controls

B. C1/C2 HVAC Controls

C. A2/B2 Propulsion Logic Repair

D. C1/C2 Propulsion and Friction Brake Logic Repair

E. A2/B2 Auxiliary Power Supply Equipment (APSE) and Central Power Unit (CPU)

F. C1/C2 APSE

G. Vehicle and Portable Communications

H. Low Voltage Power Supply (LVPS) and Inverter Power Supply (IVPS)

I. Car-borne Automatic Train Control (ATC)

J. A2/B2 Hydraulics and Electronic Control Unit (ECU)

K. Car Control and Door Operators

L. Automatic Fare Collection (AFC)


M. Vital Relays and Maintenance Vehicle Detection Device (MVDD)

N. Wayside Automatic Train Control

O. Auxiliary Power Supply Equipment (APSE) Power Lab - This area shall be at least 60 feet by 60 feet, and shall include two large high voltage test units, and a Soft-Test computer workstation and cabinet. In addition, the area shall also include six storage cabinets and two racks with shelves capable of storing and managing circuit board parts and sub components.

Each work area shall be provided with the following minimum items of equipment:

• Three workbenches

• Four rollaway tool chests for storage of cables and peripherals

• One Integrated Bench Test Unit (IBTU)

• One layout table 4 ft. by 6 ft.

• One component parts storage rack 6’ tall by 8’ long by 3' deep including four shelves

• Three storage cabinets

• One multi-layered reference material book shelf

• One computer workstation with a computer, printer, and other accessories

12. YARD AND SHOP ELECTRICAL SYSTEM

The yard and shop facility shall be provided with electrical and electronic systems to support the work activities performed in this location. The electronics systems, particularly the communication systems, shall be connected to the systemwide communication backbone system to form part of the overall District communication system infrastructure

Electrical systems within the facility include the traction power and electrical lighting and power distribution systems.

12.1 Traction Power System

Traction power is the system that supplies 1000 Vdc motive power for vehicle movement on electrified tracks. This system includes the traction power substation and contact rail system along with switchgear and control equipment. Detailed requirements are defined in the Facility Design/Criteria/ELECTRICAL/Traction Power.

A separate 1000 V dc stinger system is provided in the shop building to power up for testing of the vehicle’s auxiliary electrical system. Power to this system is supplied from the 480V shop ac power distribution system and is converted to 1000 Vdc by the stinger units. Detailed requirements for stinger units are defined in the Facility Design/ Criteria/ ELECTRICAL/ Yard and Shops.


12.2 Facility Electrical System

Electrical lighting and power distribution is the system that supplies power to lighting circuits and power loads to support the various types of work performed in the facility. Power supply to the facility shall be from two redundant feeders for increased reliability. The two feeders shall be arranged in a double-ended configuration, and provided with automatic transfer between feeders. In addition, Uninterruptible Power Supply (UPS) shall be furnished to supply power to Fire/Life/Safety, Communications, and Computer Systems in the event of power failure from the utility. Refer to detailed system requirements as defined in the Facility Design/Criteria/ELECTRICAL/Electrical Power and Lighting.

12.3 Site Lighting

Lighting system shall be designed to provide adequate illumination for the type of work activities performed in each of the section or areas of the yard and shops. Yard lighting shall be contained within the yard surface area and provided with glare shields to avoid dispersal or spillover lighting to adjacent land uses. Yard lighting shall be provided with photocell control for automatic switching at night. The location of light towers or poles shall be selected so that they are accessible, minimize shadows, and so that they do not interfere with personnel work activities or transit vehicle movements. Detailed lighting requirements are defined in the Facility Design/Criteria/ELECTRICAL/Electrical Power and Lighting.

12.4 Yard Blue Light Stations

Blue Light Stations, each indicated by a blue light, are provided in strategic locations within the yard for use during emergency conditions. Each blue light station is equipped with an emergency trip station to disconnect traction power within the yard, and an emergency telephone to communicate directly with the Tower Supervisor. Detailed requirements and locations of Blue Light Stations in the Yard and Shops are defined in the Facility Design/ Criteria/ ELECTRICAL/Traction Power.

13. TRAIN CONTROL SYSTEM

Train operations in the yard and shop shall be governed by a train control system by processing train routing and allow safe train movement. Design of the trackwork configuration shall be coordinated with the train control design to provide operations flexibility and allow simultaneous train routing within the facility.

The train control system in the yard and shop may be subdivided into different sections including the Transfer Tracks, Yard Control Area, and Shop Local Control Area. The transfer tracks, located at the entrance to the yard, provide the physical separation between mainline leads and yard trackage. They also serve as a transfer area between automatic mode for mainline revenue operations and manual mode for yard operations. To achieve these operational requirements, audio frequency track circuits with cab signaling and detection are used in this area.

The Yard Control Area is under the full control of the Tower Supervisor and consist of a system of tracks for dispatching and receiving trains to and from the transfer tracks, build or alter train consists, and distribute vehicles for storage and repairs. Train operations in this


area are under yard manual mode. Storage tracks are used to layover vehicles while not in service and, therefore, no train detection is provided in this area. Relay tracks are used to reverse train direction and perform make/break operations.

Train movement in the Shop Local Control Area is under the supervision of the Shop Foreman. Transfer of vehicles between yard and shop areas is coordinated between the Tower Supervisor and the Shop Foreman. Tracks in this area use non-vital circuits and local control rated switch machines (speed fraters).

The train control system in the yard uses a microprocessor-based interlocking control system. This new state-of-the-art system shall be implemented for any new construction of yard and shops.

Detailed design requirements for the yard and shop train control system are defined in the Facility Design/Criteria/ELECTRONICS/Automatic Train Control System.

14. COMMUNICATION SYSTEMS

Communication systems in the yard and shops facility shall include a Private Automatic Branch Exchange (PABX) telephone system, Public Address system, Closed Circuit Television System and Emergency Telephone System. The yard and shop shall be served by the systemwide Supervisory Control and Data Acquisition (SCADA) system. In addition, radio coverage from the systemwide Trunked Radio System shall be available in all areas of the facility. Detailed requirements for each of these communication systems are defined in the corresponding sections of the Facility Design/Criteria /ELECTRONICS.

14.1 PABX Telephone System

A PABX Telephone System compatible with the systems installed in existing District facilities shall be provided. The system shall be capable of dial-up service from any telephone set, direct dialing 911 emergency call access, public address system access, and outside access to the telephone utility company. The PABX system shall provide intercom service between the Yard Tower and designated locations within the yard and shop including the Shop Foreworker’s office, Transportation Building break room, and the yard entrance gate. The PABX system shall be interfaced with and connected to a designated main PABX system to be identified by the District. Detailed design requirements are defined in the Facility Design/Criteria/ELECTRONICS/Telephone Systems.

14.2 Public Address System

A public address system shall be provided within the shop building for employee paging. Announcements to the PA system shall be made only from PABX telephone sets within the shop building and in the yard tower console. Detailed design requirements are defined in the Facility Design/Criteria/ELECTRONICS/Public Address System.

14.3 Emergency Telephone System

Emergency Telephones shall be provided in Blue Light Stations located in the yard areas. Lifting the handset shall cause the identification of originating call location and immediate


communication to the Tower Supervisor. Communications in the emergency telephone system are automatically recorded. Detailed design requirements are defined in the Facility Design/ Criteria/ELECTRONICS/Telephone Systems.

14.4 Closed Circuit Television (CCTV) System

A CCTV system shall be provided for security surveillance within the yard and shop facility. In addition, the CCTV system shall provide a secondary means for the Tower Supervisor to monitor vehicle movement within the yard area. Monitoring equipment shall be provided in the administration office and in the Foreworker’s office for cameras in the shop area. Monitoring equipment shall be provided in the yard tower for cameras located within the yard areas. Detailed design requirements are defined in the Facility Design/ Criteria/ ELECTRONICS/ Closed Circuit Television System.

14.5 Supervisory Control and Data Acquisition (SCADA) System

SCADA system shall provide the Tower Supervisor the capability to remotely monitor and control yard and shop systems and their associated equipment. Systems supervised include but not limited to the traction power system, fire alarm system, communication systems, power distribution system, and other yard and shop systems. The SCADA system shall interface with the New Yard Management System for the implementation of the control and monitoring functions by the Tower Supervisor. Detailed design requirements are defined in the Facility Design/Criteria/ELECTRONICS/Supervisory Control and Data Acquisition System.

14.6 Trunked Radio System

Radio communications provide the primary means of communications between Tower Supervisor, train operators, and other personnel within the facility. A Personal Computer (PC) based trunk radio dispatch console system shall be provided in the Yard Tower. Antennas shall be provided and located to ensure adequate coverage in all areas of the yard and shops including building offices and workrooms. System requirements are defined in the Facility Design/Criteria /ELECTRONICS/Trunked Radio System.

15. COMPUTER AND CONTROL SYSTEMS

Computer and control systems in the yard and shop facility include the New Yard Management System (NYMS), Local Area Network (LAN), and associated subsystems for connection of the NYMS and LAN to the systemwide communication backbone (BARTnet) infrastructure.

15.1 New Yard Management System (NYMS)

NYMS is a network of computer hardware and software, which serves as the means for the Tower Supervisor to manage train operations and the control and monitoring of yard and shops systems and their associated equipment. NYMS interfaces with the microprocessor based train control system to allow the Tower Supervisor to control point-to-point routing of trains within the yard. NYMS also interfaces with the Supervisory Control and Data


Acquisition System for the implementation of the Tower Supervisor’s control and monitoring functions of the electrification system and other subsystems. Control functions include the ability by the Tower Supervisor to operate breakers and control power on any traction power contact rail section or electrical power distribution section. Monitoring functions include the real-time reporting of equipment operating status and the receipt of alarm conditions resulting from equipment failures. NYMS also support car wash and turntable operations. System requirements are defined in the Facility Design/ Criteria/ ELECTRONICS/ New Yard Management System.

15.2 Local Area Network (LAN)

LAN is a subsystem interconnecting computers in a facility. A LAN shall be provided, including servers and associated hardware, to interconnect computers within the facility to support administrative functions related to yard and shop operations

15.3 Interfaces with BARTnet

Communications and computer systems within the yard and shop facility shall be interfaced with the systemwide communication backbone (BARTnet) infrastructure for their operation with the overall BART operating network.

16. SERVICE ROADS, ACCESS AISLES, AND PARKING

16.1 General

Design of roadways shall conform to Fire Department regulations and, where appliable, the requirements of local jurisdictions.

16.2 Exterior Service Roads

An exterior service road shall be provided to connect the yards and shops facilities to the nearest public thoroughfare. Ingress to the yard shall be through a controlled gate with video monitoring, remote control gate operations, and be equipped with BART key-access system.

16.3 Interior Service Roads

Interior service roads shall be provided to allow vehicle access to yard and shop areas and support facilities. Fire hydrants shall be located at 300 ft. intervals along the interior service road. The roadway shall have adequate clearance from yard and shop tracks to prevent collisions or contact between road and on-track vehicles, except at road/track crossings. Where roadways run parallel to yard tracks, third rail for adjacent track shall be installed on the side opposite the roadway. Otherwise, barriers or curbing shall be provided between roadway and the adjacent track. Service roads that are dead-ended shall be provided with turn-around areas. Refer to the Facility Design/Criteria/CIVIL/Basic Design Policies for additional requirements for roadways.


16.4 Cartways and Walkways

Paved access aisles shall be provided for use by maintenance and cleaning crews in maintenance carts. For cartways and walkways, refer to Facility Design/ Criteria/ CIVIL/ Basic Design Policies.

16.5 Parking Areas

Parking areas shall be provided for employees, visitors, and delivery vehicles. Parking areas shall be located within the fenced area, and shall be distributed to serve each yard and shop facility. Parking spaces shall accommodate the maximum number of employees per shift plus 50 percent, and shall be adjacent to Shops, Transportation Building, Control Tower, and other facilities. Spaces for repair and work truck parking shall also be provided.

17. SECURITY

Facilities within the yards and shops area shall be equipped with a key access system to limit entry only to authorized personnel. Facilities such as train control rooms shall be equipped with the standard BART master lock system.

17.1 Fencing

For yard facility fencing requirements, refer to Facility Design/ Criteria/ CIVIL/ Miscellaneous standards, 2.4 Fencing for Protection Against Vandalism, except that fence height shall be 10 feet. Alternative fence design with 10-foot high CMU wall shall be provided where directed by the District. Trees and street furniture shall be located with adequate separation from the perimeter fence to prevent their use by trespassers.

17.2 Barriers

Yard, transfer, and shop tracks shall be separated from adjacent mainline tracks and test tracks by a barrier, fence, or wall to prevent inadvertent access by yard and shop personnel to high speed tracks. Test tracks and mainline tracks shall be similarly separated from each other.

For barrier requirements between access roads, cartways, and tracks, refer to Facility Design/ Criteria/ CIVIL/ Basic Design Policies.

18. MECHANICAL SYSTEMS

18.1 Fire Protection System

These systems include sprinkler systems, standpipe systems and building fire extinguishers.

For detailed requirements, refer to Facility Design/Criteria/MECHANICAL/Yards and Shops.


18.2 Ventilation System

These systems include ventilated and conditioned spaces including shops, offices, conference rooms, restrooms, locker rooms, break rooms, etc. Also included shop spaces requiring specialized ventilation systems such as the pits in the blowdown facility, brake and electronic diagnostic shops, paint shop, traction motor shop, etc.


18.3 Storm and Sanitary Sewers

These systems include storm drainage system, sewer drainage system, and industrial waste drainage system.


18.4 Emergency Eyewash Locations

These systems include emergency eyewash and emergency shower systems.

For detailed requirements, refer to Facility Design/Criteria/MECHANICAL/Yard and Shops.

18.5 Water Systems

These systems include potable water systems, de-ionized water systems, softened water systems and specialized water systems.


18.6 Compressed Air Systems

These systems include compressed air systems.


18.7 Natural Gas Systems

These systems include natural gas systems.


18.8 Specialized Systems

These systems include specialized systems such as ovens, dipping tanks, large and small parts washers, cyclone separators, large quantity dust removal systems, fine particle filtration systems, etc. Also included are process water systems, pressurized cleaning systems, parts washers/cleaning room systems, specialized process water systems, etc.


For detailed requirements, refer to Facility Design/Criteria/ MECHANICAL/ Yard and Shops.

18.9 Parts Handling and Storage Systems

These systems include shipping and receiving systems, parts handling systems, gas and fluid storage systems, and parts storage systems.

For detailed requirements, refer to Facility Design/ Criteria/ MECHANICAL/ Yard and Shops.

18.10 Waste and Recycling Systems

These systems include garbage compaction and disposal systems, oil, grease and chemical disposal systems, solid and liquid recycling systems, and chemical treatment systems.

For detailed requirements, refer to Facility Design/Criteria/ MECHANICAL/Yard and Shops.

19. SITE UTILITIES

Drainage - Design of a yard drainage system shall meet the requirements of the Facility Design/Criteria/CIVIL/Drainage, with the exception that track drains shall be at 300 foot maximum spacing for storm drain catch basins.

Fire Protection – Design of a yard fire protection system shall meet the requirements of the Facility Design/Criteria/MECHANICAL/Yard and Shops with the exception that hydrants shall have be at 300 foot maximum spacing.

20. SIGNAGE AND GRAPHICS

For safety aspects, proper signage and labeling of areas and equipment, i.e. crane capacities, high voltage areas, volatile fume areas, hazardous materials storage areas, pitted areas, welding areas, battery servicing areas, fork lift passageways, and other areas which may constitute a hazard to personnel, equipment, or facilities shall be provided. Building letters, room numbers should be provided for proper identification. Some of the needed signage and graphics include: Electric third rail signs on fences, car lengths on the car wash track, and car length signage on transfer tracks.

For details refer to Facility Design/Criteria/ARCHITECTURE/Signage.

21. SUMMARY OF AUXILIARY EQUIPMENT

A preliminary list of auxiliary equipment in the different yard and shop locations has been developed and is included in Figure 7. This list is preliminary and shall be developed as part of a design development for a yard and shop facility.


FIGURE 7 - REVENUE VEHICLE SHOP EQUIPMENT

Sect. No. Item No. Description Qty.

1 Cyclone Dust Filter/Separator 2 2 Oil/Water Sep. and Reclaim. 1 3 Air Filtration System 1 4 High Pressure Hot Water Washer 1

4.4 Blow Down Pit

5 1000 V dc Stinger System 1 5.4 Car Wash Building 6 Car Wash System Complete 1

7 Car Cleaners’ Electric Cart TBD 5.6 Car Cleaners’ Facility 8 Electric Cart Charging Station 8 9 20-Ton Bridge Crane 1

10 10-Ton Bridge Crane 2 11 In-Floor Car Hoist TBD 12 Car Body Stand and Spin Post TBD 13 In-Floor Truck Turntables TBD 14 Lube Reels and Distribution System 1 15 Trash Compactor System 1 16 Glass Recycle Collector System 1 17 Portable Stair TBD 18 Light Cart TBD 19 Portable Test Units (PTU) TBD 20 PTU Storage Cabinet 2 21 Grinder 3 22 Sander 3 23 Parts Cleaner 2 24 Water Softening System 1 25 3000 Lift Table 2X4 2 26 3000 Lift Table 4X8 1 27 Storage Cabinet TBD 28 Portable Transmission Jack 2 29 Hydraulic Flush Cart 1 30 Portable DTE Cart 3 31 DTE Cables/Connectors 3 32 DTE Storage Cabinet 3

7.2 Main Repair Bay

33 Welding Equipment Set 1


FIGURE 7 - REVENUE VEHICLE SHOP EQUIPMENT Sect. No. Item No. Description Qty.

34 Portable Welding Hood and Curtain 1 35 Work Bench TBD 36 Layout Table TBD 37 Storage Rack TBD

7.2 Main Repair Bay (cont’d)

38 Tool Room Equipment TBD 39 1000 V dc stinger system 1

40 Hydraulic Truck Lifts 6 41 10-Ton Bridge Crane 1 42 2-Ton Jib Crane 3 43 Steel Workbench 4 44 High Pressure Hot Water Washer 1 45 Heavy Duty Parts Washer 1 46 Waste Oil Retention Tank 1 47 Industrial Oil/Grease Trap 1 48 Gravity Floculation System (NovaChem) 1 49 Oil Skimmer 1 50 Parts Cleaning Rack 6 51 Voltage Regulator (for Motor Spin) 1 52 Grinder 2 53 Sander 2 54 Axle Lathe 1 55 Boring Mill 1 56 Double-End Hydr.Wheel Press - 150 Ton 1 57 Magnetic Particle Tester 1 58 Racks/Fixtures TBD 59 Tool Boards 3 60 Tool Carts 3 61 Welding Equipment Set 1

7.3 Truck Repair Area

62 Portable Welding Hood and Curtain 1 63 Frame Jacks and Floor Tie Down Eyes 1 64 Paint Booth 1 65 Welding Equipment Set (Ferr. & Alum.) 1 66 Portable Welding Hood 1 67 Portable Screw Jack - Car Set 1 68 Sheet Metal Break 1 69 Sheet Metal Roll 1 70 Power Metal Shear 1 71 Metal Worker 1

7.4 Body Repair Area

72 Punch Machine 1



73 Under Floor Wheel Milling Machine 1 7.5 Wheel Truing Facility 74 2-Ton Jib Crane 1 75 Battery Charging Equipment TBD 76 Battery Testing Equipment TBD 77 Battery Storage Racks TBD 78 Electrolyte Dispensing Equipment 2

7.6 Battery Storage Room

79 Battery Cables and Storage 2 80 Lathe 2 81 Vertical Milling Machine 1 82 Horizontal Milling Machine 1 83 Band Saw 1 84 Power Hack Saw 1 85 Cut-Off Saw 1 86 Precision Grinder 2 87 Drill Press 1 88 50-ton Press 1 89 Arbor Press 1 90 Welding Equipment Set (Ferr. & Alum.) 1 91 Steel Top Weld Bench with Fixed Hood 4 92 Portable Welding Hood and Curtain 1 93 Workbench 4 94 Storage Cabinet 4 95 Parts Washer 2

7.7 Machine and Weld Shop

96 Layout Tables - 4X8 2 97 Shelving and Racks TBD 98 Bins and Cabinets TBD 99 Specialized Racks - Glass, Pipes, etc. TBD

100 Automatic Parts Retrieval System 1

7.8 Parts Storage Room

101 Fork Lift Charging Equipment 2 102 10-Ton Bridge Crane 1 103 Machine Shop Tools TBD 104 Gear Box Repair Fixtures/Stands 6 105 Traction Motor Repair Fixtures/Stands 6 106 Motor/Alternator Test Stand 3 107 Variable High Voltage P.S. (AC/DC) 1 108 Axle Stand and Spin Test Equipment 2 109 Electroplating Equipment 1 110 Traction Motor Repair Equipment TBD 111 Parts Washer/Degreaser 1

8.2 Heavy Component Repair

112 Workbench 10



113 Parts Storage Rack 20 8.2 Heavy Component Repair (cont’d) 114 Storage Cabinet 10

115 2-Ton Jib Crane 8 116 CPU Test Equipment 1 117 Workbench 10 118 Parts Storage Rack 20 119 Storage Cabinet 10 120 Hydraulic Brake Test/Cycle Equip. 1 121 Environmental Temp. Equipment (Oven) 2 122 Freon Recovery System 1 123 Vacuum Pump 1 124 Leak Detection Machine 1

8.3 EMRS Shop

125 HVAC Test/Cycle Equipment 1 126 Integrated Bench Test Unit TBD 127 Circuit Board Wash and Dry Equip. 1 128 Workbench (Electronic) 16 129 Layout Table (Non-Conductive) 16 130 Parts Storage Rack 16 131 Storage Cabinets 54 132 Book Shelf 16 133 Computer Work Station 16 134 APSE Load/Test Equipment 1 135 High Voltage Test Unit 2 136 Soft Test Work Station 1 137 Soft Test Computer 1

8.4 Electronics Repair Shop

138 Large Parts Storage Rack 2

END

RELEASE – R2.1 ARCHITECTURE - WAYFINDING AND SIGNAGE BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 56 FACILITY DESIGN - CRITERIA


WAYFINDING AND SIGNAGE

CONTENTS

ARTICLE TITLE

1. GENERAL 1.1 APPLICATION 1.2 REFERENCE STANDARDS 1.3 PURPOSES OF WAYFINDING AND SIGNAGE 1.4 WAYFINDING AND USER GROUPS 1.5 WAYFINDING AND USER GROUPS – TRANSIT HUBS 1.6 DESIGN PRINCIPLES - WAYFINDING 1.7 DESIGN PRINCIPLES - SIGNAGE

2. SIGNAGE TYPES 2.1 TRANSIT WAYFINDING AND IDENTIFICATION 2.2 REGULATORY SIGNS 2.3 ADVERTISING AND CONCESSION SIGNAGE 2.4 SAFETY AND SECURITY SIGNAGE 2.5 TEMPORARY SIGNS AND BANNERS 2.6 TACTILE SIGNS

3. SIGN FORMAT AND DESIGN 3.1 INTERNATIONAL PICTOGRAMS 3.2 BART ADOPTED PICTOGRAMS 3.3 TRANSIT OPERATOR LOGOS 3.4 CONSISTENCY OF SIGN FORMAT AND DESIGN

4. SIGNAGE LOCATIONS 4.1 PLACEMENT SPATIAL HIERARCHY 4.2 TRANSIT AND TRANSIT DESTINATION WAYFINDING 4.3 LOCATIONS

5. SIGN CONVENTIONS 5.1 BART-ADOPTED PICTOGRAPHS: 5.2 ARROWS 5.3 MESSAGE CONVENTIONS 5.4 TYPEFACE 5.5 COLORS 5.6 DIMENSIONS

6. MATERIALS AND CONSTRUCTION

7. SIGN ILLUSTRATIONS: INTERIOR 7.1 TRANSIT-RELATED WAYFINDING 7.2 TRANSIT-RELATED IDENTIFICATION 7.3 SYSTEM INFORMATION, MAPS & WAYFINDING


7.4 REGULATORY 7.5 SAFETY AND SECURITY SIGNAGE 7.6 TEMPORARY SIGNS AND BANNERS

8. SIGN ILLUSTRATIONS: EXTERIOR 8.1 STATION EXTERIOR: STATION IDENTIFICATION 8.2 STATION EXTERIOR: PARKING IDENTIFICATION & REGULATORY



WAYFINDING AND SIGNAGE

1. GENERAL

This Section describes criteria for wayfinding and signage starting from the community to BART, through the BART system, and then from BART back into the community.

1.1 APPLICATION

This section applies to all BART facilities including passenger stations, garages, parking lots, and other facilities. Wayside facilities include line sections, traction power substations, vent structures, yards and shops, other BART facilities as required by the District.

This section applies to signage for those traveling to and away from BART stations by bicycle, automobile, and on foot and for those connecting to and from other transit systems. Note that signage away from District property is subject to requirements of and collaboration with other jurisdictions.

Utilize wayfinding and signage criteria to develop signage for both new facilities and for retrofitting and maintaining signage at existing facilities. These criteria shall be used to develop an on-going signage program adaptable to changing needs for permanent and temporary signage.

Where Transit-Oriented Development (TOD) exists or is developed at a BART station, wayfinding and signage should be developed jointly by the District and developer or community leaders. Refer to the Appendices/ District Programs and Guidelines/ BART Transit-Oriented Development Guidelines for additional information.

This section may serve as a tool for wayfinding system planning by other agencies within the BART area, particularly for other transit operators with connecting service. In particularly, ADA compliance and universal design for wayfinding have wide application.

1.2 REFERENCE STANDARDS

• California Building Code

• California Fire Code

• California Accessibility Regulations

• California Vehicle Code

• “Traffic Manual”, State of California Department of Transportation

• “Construction Manual”, State of California Department of Transportation

• “Manual on Uniform Traffic Control Devices for Streets and Highways”, U.S. Department of Transportation

• The American Institute of Graphic Arts, AIGA


• U.S. Department of Transportation, Reproduction Art and Guidelines

• BART TOD Guidelines

• BART Access Guidelines

• BART Access Plan

• ADA and ABA Accessibility Guidelines for Buildings and Facilities (ADA means Americans with Disabilities Act and ABA means Architectural Barriers Act)

• Transportation Research Board, Transit Cooperative Research Program (TCRP)

• TCRP Report 12, Guidelines for Transit Facility Signing and Graphics

In addition to the specific signage design requirements specified herein and illustrated, refer to TCRP Report 12, Chapter 6, for general signage design guidelines.

1.3 PURPOSES OF WAYFINDING AND SIGNAGE

A. Wider Purpose: Wayfinding should reach out to the public to guide them to the BART system, guide people through station areas, stations, vehicles, and then out through stations to the community once more or to other transit systems and then on to their ultimate destination. It is the wider purpose of these criteria to increase the ease of using public transportation and increase people’s mobility.

• Due to the wider purpose, it is the intention of these criteria to be used in partnerships with airports, other transit operators, and cities to improve signage. These criteria recommend that BART participate in the adoption of wayfinding conventions to be used to improve connectivity among transportation agencies. Connectivity conventions should extend wayfinding into the communities beyond the transportation stations and stops.

B. Basic Purposes:

• To efficiently and safely guide and direct the public in use of the BART system and to their connections to other transportation systems including schedule information and information regarding transfers among different transit systems.

• To safely and efficiently guide BART employees in their roles in operations and maintenance of the BART System and guide emergency personnel in their tasks protecting patrons and facilities.

• Comply with code and regulatory requirements, i.e. Americans with Disabilities Act, building code, and California Public Utility Commission requirements.

• Advertisements and concession related signage help earn revenue for the District which helps defray operating costs and control fare rates. In addition, advertisements also offer information and entertainment to BART patrons, and concessions offer their services and goods.


1.4 WAYFINDING AND USER GROUPS

A. Beginning at the BART patron’s starting point (home, airport, hotel, or office), wayfinding guides the individual to BART. Within the BART system, wayfinding guides patron from sidewalk or parking lot to station entry, to fare collection machines and system maps through fare gates and to correct platform. Within the train, too, wayfinding helps orient riders to the BART system and verify their transfer or end station. Station wayfinding resumes when patrons exit the train to either transfer to another BART line or to leave the station. Wayfinding continues through the station area and on to the patron’s destination. In some cases, wayfinding guides the individual to another transportation system which connects to the BART system. Wayfinding and other information in regard to connections to other transportation systems (bus, other rail, taxi, ferry, and shuttle) are discussed under “transit hubs” herein.

B. Wayfinding addresses needs of various groups, including bike riders, pedestrians, disabled patrons, and those traveling by automobile or other transportation system such as bus or light rail.


Plan of Millbrae Station area showing vehicular approach routes.

.


Plan of Millbrae Station area showing pedestrian & bicycle approach routes.

C. Use BART logo as part of wayfinding signs.


D. Patrons looking for BART station from freeways and roads are served by roadside signage.

E. Patrons navigating city streets, as they approach a station, benefit from signage which addresses various wayfinding questions, i.e. station, general parking, and disabled parking locations and whether the specific route is for cars, bikes, and pedestrians. Note, that specific signs are subject to negotiation with the local jurisdiction.

F. Signage at bus stop shelters identifies specific bus stops and directs patrons to adjacent BART station.


G. Signage at station entry both identifies station by name and includes readily identified system logos, in this case, both BART and Caltrain logos. Font size on signage at station entry shall be readily readable from a minimum of 60 feet.

H. At the platform level, line/destination diagrams help patrons understand their route and find their destination station within the system. Use such diagram where platform serves multiple service lines and there are insufficient signs to clarify the direction and destinations served at the platform. The diagram below is an example designed for a complex station (the east-bound side of the Powell Street Station platform). Location for such diagram is shown in the platform illustration in Article 4.1.


I. At the concourse level, signage directs patrons to station agent and fare gates as well as identifies exits by the name of landmark, street, or intersection above. Concourse level wayfinding aids include plan of concourse level which helps people orient themselves within the station and in respect to the streets and landmarks above.


J. Wayfinding in regard to BART stations should consider the destinations surrounding the station. Aerial photograph of the Powell Street Station area (first photo below) shows hotels, shopping, movie theaters, and other amusements, museums, commercial and financial institutions. The concourse level wayfinding (second image) includes directions to local attractions outside the station. The street level scene of Market Street in San Francisco in the third image shows a signage concept which integrates transit wayfinding with local wayfinding system. Note, street level wayfinding signage such as that shown in the Market Street image is subject to collaboration and negotiations with local jurisdiction.


1.5 WAYFINDING AND USER GROUPS – TRANSIT HUBS

A. The public’s ease of transferring from one transit system to another is deemed “connectivity”. The Bay Area Metropolitan Transportation Commission (MTC) reported on this subject in its “MTC Transit Connectivity Study”. Transit hub wayfinding and information systems are important parts of connectivity. The MTC Study distinguishes a transit station as a hub when it provides connections between several different service operators, has a very high level of transferring between services of different operators, or has a prominent geographic or strategic location. Because BART is a regional transit system and BART stations are transfer points to various modes from local buses and to international flights, every BART station should be considered a transit hub in regard to wayfinding.

B. Transit hub itself needs to be identified with signage so that various user groups (pedestrians, bicyclists, private automobile users, and transit riders) recognize its location and entrances. Prominent use of operator logos is important to let the public know which transit services are available at the hub.

C. Within the transit hub, wayfinding to connecting bus stops, shuttle stops, taxi stands, and bicycle and pedestrian routes as well as nearby streets, attractions, and landmarks is required.

D. There should be clear identification of local transit connections. Operator logos, particular colors (adopted to signify transit connections or to identify particular transit system) should be used to identify various transit services. Specific platforms should be identified with route numbers and destinations. Note, black letters with yellow background has been proposed for “connectivity” wayfinding signage.


E. Transit hubs (including all BART stations) should include both local and regional scale maps showing popular destinations near transit services. These maps should emphasize connectivity information.

F. There should be locator maps to help orient patrons and help them find their connecting transit or their destinations in the surrounding community. These maps and other information should be sufficient to help patrons figure out what transit system/route will get to their destination, where they can find the transit stop, and the particular schedule for the connecting service. In addition, there should be an explanation of payment (such as fares, “exact change” requirement, and acceptability of transfers and Smart Cards). Information should be presented in a consistent manner among transit systems to aid patrons understanding.

G. Another element of connectivity is providing “real time” information. This consists of electronic read-outs telling patrons when the next train or bus departs for a particular destination. This is important to connectivity because it helps give patrons more certainty which encourages use of transit requiring transfers between systems. Such read-outs should be located, to the extent possible, outside the paid area of stations, i.e. next train information for BART should be located at the concourse or street level of stations.

H. Finally, there needs to be a system in place to keep information about other transit systems’ stops, routes, fares, and schedules up-to-date.

1.6 DESIGN PRINCIPLES - WAYFINDING

Wayfinding is defined as the process which allows people to determine their location, determine their destination, and develop and follow a plan that will help take them from their location to their destination.

A. Wayfinding principles: Develop wayfinding as an integral part of the architecture and site design and not as an afterthought.

B. Design site and facility for clarity of wayfinding. I.e. Make stations recognizable within the urban fabric (recognizable image); make entries prominent and easily accessed; arrange routes so that next destinations are visible whenever possible, i.e. being able to see elevator and escalators from fare gates; and vary design of spaces to avoid confusing sameness, i.e. one station or exit looking exactly like another while being consistent in placement of elements such as fare gates in relation to station agent’s booth and signage to doorways.

C. Trip Segments and Decision Points: Spatial planning should include analysis of the series of trip segments that an individual must take such as the following: From surrounding streets to station parking, from car to entrance, from entrance to ticket vending area, through fare gates, from fare gates to platform, and from platform to train. Understanding these segments (which compose the circulation system) serves as a framework for identifying decision points and, ultimately, for signing the site and facility. Decision points are locations where an individual addresses the mid-level wayfinding decisions like locating entrances and exits and major destinations points within the site or facility.

• Directional signage should not be only installed at intersections. Information must be perceived at or shortly before a decision point otherwise it might not be


noticed. Take into consideration lighting levels, ceiling heights, and density of people using facility in establishing acceptable locations for signage in relation with decision points.

D. Design facility and its wayfinding devices in accordance with principles of universal design set forth in Facilities Design/ ARCHITECTURE/ General to maximize facilities’ accessibility, usability, and friendliness for all BART patrons and employees. These patrons potentially include:

• Mobility-impaired • Elderly

• Visually-impaired • Very young

• Hearing-impaired • First time patron and infrequent patron

• Non-English speakers and foreign visitors

• Cognitive impaired (I.e. Learning disabled, mentally retarded, and mentally disturbed)

• Literacy Impaired

E. Universal design principles in regard to wayfinding include:

• Redundancy. Examples of redundancy include: Signs with both words and pictograms; audio messages repeated on visual message boards; tactile/visual maps in addition to signage; signs which have letters which are both color high-contrast and tactile with message repeated in Braille; and schedule information available on the internet, by phone, and printed in brochures and posters.

• Universal design principles recognize that all patrons regardless of their abilities and experience are, foremost, patrons. Signing and wayfinding for all patrons should be addressed as an integrated design incorporating multiple devices and approaches.

Code-mandated signage for the disabled shall be integrated with other signage.

Wayfinding design shall also recognize that decision points vary among patrons, i.e. some patrons need to find elevators and others want to find the escalators.

Physically impaired (visually, hearing, mobility) and elderly may need technological and other devices designed to address different “abilities”.

Very young patrons, first time patrons, infrequent patrons, and non-English speaking and foreign patrons need graphical instructions.

Bicyclists may be best served through outreach brochures rather than extensive signage which may only serve a small number of patrons.

• In addition to signage (both visual and tactile) and audible information regarding wayfinding, provide human information to the extent possible in the form of station agents or others at strategic locations and hours. This is more important at stations frequently used by foreign visitors and first time users of the BART system.


• In regard to the visually impaired, large spaces can be disorienting and audible wayfinding cues may be masked. Where possible, large spaces should be broken down into smaller areas. For example, different textured flooring may be used. Main walkways should be consistent in floor texture, color, and resiliency. Tactile strips may be used to guide visually impaired along critical routes through stations and station sites. Busy floor patterns, however, can be confusing and shall be avoided.

• Audible Sign Systems for the visually impaired should be considered as they may provide greater accessibility in the transit environment than traditional Braille and raised letter signs. One system, which has been subject to trials by the District, uses small infrared (IR) transmitters and receivers. The transmitters are placed on or next to print signs and transmit their information to an infrared receiver that is held by a person. By scanning an area, the person will hear the sign. This means that signs can be placed well out of reach of Braille readers, even on parapet walls and on walls beyond barriers. Additionally, such signs can be used to provide wayfinding information that cannot be efficiently conveyed on Braille signs, especially in larger and more complex transit environments.

• Promote concept of using a video to orient new patrons, particularly foreign visitors. Video would be similar to airline safety video and would show how to buy a ticket and how to use the system. Video could be configured to allow the patron to re-start. Video could be available with verbal instructions and subtitles in different languages.

F. Code-mandated accessible route signs and tactile/Braille signs shall be integrated to the extent possible with overall wayfinding and identification signage.

G. Design of facility and its wayfinding devices shall encourage right-hand traffic wherever possible.

1.7 DESIGN PRINCIPLES - SIGNAGE

1.7.1 OVERVIEW

A. Signs shall fulfill an important need.

B. Signage shall be located where most effective in regard to decision points and other information needs. Avoid over-signing in any area. (Refer to paragraph C. under “Design Principles –Wayfinding” herein, for explanation of “Trip Segments and Decision Points”.)

C. Provide sufficient and consistent transit information throughout passenger stations.

D. Signs shall convey a clear, simple, and appropriate message.

E. Maximize usage of graphic symbol signs.

F. Ensure legibility. Utilize font and symbol size appropriate for viewing distance and in the case of signage being viewed from moving vehicle, speed. Provide well-illuminated signs and graphics; use appropriate contrasting background; and minimize glare to ensure visibility and legibility.


• Position signs for legibility. Typically, locate directional signs within stations overhead for maximum visibility.

• In regard to visual message boards, ensure that rate of change of message takes into consideration the perception abilities of people with sensory and cognitive limitations.

• Use upper and lower case for easier letter recognition

G. Ensure consistency throughout the District facilities, including the following characteristics:.

• Size and shape

• Content and format

• Use of colors and reflective materials

• Method and location of mounting

• Construction and materials

• Functionality

H. Signs shall be subject to District approval.

I. Signage shall be in accordance with the applicable codes and standards.

J. Signage including advertisements should facilitate and enhance the patrons’ experience, not detract from it.

1.7.2 CONSISTENCY

A. Integrate pictograms and other signage elements into signage in a consistent manner.

1.7.3 VISIBILITY

A. Signage identifying station entry shall be prominent and integrated with station architecture. Signage typically installed overhead.

B. Use BART logo, other transit agency logos, and pictograms (as appropriate)

C. Locate for readability and prominence. Height shall be proportionate to viewing distance; place horizontally for maximum visibility.


Station Identification Main Entry Sign Readable from a Distance

1.7.4 DECISION POINTS

A. Identify routes for pedestrians, bicycles, and automobiles.

B. Identify decision points along each route.

C. Provide signs at appropriate intervals to reassure patron of wayfinding decision.

D. Provide facility identification to help patron move onto next decision point.

E. At entry, provide “you-are-here” map for general orientation and to help patron understand the “big picture”.

F. Use pylon sign, where appropriate to site, to supplement overhead signage. If using pylon, place pylon where it is visible but doesn’t obstruct the flow of traffic.


Concept Design of Station Entry showing Station Identification Sign and You-Are-Here Map

1.7.5 REINFORCEMENT

A. Along route, repeat wayfinding signage to assure patron to stay the course and prepare for next move.

Overhead Signs over Escalators after Station Entrance


1.7.6 HIERARCHY OF PLACEMENT

A. Overhead for transit wayfinding (overhead ceiling hung and wall mounted).

B. Secondary signs for wayfinding (to facilities and amenities within station).

C. Use real time information display devices/technology (i.e. electronic message board) for information related to operations, i.e. real time schedule and service information. Alternatively, use for information in alternative languages.

1.7.7 CONTINUITY

A. Provide continuous wayfinding leading from the local community through station site and station, within trains themselves, then out through station and station site to local destinations.

B. Reinforce wayfinding message and guide patron along route. Wayfinding signage shall continue along entire route between decision points in order to prevent patron from feeling that they have been led to nowhere or may have misunderstood and wasted time traveling along the wrong route.

C. Provide wayfinding signage in an appropriate sequence and appropriate level of detail and specificity, for example, “early” signage directing patrons to platform may state “To All Destinations”, and signage closer to platforms would then orient patrons to which side of the platform is connected with which destinations.

D. Provide continuity of wayfinding on-board BART trains via system maps and diagrams, informational boards and posters, and public address system. To effectively provide continuity of wayfinding on-board, consider the audio quality of the public address system so that messages are easily understood.

E. Consider the following wayfinding features as a part of future upgrades of vehicles, advertisement contracts, and procurement of new revenue vehicles:

1. Recorded wayfinding messages including next station announcements which are cued by automated means such as a Global Positioning System (GPS).

2. In-car visual message devices to address the wayfinding and other informational needs of hearing impaired and possibly non-English speakers. Such devices can be installed in various locations within a vehicle. The video clip below illustrates such an amenity installed in Tokyo Metro system.


On-board Visual Display in Japan (Click on image to play video and audio)

• Display includes train’s position on the system line;

• Which side of doors will open at the next platform;

• Layout of the next station platform; and

• Car’s relative position at that platform.


1.7.8 SPECIFICITY AND CLARITY

A. For example, at a multi-modal station, identify operator (i.e. BART, MUNI, or Caltrain) at fare gates and station agent’s booth.

B. Use operator’s logo and reinforce with words. Identify each BART station agent’s booth with BART logo.

BART Station Agent’s Booth Identified by the BART logo

1.7.9 LANGUAGE

A. BART wayfinding should take into account non-English speakers through use of multi-lingual means of communication such as multi-lingual videos, brochures, and signs, and graphic communications such as pictorial maps and pictograms. Although the entire BART system needs to take into account non-English speakers, additional accommodations may be appropriate at stations with connections to airports and at stations serving concentrations of non-English speaking residents or visitors.


1.7.10 STATION SPECIFIC SIGNAGE -- OVERHEAD SIGN

A. Overhead signage is generally reserved for information essential to guide patron to their destination.

B. Messages allowed include: Destination, operator name and logo for multi-model stations (i.e. BART, MUNI, or Caltrain), train (platform) information.

C. Provide overhead signs at decision points such as:

• Fare Gates: (Operator’s name, platforms, destinations)

• At Station Entries: Station Name.

• At Exits: Street names, landmarks, major buildings, parking, and other transit.

Overhead Signs at Fare Gates Identify Operator


1.7.11 STATION SPECIFIC SIGNAGE -- FLAG- AND WALL-MOUNTED SIGNS

A. Typically, utilize flag- and wall-mounted signs for the following:

• Facility identification

• Regulatory

• Informational

Flag-Mounted “No Smoking, No Eating/Drinking” Sign.

2. SIGNAGE TYPES

2.1 TRANSIT WAYFINDING AND IDENTIFICATION

A. Station Identification Signage. This includes identification of the particular station at the station site and station entrances as well as identification of the station as a BART station (including use of BART logo). This also includes identification of the station at platform for patrons who are either identifying the station as their destination or tracking their progress when passing through the station.

B. Directional Signs:

• Signage directing patrons to station from bike and pedestrian paths, streets, and freeways. Conversely, signage directing patrons outward when exiting station site.

• Signs directing patrons within station site and within station and other facilities.


• Directional/Destination signs: Signs directing patrons to correct platform from the fare gates and from platform to platform when transferring. Directing patrons to particular exits within stations and to bus stops and other transit system to system transfer points.

C. Station Facility Identification:

• Bicycle access and parking within station

• Ticket machines

• Phones

• Elevators, escalators, and stairs

• Toilet rooms

• Staff only areas

D. Station Site Facility Identification:

• Taxi area

• Bicycle route and parking

• Automobile and motorcycle parking; disabled parking; BART program parking such as mid-day parking, paid parking, long-term parking

• Drop off and pick up area (kiss and ride)

• Bus/other transit stops

E. Information signs, i.e. transit information: Basic BART information, specifically how to use BART, fares, schedules, policies, maps, and connecting transit information.

• “Station agent has no money”

• Train schedules

• Fare schedule

• Maps including station map showing “you are here”. Include accessible routes.

• Machine Signage: Signs include numerous instructions and identification on fare gates, ticket vending machines, change machines, parking validation machines, add fare machines, and station agent assistance phones. Signage should be developed with design of machines themselves. Signage on machines shall, in general, be tactile signage with raised characters contrasting with their background color and Braille characters. Signage on machines should incorporate pictograms or illustrations where possible. When additional permanent or temporary signage becomes necessary, i.e. further instructions are needed, design this signage to match other signage on machine and apply it consistently throughout the system.


Changing such signage should be done methodically, involving trials at a few stations followed by implementation across the entire BART System. • Design of ticket vending machines and their areas should take into account that

their signage will need refinement after machines are put into use. Signage at ticket vending machines should be both durable and changeable.

• Design of machine signage should take into account the fact that some stations may require additional signage, i.e. stations with many first-time users and stations with special ticketing such as ticketing for the BART Oakland Airport Shuttle. This additional signage should also be implemented in the context of standard signage at the machines.

• Bus, rail, and other transit information signs, including bus route signs.

• Visual message boards (with real time schedule/ destination display) on the concourse and platform levels. Such message boards are standard on BART platform. On the concourse level visual message boards or similar displays should be in locations visible from ticket vending machines and fare gates (for maximum effectiveness of real time train arrival information). On the concourse level and to a lesser extent on the platform, these devices may integrate transit information such as train arrival time/train length/train destination with public announcements, advertisements, news, and entertainment. At the concourse level, adding information regarding relative locations of various trains in the vicinity of the station should be considered. One benefit of “real time” message located to provide patrons with information prior to entering the paid area would be to reduce stress for those purchasing a ticket who are not familiar with the train schedule. Train arrival time information at the concourse level would also allow patrons to spend more time patronizing concessions.

F. Parking Structure Color-Coding Of Floor Levels: Floor levels shall be numbered and color-coded to aid drivers and pedestrians. All interior columns, and interior face of all exterior columns shall be color-coded as approved by the District. Painted interior columns shall also be marked to indicate the floor level as approved by the District. Obtain District approval for the breakpoint for color-coding between levels. Corresponding color-coding shall also be used on floor descriptions in elevator cars.

G. Refer to the appendices to this section of the criteria for signage for wayside and yards and shops including facility identification signs, directional signs, shop name signs, area signs such as shipping and receiving, loading dock:

2.2 REGULATORY SIGNS

Regulatory signs guide patrons in safe use of system. Regulatory signs instruct the general public and patrons. Other regulatory signs guide District employees. Regulatory signs announce regulations and subsequent penalties. Regulatory signs are often dictated by specific regulations and District requirements.

A. These signs convey BART rules and regulations to the public.

• No smoking

• No eating or drinking

• No littering


• No entry

• Each person must have a ticket

B. Additional examples of site located regulatory signs

• Wrong Way

• No Parking

• Bus and Taxi stopping zones

• Parking regulations

C. Regulatory signage at parking structures:

• No bicycles or skateboards allowed in parking structure.

2.3 ADVERTISING AND CONCESSION SIGNAGE

A. District marketing messages include the following:

• Tips related to courtesy and security.

• Marketing to encourage more frequent use of BART.

• Paid advertising to raise revenues for the District.

• Signage for concessions which also raise revenues for the District.

• Other important BART messages, such as messages regarding security and special events.

B. District marketing is primarily displayed in the following formats and areas:

• Free standing kiosks in the free area of the station.

• Wall-mounted display cases in the free area of the station and on the platform.

• One area adjacent to each array of fare gates where portable display units, dispensers, and/or distribution racks can be located primarily for distribution of BART information.

• Advertising frames on the walls across the BART tracks from platform. These frames are typically square and uniform in size.

• Advertising frames on the walls of the concourse level and freestanding kiosks in the free and paid areas of the concourse and patios. These signs may include back-lit signage (requiring integration with station lighting and electrical design).

• A Public Address system to broadcast public service announcements.


• Visual message boards on the concourse and platform levels. Refer to Signage Types, Transit Wayfinding and Identification, herein, for more detailed discussion.

• Locations to hang marketing banners

• Special format signs, i.e. signage adhered to floor.

• Concession identification signage.

2.4 SAFETY AND SECURITY SIGNAGE

A. Code mandated signage

B. Traffic signs, curb delineation, and pavement stripping and marking. See Manual of Uniform Traffic Control Devices

C. Warning signs include the following:

• Code-Mandated Emergency Exit

• No Entry

• Electric 3rd Rail

• Do Not Use Elevator in Case of Emergency

• Regarding code-mandated accessible route signs and tactile/Braille sign. See Wayfinding and Identification signage.

• Provide wet standpipe inlet connection signage and graphics, refer locations to Facilities Criteria, MECHANICAL, Line sections.

D. EXIT Signs

EXIT signs shall be in accordance with the California Fire Code, CCR Title 24, Part 9, Section 1011.

• An exit sign, with capital typeface “EXIT”, not less than 6 inches high is required to be placed above an exit.

• The word “EXIT” shall be in high contrast with the background and shall be illuminated at all times. The face of an exit sign illuminated from an external source shall have an intensity of not less than 5 foot-candles.

• The sign illumination circuit shall be connected to an emergency power system to ensure continued illumination for a duration of not less than 90 minutes in case of primary power loss.

E. Wayside signage (refer to the appendices of this section) includes the following:

• High voltage traction power coverboard warnings


• Right-of-way hazard warnings

• No trespassing signs

• Trainway milepost signs

• Cross-passage door information

• Emergency exit information

• Distance to emergency exits and cross-passages

• Walkway and crosswalk directions

• Maintenance-of-way access identification

• Right-of-way emergency access markers

• Electrical equipment area warning signs

2.5 TEMPORARY SIGNS AND BANNERS

A. Temporary signs should be standardized and modularized. Temporary signs can be categorized in the following groups:

• Wayfinding; i.e, special event wayfinding, entry directions for fast pass users.

• Regulatory; i.e, instructions for use of special event passes.

• Emergency; i.e, earthquake, crime scene detours, etc.

Temporary signs may also be required to explain new or temporary policies, new machines, construction detours, and new stations.

B. This signage may last for a few hours or few weeks. This signage may also be periodic, like once-a-month Flea Market.

C. Signage which is needed repeatedly (i.e. reoccurring special events or typical emergencies) should match permanent signs in construction.

D. Provide standard locations and devices for mounting temporary signs, i.e. standard portable easels for wayfinding and permanent brackets for wayfinding or instructional signs.

E. Design of station agent’s booths should also take into account evolving and temporary signage needs; thereby avoiding the patchwork look of ad-hoc signs. For example, station agent’s booths shall have permanent frames for temporary signs or programmable LED display screens to shown programmed changing messages and capable of being overridden by station agent for special messages.

2.6 TACTILE SIGNS

A. Tactile Signs: Sign panels incorporating both raised character letters and Braille letters will be referred to as “tactile signs”. Raised character letters and Braille letters shall be


combined in a single sign. Raised character letters shall contrast with sign background color as required for visual characters unless sign panel also incorporates characters complying with visual character requirements. Tactile signs shall be surrounded by a raised border and have rounded corners. Tactile signs shall comply with ADA and ABA Accessibility Guidelines for Buildings and Facilities, 703 Signs.

B. Tactile Signs shall be provided at the following locations:

• Station Entrances: Provide station identification signs.

• Station Exits: Provide sign identifying exit and prominent destinations in the vicinity of exit, i.e. 13th Street/City Center Plaza.

• Platforms: Provide platform identification signs. Place at uniform locations along BART system station platforms.

• Platforms: Provide signs identifying vertical egress routes; include destinations in the vicinity of station at egress point.

• Concourse: Provide signs identifying vertical access routes to platform.

3. SIGN FORMAT AND DESIGN

3.1 INTERNATIONAL PICTOGRAMS

A pictogram is a symbolic presentation of information through pictures. Pictograms are relatively similar to the object to which they refer and do not depend on language. Pictograms have the advantage of being concise and rapidly perceived. Pictograms may or may not require text augmenting their message.

3.2 BART ADOPTED PICTOGRAMS

See Signing Conventions herein for illustrations of BART adopted pictograms and arrows. Additional pictograms may be used subject to District approval.

3.3 TRANSIT OPERATOR LOGOS

Utilize logos of various transit operators to facilitate wayfinding between systems and to help identify station area as a transit hub.

3.4 CONSISTENCY OF SIGN FORMAT AND DESIGN

Wayfinding signage should be consistent in its format and design through the public’s experience whether in finding BART, negotiating their way within stations and station sites, riding trains, or finding destinations in the vicinity of BART stations. Ideally, this consistency should extend to other transit systems.

4. SIGNAGE LOCATIONS

4.1 PLACEMENT SPATIAL HIERARCHY

A. Signage should be both effective and in harmony with space and other signage


B. Transit wayfinding shall have priority.

C. Regulatory signage shall be next in prominence.

D. Safety and security signage: Its placement is usually dictated by regulation (i.e. building code or CPUC) or BART policy. Safety and security signage placement is also dictated by its target audience, i.e. maintenance personnel, evacuating patrons, station agent, etc.

E. Temporary Signage: Follow criteria for the particular type of sign.

F. Advertisement and concession identification shall complement station design.

The following two illustrations show placement hierarchy at typical platforms.

Placement Hierarchy –Underground Center Platform


Placement Hierarchy – Aerial Side Platforms

4.2 TRANSIT AND TRANSIT DESTINATION WAYFINDING

A. Finding Station:

• Station signage at freeways, per Caltrans requirements

• Station signage on local streets: Per local requirements. Include miles and kilometers to station.

• Signage on local streets to include signage for drivers, pedestrians, and bikers. Develop this signage in collaboration with local jurisdiction.

B. Station Site

• Wayfinding and identification signage

• Special parking areas

• Waiting and drop off (kiss n ride)

• Buses/ transfer areas

• Traffic signage


C. Arriving at Station

• Concourse - Ticket vending area (free area)

• Concourse - Paid area

• Platform

Transit Destination Wayfinding – Entering Paid Area

D. Within Transit Vehicles:

E. Exiting Station

F. Finding Local Destinations

4.3 LOCATIONS

A. Overhead: Reserved for transit wayfinding.

• Clearance between floor and overhead sign is as described in Facilities Design/ Criteria/ ARCHITECTURE/ Passenger Stations (8’-6” minimum).

• Specific area at platform reserved for Destination Sign is shown in BART Facilities Standards/ Introduction/ COMMON REQUIREMENTS/ Trackway Clearance.


• Parking garage signage clearance subject to vehicle clearance requirements. May differ between van accessible areas (typically ground floor level) and areas only accessible to other passenger vehicles.

B. Wall-mounted and Flag-mounted signs: Appropriate for regulatory, informational, and safety related messages. When overhead space is not available, primary destination messages may be reinforced on these units.

C. Regulatory: Should be readily viewable, yet avoid conflict with wayfinding signage.

D. Advertisements and concession signage: Friendly (attractive) for patrons and businesses.

• Advertisements: Grouped in areas such as trackway wall, typical, and concourse walls, as approved.

E. Locate any signs along the right of way fencing so that they are readily visible and identifiable, but not in the forefront of sightlines or obstructing vistas.

5. SIGN CONVENTIONS

5.1 BART-ADOPTED PICTOGRAPHS:

Refer to the specific agencies for their logos. Confirm current designs and verify exact colors.

ADA Accessibility

Addfare

Airport, SFO (unique)

Air Transportation

Area of Rescue Assistance

Automobile


BART Logo

BART Police

BART Tickets

BART Train

Bicycle

Bike Parking

Bike Station

Bill Changing

Bus

Caltrain Train

Do Not Enter (No Entry)

Exit


Elevator

Escalator

Fire Extinguisher

First Aid

Ground Transportation

Light Rail Transportation

Litter Disposal

Lost & Found

No Bicycles

No Eating or Drinking

No Parking

No Pedestrians


No Smoking

No Strollers

Parking

Pedestrian

Platform 1

Platform 2

Platform 3

Platform 4

Restroom, Men’s

Restroom, Women’s

Restrooms or Unisex Restroom

Bike Channel


Stairs

Taxi

Telephone

Telecommunications Device for the Deaf (TDD)

Volume Control Telephone

Walk Bikes

Watch the Gap

Water Transportation (Ferries)

5.2 ARROWS

Arrow, Down

Use at head of stairs or escalator to indicate destination on lower level; proceed downward.

Arrow, Left

Destination to the left; turn left at this point; or turn left immediately Other uses may be approved by District on a case-by-case basis.


Arrow, Right

Destination to the right; turn right at this point; or turn right immediately Other uses may be approved by District on a case-by-case basis.

Arrow, Up

Use at foot of stairs or escalator to indicate destination on upper level; proceed upward May also be used to indicate destination ahead; proceed in a forward direction Make sure that meaning is clear. Do not use two of these arrows, each with a different meaning, on a single combination sign. Physically separate such messages to avoid ambiguity.

The following arrows (Arrow Down Left, Arrow Down Right, Arrow Up Left, and Arrow Up Right) shall be used only available sign location or locations make use of arrow down, arrow up, arrow left or right arrows impractical. For example, the following arrows should not be used when an escalator or stairway is of a sufficient distance from the sign that a horizontal arrow would be appropriate, followed by a down arrow at the escalator or stairway.

Arrow, Down Left

Escalator or stairway leading downward which is to the left of the reader.

Arrow, Down Right

Escalator or stairway leading downward which is to the right of the reader.

Arrow, Up Left

Escalator or stairway leading upward which is to the left of the reader. Subject to approval of District on a case-by-case basis, this arrow may be used to indicate a destination ahead and to the


left; proceed forward, bearing left.

Arrow, Up Right

Escalator or stairway leading upward which is to the left of the reader. Subject to approval of District on a case-by-case basis, this arrow may be used to indicate a destination ahead and to the right; proceed forward, bearing right.

The following arrows shall be used only when necessary due to physical obstructions and limitations to sign placement.

Arrow, Forward Left 90°

Proceed forward (around this obstacle), then left.

Arrow, Forward Right 90°

Proceed forward (around this obstacle), then right.

Arrow, Left Forward 90°

Proceed left (around this obstacle), then forward.

Arrow, Right Forward 90°

Proceed right (around this obstacle), then forward.

5.2.1 ARROW ORDERING CONVENTIONS: MULTI-DIRECTIONAL SIGNS

Where multiple destinations and directions are shown in a horizontal arrangement, the messages should be organized in order of arrow directions, from left to right, as follows:


Left Arrow Arrow, Up Left Up Arrow Arrow, Up Right Right Arrow

Any message with a right-facing arrow is right-aligned, with the arrow appearing at the right-hand margin. All other messages are left-aligned, with the arrow appearing at the left-hand margin. It is conceivable that in some cases the physical location of the sign may cause an Up or Down arrow to appear to be pointing directly at an inappropriate object or access (for example, a “wrong way” escalator); in these cases this particular message may be aligned with the arrow at the right end of the panel. Where messages are stacked in a vertical arrangement, the sequence from top to bottom should be:

Up Arrow Arrow, Up Left Left Arrow Arrow, Up Right Right Arrow

It is difficult to conceive of a situation where downward-pointing arrows would be required in a multi-directional sign. Regardless, combining the Down Arrow with any other direction should be avoided; the principle being that vertical access directions should not be combined with same-level directions on the same sign unit.

5.3 MESSAGE CONVENTIONS

5.3.1 NOMENCLATURE

The specific words used to identify features, functions, and destinations in signage should be consistent across all signs in a station and across all stations. Many typical message phrases may be found in the list of graphic symbols in Article 5.1 herein.

Prepositions are omitted at the beginning of a message. Example: “Fremont”, not “To Fremont”.

Either use the phrase “All Destinations” or list the actual destinations and associated with the platform numbers.

Avoid use of terms familiar to District employees and consultants but not meaningful to patrons such as “revenue service”.

5.3.2 TYPOGRAPHY

Wayfinding messages are set in upper and lower case type, not in all caps (except for acronyms). Examples: “BART Tickets”, “Bike Parking”, “Market Street”, “Pittsburg / Bay Point”. Prepositions, such as the word “to”, are not capitalized. Example: “Elevator to Street”.


5.3.3 ABBREVIATIONS

Use an ampersand “&” instead of “and” when connecting two words which naturally belong together because of similarity of function or geographical proximity. Use of an ampersand is also permitted when space constraints do not allow use of the word “and”.

Names of station destinations shown on signs may also need to be abbreviated due to space constraints (example: “Bay Pt”). Where abbreviation is necessary, it is important that the name be abbreviated in the same way each time.

Limit use of abbreviations to the most common and widely understood such as:

St Street Av Avenue Bl Boulevard Rd Road Dr Drive N North S South E East W West Sq Square

5.3.4 PUNCTUATION

Minimize use of punctuation while maintaining clarity of meaning and consistency with good grammatical form.

Use a comma between items in a series and two separate two pieces of information, i.e. City Center, City Hall.

Use a period after an abbreviation. Do not use a period in the abbreviated versions of morning and evening, i.e. “am” and “pm”.

Joint station names are shown with a “/”; for example: Pittsburg / Bay Point.

Multiple line destinations, when combined on a single platform identification sign, are shown without punctuation, merely a small additional space; for example:

Fremont Millbrae SFO

5.4 TYPEFACE

Typical signs shall use Frutiger 65 Bold.

Maps and Diagrams: Various Frutiger fonts for emphasis and clarity.

Refer to example signs herein which utilize other fonts shown below.


Frutiger 65 Bold

Frutiger 55 Roman

Frutiger 57 Condensed

Frutiger 67 Bold Condensed

5.5 COLORS

Standard signage illustrated in this Section has black background with white letters, consistent with the existing signage color conventions. Other color schemes are subject to special review by the District and may be approved on a case-by-case basis. NOTE: Color samples depicted in this document are for general identification purposes only. Do not use these color swatches for color matching. Use only manufacturer’s official color swatches. Consult fabrication specifications for specific sign types for appropriate materials and finishes.


5.5.1 COLORS USED IN BART SIGNAGE SYSTEM

Black Standard sign background; standard graphic symbols

Pantone Process Blue C BART logo

Federal Standard 595B Blue # 15090 Accessibility symbol

Safety Green Pantone 3415C Exit symbol; exit sign panel background; first aid symbols

Safety Red Pantone 485C Regulatory and safety symbols

5.6 DIMENSIONS

A. The BART interior signage system as described herein is based on a module size of six by six inches. This means that sign dimensions will consist of multiples of this module; for example, 48 by 6 inches, or 12 by 12 inches. Note that the standard overhead illuminated signs are limited in the length dimension by the standard lengths of fluorescent tube lamps; so that a typical module using the 48-inch tubes has an overall length of about 50 inches. The illustrations shown in this section assume a sign panel visible height of 6 inches.

B. Wayfinding signs generally contain the following elements: directional arrow,

graphic symbol, and text message. Each of these elements has a defined relationship to the basic module.


C. These basic elements may be combined to lay out any standard wayfinding sign, without reference to detailed specifications.

D. Signs intended to be read from long distances may require larger type and symbols

than shown here. In such cases, the module size may be doubled from 6 inches to 12 inches, with all components scaled proportionally. For signs with a 6-inch vertical dimension, the nominal text size would be 3 inches for the height of a capital “H” (cap height). The minimum allowable text size would be 3-inch cap height.

5.6.1 MODULE ILLUSTRATIONS

Basic Module Dimensions

Graphic symbol alignment in module. The height of the white square background should be consistent at 5 inches.

Directional arrow alignment in module. Note: arrow art is pre-aligned to standard six-inch module; therefore, no alignment dimensions are given.


Text message alignment in module (typical); left alignment shown.

Text message alignment where two lines are necessary

6. MATERIALS AND CONSTRUCTION

A. Materials: Typically, non-flammable, permanent, and non-fading. Construct signage, particularly signage subject to people contact or vandalism of durable materials such as extruded painted aluminum, fiberglass embedded panels, or porcelain enamel.

B. Construction: Build to resist seismic events, wind, moisture, and vandalism. Select materials and design assemblies which require minimal long-term maintenance.


C. Provide lighting fixtures within sign assemblies with long lasting lamps or use lighting outside of the sign, i.e. general lighting; consider retro-reflective backgrounds and messages, and luminance (glow in the dark).

D. Hand in hand with good material selection and construction is regularly scheduled inspection and maintenance including re-lamping.

E. Standardize designs, materials, assemblies, and attachment methods. Refer to the Standard Plans and Standard Specifications for details and materials for some of the signage elements.

F. Installation:

• Ceiling mounted

• Ceiling hung

• Wall mounted; mounted to beams or similar structural members

• Wall mounted on brackets (Flag mounted)

• Floor mounted (usually the least desirable in regard to patron circulation, disabled accessibility, and maintenance (floor washing and sweeping) especially in parking structures)

• Adhered to floor (generally only for short term advertising use)

7. SIGN ILLUSTRATIONS: INTERIOR

7.1 TRANSIT-RELATED WAYFINDING

Transit-related wayfinding signs are ceiling-hung and self-illuminated. The following are examples of various features and conventions.

7.1.1 STATION INTERIOR: TYPICAL WAYFINDING

This unit has a left-pointing arrow, so the information is oriented from left to right.

This unit has a right-pointing arrow, so the information is oriented from right to left.


Because this sign contains an EXIT message, the background color is green

7.1.2 STATION INTERIOR: WAYFINDING TO PLATFORMS/DESTINATIONS

The principle is to identify line destinations and platform numbers at vertical access to platforms. When directing to multiple destinations, maintain “one-to-one” correspondence between platform number and destination. Example from Powell: Single stairs lead to a shared platform; one line uses Platform 1; four lines use Platform 2 (Horizontal combination sign unit).

Example from 12th Street: (left) escalator leads to a single platform; (right) stairs lead to a shared platform. Sign units are physically separated because they refer to separate vertical access (Horizontally separated sign units).

7.1.3 STATION INTERIOR: PLATFORM EXIT WAYFINDING

At stations with multiple platform levels, it is important that the exits from each platform provide wayfinding to the other platforms. Example from MacArthur: Single stairs lead to concourse, from which transfer riders will be directed to the other platforms (Horizontal combination sign unit).


Example from 12th Street, lower platform level: these units are stacked vertically in order to keep them both aligned over the narrow stairwell, so the exit messages are not perceived as applying to the length of the platform (Vertical combination sign unit).

Example from 12th Street, upper platform level: these units are separated horizontally because each applies to a separate flight of stairs (Horizontally separated sign units).

7.1.4 STATION INTERIOR: STATION EXIT WAYFINDING

Each exit from a station should have a unique name for wayfinding purposes. This can be a street name or a street-level destination. Where space permits, other street names and landmarks may be included. Example from Powell – street name identification:

Example from Embarcadero – alphanumeric identification:

Alternate example from Embarcadero – alphanumeric plus street names, with additional transit information (Vertical combination sign unit):


7.2 TRANSIT-RELATED IDENTIFICATION

In order for wayfinding to be effective, all destinations must be clearly and consistently identified. The following are examples of identification signage.

7.2.1 STATION INTERIOR: STATION, PLATFORM AND DESTINATION IDENTIFICATION

Riders arriving via train are looking for station identification at the platform level. Patrons entering from the street and transfer riders are looking for platform identification and destination information. Placement of signs shall take into consideration the sightlines of seated and standing patrons on trains.

Station Identification: Ceiling-hung along axis of platform. The station name is large for visibility. Wayfinding panels are suspended below. Size of sign shall be determined with consideration of ceiling height and required clearances. The wayfinding information shall focus on vertical access and transit connections. It shall be different from other wayfinding signs in that it shall not include text messages, only symbols. Station exit information shall be carried on regular wayfinding signs located at the vertical access points. Example from Embarcadero:

Platform Identification: Ceiling-hung perpendicular to trackway. Platform number is always oriented toward trackway — in this example the trackway is to the right. The principle of consistency calls for the train line destination to be combined with the platform number in both wayfinding and identification signage.

Example from 12th Street:

Platform Identification Numeral: Flag-mounted to end of electronic information display unit. Numeral is large for visibility. If clearance is sufficient, it is desirable that the numeral be located on the side of the unit closest to the trackway. Refer to Introduction/ COMMON REQUIREMENTS/ Trackway Clearances, Station Platform Clearance Diagram. Alternatively, the number can be placed on the end of the unit, facing the platform.


Example from MacArthur:

7.2.2 STATION INTERIOR: TRANSIT-RELATED AMENITIES IDENTIFICATION

Ceiling-hung above fare gate

Ceiling-hung above ticket vending machine

Ceiling-hung above parking validation vending machine

Ceiling-hung above bill changing machine (this function is not BART-specific)

Note: these signs may also be wall-mounted at the same height.


7.2.3 STATION INTERIOR: MISCELLANEOUS IDENTIFICATION

Station agent assistance

Toilet rooms: Note, code-mandated signs shall also be provided.

WF-FID-XXX

Bike station

WF-FID-XXX

7.3 SYSTEM INFORMATION, MAPS & WAYFINDING

7.3.1 INSERTS

Every station has a mix of information kiosks, panels, and wall-mounted frames displaying BART System Maps and Schedules, and a wide variety of other information, as printed inserts with a standard set of dimensions. Some of these printed inserts, such as schedules, regulatory information and materials pertaining to other transit agencies, are outside the scope of this document; but the BART System Map, station maps, vicinity maps, and station-specific wayfinding information shall be considered a part of the signage program.


Example: wayfinding insert for concourse-level destinations (Powell)

Example: wayfinding insert for street-level destinations (Powell)


7.3.2 LINE/DESTINATION DIAGRAM

Graphic representations of the sequence of stops on a line can help patrons grasp the intricacies of the BART system. Example: This kind of diagram is typically mounted on wall or barrier on far side of trackway.

7.4 REGULATORY

Process ticket as you enter

Agent has no money

No smoking/No eating/ No drinking

RG-INS-XXX

Do not enter without authorization


7.5 SAFETY AND SECURITY SIGNAGE

Emergency exit only.

In case of fire

7.6 TEMPORARY SIGNS AND BANNERS

Flash pass holders’ route

Elevators out of service

8. SIGN ILLUSTRATIONS: EXTERIOR

8.1 STATION EXTERIOR: STATION IDENTIFICATION

Exterior station identification may take different forms depending on the architectural context. When such signs are incorporated in new stations, these signs shall typical be illuminated and also display the station name.


Example, BART-only station: Example, multi-modal station


8.2 STATION EXTERIOR: PARKING IDENTIFICATION & REGULATORY

The following signs have been developed for the parking areas at BART stations that have instituted a parking fee program. Module F-1

Module P-1

Module F-2

Module P-2

END

RELEASE – R2.1 ARCHITECTURE – WAYSIDE FACILITIES BART FACILITIES STANDARDS Issued: 10/01/2009 Page 1 of 6 FACILITY DESIGN - CRITERIA


WAYSIDE FACILITIES

CONTENTS

1. GENERAL 1.1 RELATED SECTIONS

2. BASIC CODE AND SAFETY REQUIREMENTS 2.1 UNDERGROUND-TRAINWAYS AND ANCILLARY STRUCTURES

3. ARCHITECTURAL CRITERIA 3.1 GENERAL GUIDELINES 3.2 VENTILATION STRUCTURES 3.3 EMERGENCY EXIT STAIRS 3.4 TRACTION POWER FACILITIES 3.5 AERIAL TRACKWAY ACOUSTICAL PANEL

4. TRAFFIC LANES

5. PARKING FACILITIES FOR WAYSIDE FACILITIES

6. ELECTRICAL AND ELECTRONIC WAYSIDE DEVICES



WAYSIDE FACILITIES

1. GENERAL

This Section provides the architectural criteria for structures, utilities, and appurtenances including traffic lanes and parking within the wayside and for the trackway.


Refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites, for requirements such as for paving.

Refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Stations, for requirements ancillary facilities such as train control rooms and battery rooms which also occur at the wayside.

Refer to Facility Design/ Criteria/ CIVIL/ Basic Design Policies, for requirements such as protection of portals from flooding and protection of underground trainway again intrusion of flammable and combustible liquids.

See Facility Design/ Criteria/ ARCHITECTURE/ Landscaping and Vegetation Control, for landscaping and irrigation requirements.

2. BASIC CODE AND SAFETY REQUIREMENTS

2.1 UNDERGROUND-TRAINWAYS AND ANCILLARY STRUCTURES

A. When line sections are constructed by tunneling through earth, the structural liner shall be Type I construction, as defined in NFPA 220.

B. Ancillary structures adjoining the trainway, including remote vertical exit shafts, emergency fan local control rooms, and ventilation structures, shall be not less than 2-hour fire resistance rated, Type I construction, as defined in NFPA 220.

C. Ancillary structures and areas within tunnels and tubes shall be separated from trainway areas by Type I, 2-hour fire resistance rated construction, as defined in NFPA 220, with all openings protected with 1 1/2-hour fire resistance rated assemblies, as defined in NFPA 80.

D. All non-system structures or facilities shall be separated from underground trainway structures by unpenetrated, Type I, 3-hour fire resistance rated construction, as defined in NFPA 220.


E. Parallel trainways shall be separated by a 2-hour fire resistance rated wall, of not less than Type I construction, as defined in NFPA 220. Exception: Separation is not required at special trackwork, such as at crossovers.

F. Underground trainway sections providing storage areas for trains shall be separated by a partition of 2-hour fire resistive, Type I construction, as defined in NFPA 220. Any opening in the partition shall be protected by a 11/2-hour resistive assembly, as defined in NFPA 80.

G. Noncombustible rail ties/direct fixation fasteners shall be used in underground trainways, refer to Facility Design/ Criteria/ CIVIL/ Trackway. Wherever the District permits replacement of existing wood ties with wood ties at underground switch or crossover locations fire retardant, pressure-treated wood ties shall be used.

. For emergency walkway requirements refer to Facility Design/ Criteria/ CIVIL/ Basic Design Polices.

3. ARCHITECTURAL CRITERIA

3.1 GENERAL GUIDELINES

A. Wayside features such as cleanouts, markers for utilities, and right-of-way fencing signage shall be located as dictated by access and identification purposes. Such features, however, shall be located to the extent possible so as not to be in the forefront of sightlines or vistas.

B. Trackway: Consideration shall be given to the visual appearance of the trackway right-of-way fencing as it transitions into a station or passes through an area of public attraction or vista. A special fence or barrier design appropriate for the condition shall be considered and will be subject for reviewed by the District. For fencing criteria, refer to Facility Design, Criteria, CIVIL, Miscellaneous Standards.

3.2 VENTILATION STRUCTURES

A. General: Ventilation structures shall be appropriate for its particular environment. Architectural treatment shall ensure an aesthetically pleasant and uniform design throughout the BART System. Interior and exterior materials and details shall be selected with the unoccupied nature of the structures, as well as maintainability and durability, in mind.

B. Security: Each ventilation structure shall be capable of being secured. Fence/Screen wall shall be provided all around for security. A 12' - 0" wide vehicle gate and 3’ – 0” wide personnel gate both equipped to be locked with padlocks shall be provided. Refer to Facility Design/ Criteria/ CIVIL/ Miscellaneous Standards, for additional gate and fencing/screen wall requirements.


C. Transformer Area: Separate area shall be provided for the transformers. The size of the area shall be confirmed with the electrical utility company. Provide a minimum of 3’ – 0” clear space around all sides of transformers for access; provide additional access clearance if required by electrical utility company. Refer to Facility Design/ Criteria/ ELECTRICAL/ Stations and Wayside Systems Structures, for electrical design criteria.

D. Electrical Room: A separate room shall be provided for electrical distribution panels and switchboard. Refer to Facility Design/ Criteria/ ELECTRICAL/ Stations and Wayside Systems Structures, and Line Sections, for related electrical requirements.

E. Control Rooms: A separate or common room shall be provided for controls. Refer to Facility Design/ Criteria/ ELECTRICAL/ Line Sections, for related electrical requirements.

F. Fan Room: A separate room shall be provided for fans. Size of vent shaft shall be verified with mechanical requirements.

G. Battery Room: Where batteries are required for tunnel emergency lighting or for train control equipment, a separate battery room shall be provided for batteries. Refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Stations, for architectural requirements, and Facility Design/ Criteria/ MECHANICAL/ Station and Station Sites, for mechanical requirements.

H. Stairs: Emergency exit passageway shall be provided in accordance with Facility Design/ Criteria/ CIVIL/ Basic Design Policies.

I. Vent structure shall be sprinklered in accordance with Standard Specification Section 21 13 13, Wet-Pipe Sprinkler System.

3.3 EMERGENCY EXIT STAIRS

Emergency exit stairs provided along open cut trainways leading from the walkways to street level, public way, or area of safety shall be designed so as not to create an obstruction nor to be visibly unacceptable in relationship to the surrounding area. For general location criteria for these stairs and for requirements for emergency exit stairs from underground trainways, refer to Facility Design/ Criteria/ CIVIL/ Basic Design Policies. Final locations will be subject to District approval.

3.4 TRACTION POWER FACILITIES

A. Consideration shall be given to the visual appearance of wayside facilities such as traction power substations, gap breaker stations, sectionalizing stations, and switching stations. Traction power facilities, unless otherwise noted in the preliminary engineering documents, shall be pre-engineered and prefabricated assembled weatherproof modular units. The facilities' sites shall be provided with a solid fence or wall. A special fence or barrier design appropriate for the


condition shall be considered and will be subject for reviewed by the District.

B. Noise mitigation shall be provided where necessary to comply with environmental noise criteria.

C. Other requirements for traction power facilities are

3.5 AERIAL TRACKWAY ACOUSTICAL PANEL

Precast concrete acoustical panels with sprayed-on acoustical material on the inside shall be provided at the aerial trackway structure edge. For precast concrete acoustical panels, refer to Standard Drawings and Standard Specifications.

4. TRAFFIC LANES

A. For traffic lanes in regard to wayside facilities at station sites, refer to Facility Design/ Criteria/ ARCHITECTURE/ Passenger Station Sites.

B. All roadways other than those used mainly for service or maintenance purposes shall have at least one traffic lane for each direction of travel. Where these roadways are one-way and have only a single traffic lane, the roadbed width shall be 12 feet, except if the roadway is for the exclusive use of buses or is a fire lane, the roadbed width shall be 20 feet. Lane width in all other cases, except BART system yards and auxiliary lanes, shall preferably be 12 feet, but shall not be less than 11 feet.

C. Roadways within BART System turnback and wayside facilities which have a low volume of traffic shall have a roadbed 16 feet wide, accommodating two-way traffic. Where warranted by higher volumes of traffic, these roadways shall have two traffic lanes, nine feet wide, accommodating two-way traffic.

D. Roadway width in all cases shall be exclusive of the gutter width where gutters occur.

E. Roadways to be used by emergency fire fighting equipment shall be a minimum of 20 feet wide and are subject to review and approval by the local fire protection jurisdiction.

5. PARKING FACILITIES FOR WAYSIDE FACILITIES

A. A minimum of 4 parking stalls shall be provided within the fenced area for maintenance personnel at ventilation structures and traction power facilities, unless otherwise indicated on the preliminary engineering documents.

B. Parking shall be provided, although not necessarily within fenced areas, for other wayside facilities.


6. ELECTRICAL AND ELECTRONIC WAYSIDE DEVICES

A. Equipment and devices that form part of trackwork and the electrical and electronic systems are installed on the trackway. Installation design of these components shall take into account architectural principles such as consistency, symmetry, order, and harmony with surroundings. Wayside equipment and devices include the following:

• Radio Antennas (in varying heights)

• Lighting Poles

• Train Control Signals

• Equipment Cabinets (in varying sizes)

• Blue Light Stations

B. See Facility Design/ Criteria/ ELECTRICAL and ELECTRONICS sections for detailed information.

END