APPENDIX F-B 

Highway Interface Manual 

Highway Interface Manual

February 8, 2011

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TABLE OF CONTENTS

1.0 Introduction 

1.1. Project Description

1.2. Purpose of this Document

1.3. Reference Projects

2.0 Codes and Regulations

2.1 Introduction 

2.2 FHWA

2.3 Caltrans

2.4 Nevada Department of Transportation 

2.5 Railroad Standards 

3.0 Protection against Intrusion 

3.1 Introduction 

3.2 Barriers

3.2.1 Railroad Alignment to the Side of I-15 

3.2.2 Railroad Alignment in the Median of I-15 

3.2.3 Grade Separated Crossings

3.3 Fencing

3.4 Intrusion Detection System 

4.0 Emergency Access

4.1 Introduction 

4.2 Median Running 

4.3 Side Running 

4.4 Maintenance of Traffic

5.0 Typical Sections

5.1 Side Running with track at grade (or in cut) 

5.2 Side Running with track on embankment 

5.3 Median Running with track at grade (or in cut) 

5.4 Median Running with track on embankment 

5.5 Median Running with track on Pier Supported Structure 

5.6 Side Running Track in Retained Cut 

5.7 Straddle Bent Crossing 

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1.0 Introduction 

1.1. Project Description

The DesertXpress project is a high speed interstate passenger railroad that will

extend nearly 200 miles from Victorville, California to Las Vegas, Nevada, on 

new, high-quality, exclusive double track, with no at-grade crossings. 

DesertXpress will provide a convenient and efficient travel alternative to I-15, 

with trains departing from both ends of the line as frequently as every 20 minutes 

on Fridays and Sundays, and hourly during most of the week. 

Pending the results of the Final EIS, which is evaluating both diesel/electric and 

Electric Multiple Unit (EMU) train technologies, this document assumes that the 

DesertXpress passenger trains will operate as EMUs, consisting of up to 10 cars, 

initially operating during peak periods at peak-hour headways of 20 minutes in 

both directions. These trains will travel at speeds up to 150 mph. As a result of 

feedback from interagency working group meetings with participation from the 

California Department of Transportation (Caltrans), the Nevada Department of 

Transportation (NDOT), the Federal Highway Administration (FHWA), and the 

Federal Railroad Administration (FRA), the alignment is anticipated to generally 

follow the north/west side of the I-15 right-of-way in a side-running 

configuration, although a median running alternative also has been evaluated in 

the EIS.. Highway crossovers are also expected for the side-running 

configuration. 

The DesertXpress project does not require any permanent modified access to I-15:

no additional access points and no new interchanges. Temporary access during 

construction may be requested. For safety and security reasons, access to the 

parallel maintenance and inspection roadway that is within the fenced and 

intrusion-protected trackway shall be restricted only to authorized personnel from 

authorized entities. Access to the trackway shall only be provided from local 

roadways at interchanges and overpasses along the entire route (not from I-15 

directly). The final emergency response plan will identify which entities can 

access the trackway at those controlled access points and provide the protocol and 

control procedures that govern that access. The highway agencies will provide 

input to the emergency response plan.1

1.2. Purpose of this document

The purpose of this document is to provide guidance for implementing the 

DesertXpress Project within the CALTRANS and NDOT highway rights of way, 

and includes such elements as: highway design standards, barriers, emergency 

1 49CFR 239. The FRA has the lead with consultation with highway agencies

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access, maintenance of traffic, etc. This document is also intended to provide 

guidance to the development of a right-of-way plan, in accordance with 

49CFR213.361, which requires the owner of railways using Class 8 and/or Class

9 track to submit a barrier plan, termed a “right-of-way plan,” to the Federal 

Railroad Administration for approval. At a minimum, that plan must contain 

provisions in areas of demonstrated need for prevention of: 

- Vandalism;

- Launching of objects from overhead bridges or structures into the path of 

trains; and

- Intrusion of vehicles from adjacent rights-of-way

Design parameters and specifications for the rail components of the project are 

contained in the Design/Construction Interface Manual, which was specifically 

prepared for the DesertXpress Project. Because the project is being implemented 

through a design/build process, this manual shall be provided to the selected 

design/build contractor team as a mandatory design requirement document, and 

the contractor’s design submittals will be reviewed to ensure consistency with the 

design requirements contained herein. 

Rail components within the existing Interstate right-of-way or modifications to 

the freeway must be reviewed and approved at various stages of the design/build 

process by CALTRANS, NDOT, and FHWA. The process and schedule for these 

reviews will be as set forth in an agreement between these highway agencies and 

DesertXpress. Project elements within the Interstate right-of-way require 

approval by the highway agencies, including the following: 

- Clear zone

- Barriers

- Bridges and tunnels 

- Vertical clearance

- Retaining walls

- Drainage

- Median crossings for emergency vehicles

- Sight distance

- Fencing

- Visual screening

- Locked-gate access

- Temporary construction access

- Freeway interchanges or ramps

- Signing and striping 

- Emergency Preparedness Plan

- Security Plans

1.3. Reference Projects

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In completing this document, consideration was given to similar projects that have 

been planned and/or executed. While California has not yet fully designed or 

implemented a High Speed Rail line, BART has implemented several heavy rail 

extensions, such as the Dublin - Pleasanton Extension, which operates alongside 

or in the median of State Route 238 and Interstate 580. These BART trains are 

somewhat similar to the DesertXpress EMUs in that they also have no 

locomotives and can have electric propulsion on each car of the train, although 

they are somewhat lighter weight trains designed to operate at maximum speeds 

of up to 80 mph rather than 150 mph. Nevada has no comparable operating 

transit mode, except for the Las Vegas Monorail in place over Clark County 

streets.

The BART Dublin-Pleasanton Extension (DPX) is also the subject of lessons 

learned. Upon its completion, DPX experienced a significant number of 

intrusions into the rail right-of-way by cars and trucks. These incidents led to an 

in-depth study to determine how/why these incursions occurred, and to develop 

specific solutions for each problem identified. 

In addition, the design engineers referenced the request for proposals (RFP) and 

environmental impact analysis that was completed several years ago for the 

planned Florida High Speed Rail Project. While this project has not yet been 

implemented, the RFP incorporated design parameters for operating the proposed 

high-speed trains within an existing highway right-of-way.

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2.0 Codes and Regulations

2.1. Introduction 

All highway infrastructure design shall be performed in accordance with applicable 

FHWA, Caltrans, or Nevada DOT Standards, while the design of railroad track and 

structures will comply with applicable FRA and AREMA standards.

In general, applicable regulations and codes take precedence over these standards. In 

the case of differing values between the governing regulations, codes and standards, 

the criterion followed shall be that which results in the satisfaction of all applicable 

requirements. Standards shall be mandated as required for securing regulatory 

approval.

Recognizing that the existing highway drainage system was not designed to 

accommodate an adjacent high speed railway, additional drainage requirements for 

the railroad right-of-way, and to the extent necessary, a separate drainage system and 

flood management plan will be designed and installed for the DesertXpress right-ofway, the design requirements of which will be documented in a separate design 

manual prepared during the phase of preparing the final designs The highway 

agencies will have input to that effort.

2.2. FHWA

All modifications to the Interstate infrastructure clearance will be designed in 

accordance with the most current FHWA policies and standards.

In any locations where the DesertXpress infrastructure occupies land that will remain 

part of the Interstate right-of-way, approval by FHWA of an Interstate Access 

Request is required. This includes locked-gate access from the freeway or crossroads for maintenance or emergencies and also includes temporary access for 

construction.

The provisions of the AASHTO Roadside Design Guide regarding clear zone width 

and barrier design should also be followed where practicable and consistent with state 

highway agency design standards and requirements.

2.2.1 Title 23 of the Code of Federal Regulations, Part 625, Part 630,and 636

2.2.2 AASHTO A Policy on Design Standards Interstate System

2.2.3 AASHTO A Policy on Geometric Design of Highways and Streets

2.2.4 FHWA Policy on Access to the Interstate System

(http://frwebgate.access.gpo.gov/cgibin/getdoc.cgi?dbname=2009_register&docid=fr27au09-110) 

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2.2.5 Interstate System Access Informational Guide

(http://www.fhwa.dot.gov/design/interstate/pubs/access/index.cfm) 

2.2.6 NCHRP Report 492, Roadside Safety Analysis Program Engineer’s Manual

2.3. California Department of Transportation (Caltrans) 

All modifications to Caltrans infrastructure or improvements within Caltrans right of 

way will be designed in accordance with the most current Caltrans Manuals, 

Standards and Specifications (http://www.dot.ca.gov/manuals.htm), including but 

not limited to: 

2.3.1. Highway Design Manual; 

2.3.2. Plans Preparation Manual; 

2.3.3. Project Development Procedures Manual; 

2.3.4. Right-of-Way Manual;

2.3.5. Surveys Manual;

2.3.6. Bridge Design Practice Manual; 

2.3.7. Guidelines for Structures Foundations Reports; Foundation Report 

Preparation for Bridge Foundations; Guidelines for Preparing Geotechnical 

Design Reports; Soil and Rock Logging, Classification, and Presentation 

Manual; Foundation Manual; and Geotechnical Manual; 

2.3.8. California Manual on Uniform Traffic Control Devices; 

2.3.9. Highway Safety Manual

2.3.10. Traffic Manual, Chapter 7; and

2.3.11. Storm Water Quality Handbook – Project Planning and Design Guide. 

Any deviations from Caltrans Manuals, Standards or Specifications will require 

written approval before final design. 

2.4. Nevada Department of Transportation 

All modifications to Nevada DOT infrastructure will be designed in accordance with 

the most current NDOT Manuals and standards, including:

2.4.1. Project Design Development Manual - Roadway, Traffic

2.4.2. Bridge Design and Procedures Manual

2.4.3. Hydraulic Design Manual

2.4.4. Geotechnical Policies and Procedures Manual

2.4.5. Standard Specifications for Road and Bridge Construction

2.4.6. Standard Plans for Road and Bridge Construction

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2.4.7. HOV/Managed Lanes and Ramp Metering Policy Manual

2.4.8. Access Management System and Standards

2.4.9. Storm Water Planning and Design Manual

2.4.10. Pattern and Palette of Place (landscape and aesthetics master plan)

2.5. Railroad Standards

2.5.1. Railroad track, structures, and catenary electrical clearances shall be 

designed in accordance with recommended practice of the American 

Railway Engineering and Maintenance of Way (AREMA) Manual for 

Railway Engineering 2010, as applicable. 

2.5.2. Tracks shall be designed to meet applicable requirements of Track Safety 

Standards, 49CFR213 Subpart G.

2.5.3. Railroad signals and communication shall be designed in accordance with 

recommended practice of the American Engineering and Maintenance of 

Way (AREMA), Communications and Signal, as applicable.

2.5.4. The DesertXpress will be certified through the FRA process and will comply 

with the Code of Federal Regulations (CFR), specifically 49 CFR Parts 200-

299.

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3.0 Protection Against Intrusion

3.1. Introduction 

In view of the fact that the DesertXpress project is expected to operate adjacent to 

(or in some cases, within) a highway corridor, it is important to protect the 

railroad right-of-way against intrusion by unguided automotive vehicles, 

including motorcycles, automobiles, light trucks, and over-the-road trucks. 

Studies have indicated that on high speed highways, a clear width of thirty (30) 

feet from the edge of the traveled way permits about 80 percent of the vehicles 

leaving the roadway out of control to recover. However, more recent studies of 

where rail corridors parallel roadway and highways, such as the one that was 

commissioned by BART for the Dublin-Pleasanton Extension (DPX), have 

concluded that: 

x As the distance from the edge of the travel lane to the barrier increases, so 

does the angle that the out of control vehicle approaches the barrier. The 

greater the approach angle, the greater the impact and likelihood that an 

errant vehicle will penetrate the barrier. 

x Uneven terrain between the edge of the traveled lane and the barrier can 

provide the impetus for a vehicle to “vault” over the barrier. 

It is therefore considered of greatest importance to mitigate the possibility of a 

vehicle penetrating the DesertXpress right-of-way, by providing barriers between 

the railway and the roadway. Since barriers may present a risk of increased 

severity for run-off-the-road crashes, the barriers will be placed beyond the 

roadway clear zone to the maximum extent possible. At locations where the full 

clear zone distance cannot be achieved, the placement of the barrier needs to be 

determined with consideration given both the frequency of impact and the angle 

of impact. When the barrier is placed at the shoulder, there is a smaller angle of 

impact and thus a less severe crash. When the barrier is placed further away, the 

frequency of crashes is reduced, but the severity of crashes increases with the 

increase angle of impact. The Roadside Safety Analysis Program, as described in 

NCHRP Report 492, provides a methodology for determining the optimum 

placement of barrier when the barrier is within the roadway clear zone.

The width of the I-15 Corridor, and how the DesertXpress right-of-way fits within 

this corridor, varies according to location. Accordingly, the distance between the 

DesertXpress right-of-way and the highway travel lanes will vary. The final 

design plans for DesertXpress will delineate this spacing throughout the length of 

the corridor, but in no case shall the spacing be less than the minimum distances 

shown in the attached cross sections. The size and type of barrier will be 

determined by the relative proximity and geometry of the rails to that of the 

highway, as described in Section 3.2, below. 

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3.2. Barriers

3.2.1. Railroad Alignment to the Side of I-15. 

a) Where the top of rail (TOR) is at or below the adjacent traveled lanes, 

permanent 72-inch high concrete barriers complying with Caltrans 

concrete barrier, Type 60 series, or Nevada DOT Type FA, or FD 

barrier, as appropriate, shall be installed between the guideway and the 

parallel roadway.

b) Where the guideway is on an earthen fill structure, with the TOR more 

than six (6) feet above the adjacent travel lanes and with vertical walls 

exceeding 4 ft. in height above the roadway shoulder, no barrier is 

required. However, the base of the wall shall incorporate the same 

profile as the Type 60 series barrier, or Nevada DOT Type FB barrier, 

to redirect a vehicle from its errant path.

3.2.2. Railroad Alignment in the Median of I-15 

a) Where the TOR is at or below the adjacent traveled lanes, permanent

72-inch high concrete barriers complying with Caltrans concrete 

barrier Type 60 series; or Nevada DOT Type FA, or FD barrier, as 

appropriate, shall be installed between the guideway and the parallel 

traveled lanes.

b) Where the guideway is on an earthen fill structure with the TOR more 

than six (6) feet above the adjacent travel lanes and with vertical walls 

exceeding 4 ft. in height above the roadway shoulder, no barrier is 

required. However, the base of the wall should incorporate the same 

profile as the Type 60 series barrier, or Nevada DOT Type FB barrier, 

to redirect a vehicle from its errant path.

3.2.3. Grade Separated Crossings:

a) Highway/Road Overpasses: 

i) Based on the proposed DesertXpress EMU trains, the minimum 

clearance between any overhead structure and the TOR is 16’09”. 

This will allow a minimum of 1’00”clearance between the 

overhead contact wire and the existing structure. In circumstances 

where vertical clearances are less than 20’00”, it is generally 

assumed that the overhead contact wire will be supported via 

insulated hangers, fixed directly to the existing overhead structure. 

Highway and rail agencies need to concur on clearance final 

designs to ensure sufficient clearance between rail electrical 

system and highway infrastructures.(see 23 CFR 646) 

ii) Where overhead highway structures cross the DesertXpress rightof-way, their piers shall be protected by crash walls that are

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specifically designed to withstand the impact of a derailed train, 

and shall be profiled to deflect a derailed train away from the 

supporting structure. At a minimum, crash walls shall be installed 

per the requirements of AREMA Manual for Railway Engineering, 

Chapter 8, Section 2.1.5. Their design will reflect the actual 

impact loads that would be generated by the DesertXpress trains, 

rather than the loads generally used for heavier, freight rail 

vehicles. The rail, highway, and Homeland Security agencies will 

review and concur with this new design. 

iii) Curved overhead highway structures that cross over the trackway 

shall be provided with Caltrans Type 60 series, or Nevada DOT 

Type A or B highway barriers, as appropriate. 

b) Rail Overpasses/Structures: Where the trackway is on a pier supported 

structure within the highway right-of-way, Caltrans Type 60 series 

barriers, or Nevada DOT Type FB barriers, as appropriate, shall be 

used to protect trackway piers and the occupants of highway vehicles. 

This will include the straddle bents for the highway crossovers and 

other locations. 

Where adequate clearance is available and protection can be provided, 

the area beneath the trackway may be utilized for other transportation 

purposes, such as travel lanes and shoulders, or sidewalks. 

c) Where such highway overpasses extend over the DesertXpress 

trackway, DesertXpress shall provide adequate fencing on those 

overpasses to protect objects from being dropped onto the trackway, 

the design of which shall be consistent with Caltrans and NDOT 

design requirements. 

3.3. Fencing

All accessible areas of the Railroad Right-of-Way shall be provided with 

protection against guideway and right-of-way entry by unauthorized persons, 

large animals and objects. Such protection shall be provided by chain link 

fencing at least six (6) feet high, installed longitudinally within the guideway, 

between any barrier structure and the track, at a distance of approximately 30 

inches from the centerline of the barrier, if provided. Alternatively, the fence may 

be mounted on top of the barrier. The combined height of the barrier structure 

and fence shall be at least six (6) feet and fencing shall not be required where any 

barrier or retaining wall height would exceed six (6) feet in height. Overhead 

highway bridge structures shall include chain link fencing across the width of the 

guideway, plus 20 feet on either side, to aid in the prevention of acts of 

vandalism. Special fencing to protect the desert tortoise or other wildlife is 

expected as well. The highway agencies will assist as necessary in its selection.

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3.4. Intrusion Detection System 

All fenced areas of the Railroad Right-of-Way that could be accessed on foot by 

unauthorized persons shall incorporate an intrusion detection system, such as 

continuity wire loops, that is capable of detecting large objects that may strike or 

rupture the chain link fence. Where such fencing is not required, such as where 

the trackway is on an elevated structure or isolated by high retaining walls or 

barriers, intrusion detection is not mandatory but shall be installed wherever a 

comprehensive Hazards Analysis shows that unauthorized intrusion is possible. 

The intrusion detection system shall be tied into the train control system to allow 

either warning or train stop, as determined by the System Safety Plan. Traveler 

information systems and other ITS elements put in place by DXE, NDOT or 

Caltrans will be shared with the other parties in order to use the same applicable 

ITS national standards. 

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4.0 Emergency Access

4.1 Introduction 

A comprehensive emergency response plan shall be submitted to the FRA, 

coordinated with the highway agencies, and appropriate emergency response 

organizations for review and approval during the final design phase. 

4.2 Median Running Alternative

4.2.1 Cross Median Emergency Access:

At the time of this final draft of the Manual, it is unlikely that there will be 

any at-grade median running sections in the project. However, in the 

event there is a segment that has an at-grade trackway within the median 

of I-15, except where the guideway is on a pier supported aerial structure, 

the right-of-way will be protected by Type 60 series or equivalent barriers 

and fencing that will preclude cross median access for emergency 

vehicles. To provide for cross median authorized emergency vehicle 

traffic, the DesertXpress project will provide bridges for the exclusive use 

of emergency vehicles to pass under the trackway. Including existing 

accessible highway overpasses and underpasses, these will provide cross 

median access every ten (10) miles, at a minimum. See Figure 4.1 for 

details.

4.2.2 Parallel Emergency Access:

If lanes need to be reconstructed to accommodate median running in the I15 Corridor, a minimum twelve (12) foot graded side clearance between 

the right-of way fencing and the Type 60 series barriers will be provided 

to accommodate the movement of emergency vehicles parallel to the 

traveled lanes.

4.3 Side Running 

4.3.1 Cross Median Emergency Access:

The side running alternative shall not impact cross-median emergency 

access.

4.3.2 Parallel Emergency Access:

A minimum twelve (12) foot graded side clearance between the right-of 

way fencing and the Type 60 series barriers will be provided to 

accommodate the movement of emergency vehicles parallel to the traveled 

lanes.

4.4 Maintenance of Traffic 

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4.4.1 All construction that would impact the normal function of the I-15 

corridor in California will be controlled by a Temporary Traffic Control 

Plan, in accordance with the California Manual on Uniform Traffic Control 

Devices, Part 6, Temporary Traffic Control

4.4.2 All construction that would impact the normal function of the I-15 

corridor in Nevada will be controlled by a Temporary Traffic Control 

Plan, in accordance with the Manual on Uniform Traffic Control Devices,

Part 6, Temporary Traffic Control. Coordination with NDOT and Caltrans,

District 8 TMC San Bernardino, and the NDOT/RTC Freeway and Arterial 

System of Transportation (FAST) will be required.

4.5 Emergency Evacuation

As part of the DesertXpress System Safety Plan, an Emergency Procedure Plan to

cover the emergency evacuation of passengers and staff will be developed, in 

accordance with NFPA 130, Chapter 9 – Emergency Procedures and 49 CFR 239 

– Emergency Preparedness Plan. For almost all emergency scenarios, the Plan 

will require passengers to remain in the trains. The emergency responder, rail and 

highway agencies will review and concur with portions of that plan for segments 

within their ROW.

In the event of an emergency requiring immediate train evacuation, which would 

only occur very infrequently, train passengers will be evacuated to the 10 foot 

wide (minimum) maintenance road area that runs alongside the trackway. The 

maintenance road will be able to accommodate emergency vehicles. Passing lane 

“bump-outs” will be provided. See Figure 4.2 for details. 

For elevated sections where no parallel maintenance roadways are provided, 

passengers would be evacuated to the trackway. The positive train control system 

will detect any stopped trains and any open doors on that train and command an 

automatic emergency stop of any other trains operating in that area.

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5.0 Typical Sections

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