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Attachment 7 - Execution | Rail Transport | Transportation Engineering
Attachment 7 - Execution
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Design, Construction and Rolling Stock Requirements
Portions of this Attachment 7 have been supplemented, modified or superseded by the Alternative Technical Concepts. Many, but not all, of such changes are referenced in the provisions herein. Please see Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal, which includes a complete description of each concept and how it is intended to be implemented, and Section 1.3 (Conflict of Terms) of the Agreement, which concerns resolution of any potential conflict, ambiguity or inconsistency resulting from the application of the Alternative Technical Concepts.
Contract No. 18FH012 Execution Version
Part A GENERAL REQUIREMENTS FOR DESIGN, CONSTRUCTION AND
Third Party Agreements 22
Electromagnetic Compatibility 27
Corrosion Control 29
INFRASTRUCTURE REQUIREMENTS 36
Clearances and Alignment
Railroad-Related Work
Commuter Rail Maintenance Facility 84
Train Control System 91
Fare System Equipment
Traction Electrification System
Systemwide Electrical Requirements
Part C ROLLING STOCK REQUIREMENTS
1. Scope and Responsibilities
3. Carbody Structure
4. Carbody Features
5. Operator's Cab
6. Heating, Ventilation and Air Conditioning
8. Propulsion and Dynamic Braking
9. Auxiliary Power System
10. Trucks and Suspension
11. Air Supply and Friction Brake Systems
12. Carborne Communications Systems
13. Operational Safety Systems
14. Trainlines and Data Networks
15. Monitoring and Diagnostics
16. Materials and Workmanship
Part D VERIFICATION AND DEMONSTRATION
1. Verification Program
2. System Testing and Commissioning
4. System Performance Demonstration
Part E OPERATIONS AND MAINTENANCE RESPONSIBILITIES DURING THE DESIGN/BUILD PERIOD
2. DUS Rail Segment
3. Commuter Rail Corridors and CRMF
Part F THIRD PARTY OPTIONS TO THE DESIGN/BUILD SCOPE
1. 40th Avenue Grade Separation Project
2. CCD Storm Sewer Drainage Project
3. Peña Boulevard Bridge Projects
1. Regulations, Codes and Standards
Part 1: Federal Regulations
Part 2: State, Local and Third Party Regulations and Standards
Part 3: Industry Codes and Standards
2. Station Canopy Templates
3. Final Design Documents for Work on UPRR Property
1. Draft Voluntary Clean-Up Application and Materials Management Plan
Draft Voluntary Clean-Up Application and Materials Management Plan for the
DESIGN, CONSTRUCTION AND ROLLING STOCK
Unless the context requires otherwise, capitalized terms used in this Attachment 7 shall have the meaning given to them in Section 1.1 (Definitions) of the Agreement. In addition, the following capitalized terms shall have the meanings set out below. Names and acronyms of entities promulgating regulations, codes and industry standards used in this Attachment 7 are defined in Appendix 1 (Regulations, Codes and Standards).
AAR means the Association of American Railroads.
BNSF means Burlington Northern Santa Fe Railway Corporation and its Affiliates.
CCD means the City and County of Denver
CDOT means the Colorado Department of Transportation.
CDPHE means the Colorado Department of Public Health and Environment.
Central Corridor LRT Extension Project means the light rail project to be constructed by others as an extension from the existing 30 th /Downing Street station to the 38 th /Blake station, which will serve a transfer point to the Commuter Rail Network.
Closed Circuit Television (CCTV) means a video surveillance system used for monitoring public areas and assets of the Commuter Rail Network.
Control Center means the operational and administrative base for commuter rail operations, comprising the Dispatch Center and the Security Command Center (in each case as such term is defined in Attachment 10 (O&M Specifications)).
Corridor Protection Barrier means a longitudinal structure between the tracks for the Commuter Rail Network and the UPRR Parallel Railroad Tracks, as required by Section 5.9 (Corridor Protection Barriers) of Part B.
DIA means Denver International Airport.
Compatibility Requirements) of Part A.
Emergency Telephones means the emergency call devices placed in strategic locations around transit facilities providing a direct connection to the security entity responsible for monitoring and responding to situations at that location.
Attachment 7, Part A
EMU means electric multiple units, a type of electric Rolling Stock arranged in train consists suitable for Passenger service for which propulsion power is derived from continuous contact with an overhead electrical distribution conductor.
Environmental Permits means those Permits listed in Attachment 5 (RTD Permits) and Attachment 18 (Concessionaire's Records of Decision Obligations).
Fare System Equipment means ticket vending machines, stand alone validators and smartcard readers located at stations for the purpose of collecting fare revenue and dispensing and validating tickets as further described in Section 11 (Fare System Equipment) of Part B.
Final Design means a level of design development at, or nearly at, 100% design completion, at which point all design details are developed and shown on design documentation.
I-225 LRT Project means the light rail corridor to be constructed by others as an extension from the existing Nine Mile station to the Peoria station, which will serve a transfer point to the Commuter Rail Network.
LRFD means load and resistance factor design, as applied to bridge design.
MUTCD means the FHWA Manual on Uniform Traffic Control Devices and any provisions, applicable in the context in which used, of the CDOT Colorado Supplement to the FHWA Manual on Uniform Traffic Control Devices, both as listed in Part 1 (Federal Regulations) of Appendix 1 (Regulations, Codes and Standards) of this Attachment 7.
NFPA means the National Fire Protection Association.
North Metro Corridor means the commuter rail corridor to be constructed by others from the DUS Rail Segment to 162 nd Avenue, comprising an alignment of approximately 18 miles and 8 stations, on which service will be provided by EMU trains.
Northwest Rail Corridor means the commuter rail corridor from DUS to Longmont, comprising the NWES and a section from South Westminster to Longmont to be constructed by others.
OCS means Overhead Contact System as described in Section 12.3.1 (Overhead Contact System) of Part B.
Operating Plan has the meaning given to it in Attachment 10 (O&M Specifications).
Parallel Railroad Tracks means those tracks owned by the Railroads running next to a Commuter Rail Network track on the same or nearly the same alignment.
park-n-Ride or pnR means parking lots provided at transit stations for Passengers to transfer to bus and rail service.
Peña Transportation Corridor means a right of way under the ownership of CCD extending 1,000 feet on either side of the Peña Boulevard centerline, designated as a "scenic buffer" under the 1988 Intergovernmental Agreement between Adams County and CCD.
Periodic Design Review Meeting has the meaning given to it in Section 3.2 (Concessionaire Design Review) of Attachment 9.
Preliminary Design means a level of design development that may be anywhere between 30% and 65% design completion, at which point key design and interface issues can be finalized.
PTC means Positive Train Control as defined in Section 9.1(b) of Part B.
PUC means the Colorado Public Utilities Commission, an agency of the Colorado Department of Regulatory Agencies.
Railroad means BNSF or UPRR.
Railroad Property has the meaning given to it in Section 3.2 (Work on Railroad Property) of Part B.
RTD Bus Transit Facility Design Manual means RTD's Bus Transit Facility Design Guidelines and Criteria included as Reference Data Item No. 1GCP in Attachment 23 (Reference Data List).
RTD Commuter Rail Design Criteria means RTD's Commuter Rail Design Criteria included as Reference Data Item No. 1GCP in Attachment 23 (Reference Data List).
SCMD means Sand Creek Metropolitan District.
SCMD Access Date means the date by which RTD shall procure that all design and construction of the lowering of 40th Avenue has been performed by SCMD, as set forth in the Inter- Governmental Agreement between RTD and SCMD.
System Performance Demonstration has the meaning given to it in Section 4.2 (System Performance Demonstration) of Part D.
TES means the Traction Electrification System as defined in Section 12 (Traction Electrification System) of Part B.
UPRR means Union Pacific Railroad Company and its Affiliates.
Urban Drainage and Flood Control District (UDFCD) means an independent agency, established by Colorado legislature for the purpose of assisting local governments in the Denver metropolitan area with multi-jurisdictional drainage and flood control problems.
This Attachment 7 defines the technical scope of the Work for the Eagle Project during the Design/Build Period. The requirements set out in this Attachment 7 are mandatory. The Concessionaire is obliged to comply with these requirements, subject to any waivers and variations from specific requirements that RTD may grant in its sole discretion.
The overall goal of the Work is to provide a Commuter Rail Network that is capable of being operated and maintained in an efficient and reliable manner and in accordance with the requirements of the Agreement. Therefore, in developing and implementing its approach to design and construction, the Concessionaire shall make reference to Attachment 10 (O&M Specifications) in determining the scope of the Work.
Final design and construction of the Commuter Rail Network shall include appropriate provisions and accommodations for the increases in service demand that are anticipated to occur during the Operating Period. The Concessionaire shall demonstrate in the Concessionaire Design Submittals that Final Project Design and proposed construction provide the ability, through additional final design and construction activities not included in the Work, to meet the increased operating capacity requirements specified in Figure 2.2.
Figure 2.2 – Design and Construction Requirements by Time Period and Major Elements
Construction/Supply
Sufficient Cars to provide service
Sufficient to meet 2035 service capacity requirements for:
East Corridor; Gold Line; and Northwest Rail Electrified Segment.
capacity up to 2035 service capacity requirements for:
East Corridor; Gold Line; and Northwest Rail Electrified Segment. Phased delivery is allowed prior to 2035 consistent with the increasing service capacity requirements through 2035.
Service and storage of:
EMU fleet (as set out in Part C) to meet forecasted 2035 ridership for East Corridor, Gold Line and the Northwest Rail Electrified Segment; 30 additional EMU Cars (as set out in Part C) CRMF designs may propose a separate maintenance facility site and facility to accommodate such increased capacity outlined above.
Sufficient for service and storage of the EMU fleet supplied for:
Provision of storage tracks may be phased to match the fleet on hand.
Station Park and Ride Lots
Number of spaces for 2030 (as set out in Part B, Section 6).
Number of spaces for 2015 (as set out in Part B, Section 6).
As required for traffic levels around stations in 2015.
East Corridor: Sufficient to handle service carrying double 2035 service capacity requirements.
Sufficient to handle service carrying 2035 service capacity requirements.
Northwest Rail Electrified Segment and Gold Line: Maximum platform length possible within physical constraints.
Traction Electrification System and Train Control System
Sufficient to handle service carrying
Sufficient to handle service carrying 2035 service capacity requirements. Traction substations shall include load capacity for North Metro service.
service capacity requirements
plus a conceptual ability for expansion to handle increased service levels up to
service capacity requirements.
Traction substations shall include load capacity for North Metro service.
Details of the service capacity requirements referred to in Figure 2.2 are set out in Section 2.1.2 (Service Capacity Requirements) of Attachment 10.
All aspects of the Work shall be performed in accordance with the requirements of applicable Law, the Agreement, the Project Requirements, Good Industry Practice, applicable industry codes and standards, and other guidance and best practice documents typically applied to commuter railroad projects, including primary regulations, codes and standards as set forth in Appendix 1 (Regulations, Codes and Standards). The Concessionaire is responsible for identifying all applicable regulations, codes and standards.
2.4 Interpretation of Requirements
If there is any conflict between any of the requirements described in Section 2.3 above, the most restrictive requirement shall apply. If any requirement is unclear, the Concessionaire shall seek clarification from RTD.
All systems, equipment and facilities for the Commuter Rail Network visible to Passengers and the general public shall reflect the visual identity and branding directed by RTD in color and signage, as appropriate to its location. The Concessionaire shall coordinate with RTD during the Design/Build Period to establish the application of this identity and branding on the Commuter Rail Network.
Rolling Stock shall be branded using RTD's standard striping similar to the application on its buses and light rail vehicles unless RTD specifies otherwise. The Concessionaire may include its own operating insignia or logo on the Rolling Stock, subject to RTD approval.
Overview of the Eagle Project
The Eagle Project includes:
design and construction of the Commuter Rail Projects;
design and construction of the CRMF;
provision and installation of the DUS Systems;
provision of the Rolling Stock;
provision of the Commuter Rail Services;
maintenance of the Commuter Rail Network and Rolling Stock; and
dispatch of the Heavy Rail Movements;
in each case performed in accordance with the terms of this Agreement.
3.2 Denver Union Station Rail Segment
3.2.1. DUS Overview
DUS will be the hub for multiple transportation modes in the Denver metro area. Services operating on the Northwest Rail Corridor, the Gold Line, the East Corridor, the North Metro Corridor will all terminate at DUS, as will light rail services on the Central Platte Valley line. RTD's regional bus facility will be located below grade and will serve as the terminal for the US 36 Bus Rapid Transit corridor and numerous other RTD bus routes. DUS will continue to accommodate Amtrak services as well as other Heavy Rail Movements. The 16th Street Mall shuttle will continue to run in dedicated lanes along 16th Street and extend to the Central Platte Valley light rail station. The new Downtown Circulator will include stops for easy commuter rail and light rail transfers. There will also be a number of public spaces including plazas at Wynkoop Street, 17th Street, and 18th Street. The Eagle Project includes only the commuter rail portions of the DUS.
3.2.2. DUS Infrastructure and the Fare System Equipment
The DUS Infrastructure Contractor will design and construct the DUS Infrastructure, as described in detail in Attachment 3 (The DUS Infrastructure).
RTD will install Fare System Equipment at DUS for use by the Passengers.
3.2.3. The DUS Rail Segment
The Concessionaire is responsible for all design, construction and installation activities necessary for full functionality of the DUS Rail Segment not provided as part of the DUS Infrastructure or the Fare System Equipment. The DUS Systems comprises the following Work:
(a) electrification of the commuter rail tracks;
signaling of all tracks and interlocking of switches;
station equipment for passenger information and operations control; and
coordination with the DUS Infrastructure Contractor with regard to design integration, construction access, and provision of permits and approvals for the Work.
Northwest Rail Electrified Segment
The NWES runs from the DUS Rail Segment to South Westminster station and includes the alignment of DUS to CRMF, required for movement of Rolling Stock from the CRMF to DUS. The NWES is shown in Figure 3.3. The Concessionaire shall design and construct the NWES as defined in this Section, in its entirety except as noted below.
Figure 3.3: NWES Alignment Overview
3.3.1. NWES Overview
The NWES runs northwest from the DUS Rail Segment to South Westminster on an alignment that is to be shared by the NWES Service, the Gold Line Service and DUS to CRMF non-revenue movements. The alignment generally follows adjacent to and east of the BNSF Front Range subdivision but does not require any shared operations with BNSF. The right of way in this segment provides sufficient width for a double-track system dedicated to the Commuter Rail Network. The Gold Line diverges from the NWES immediately west of Pecos Street at Pecos Junction, with the NWES continuing to South Westminster on a single track that parallels the BNSF track, but that does not require any shared operations with BNSF.
3.3.2. NWES Alignment Description
The primary features of the NWES alignment shall be implemented as defined in Table 3.3.2.
Table 3.3.2: NWES Alignment Features
Wewatta Street crossing
Grade separated; alignment passes underneath in an existing opening.
23rd St Yard fueling facility access crossing
Grade separated; providing access from Fox St.
Consolidated mainline crossing
South Platte river crossing
BNSF property access
New at-grade private crossing with a locked chain-link gate.
I-25 crossing
38th Avenue crossing
Grade separated; east of existing Railroad bridge
BNSF Rennick Yard
Railroad will relocate its tracks off commuter rail right of way.
41st/Fox Street station
See Section 6 of Part B
BNSF Jersey cut-off crossing
I-70 crossing
48th Avenue crossing
BNSF TOFC yard access from 48th Avenue frontage road
CRMF location east of mainline
Mainline track connections
BNSF TOFC yard crossing
Utah Junction crossing
Running parallel on the south side of BNSF track
Utah Junction Bypass Bridge crossing
Pecos Street station
Pecos Street crossing
Grade separated; alignment passes under a road bridge being constructed by Adams County. The third party work includes a second road-over-rail bridge for Osage Street and all associated roadway work.
Gold Line diverges to the west in a two track configuration while the NWES alignment becomes single track.
I-76 crossing
Grade separated; alignment passes underneath in an existing opening from which slope paving shall be removed.
Grade separated; on new structure with top of rail equal to adjacent freight track; no change to existing railroad structure.
64th Avenue crossing
Grade separated; provide a new road-over-rail structure spanning both commuter rail and freight tracks.
Federal Boulevard crossing
South Westminster station
NWES Alignment Station Locations
The 41st/Fox Street station is located east of the BNSF corridor and north of 38th Street roadway underpass. A pnR Site is located east of the station, and access between the station platform, pnR, and communities to the west requires a grade-separated pedestrian facility. The 41st/Fox Street station shall be constructed as part of the Gold Line Project Work.
The Pecos Street station is located to the east of Pecos Street and south of the BNSF alignment. A pnR is located to the northeast of the platform. A grade-separated pedestrian facility is necessary to convey patrons from the pnR Site, across the BNSF track, to the platform. The Pecos Street station shall be constructed as part of the Gold Line Project Work.
The South Westminster station is located near 71 st Avenue and Irving St, west of Federal Boulevard and south of the BNSF alignment. A pnR Site is located to the north of the BNSF track. A grade-separated pedestrian facility is necessary to convey Passengers from the pnR, across the BNSF track, to the platform.
3.4 Gold Line
The Gold Line runs from Pecos Junction to Ward Road and is shown in Figure 3.4. The Concessionaire shall design and construct the Gold Line as defined in this Section, in its entirety except as noted below.
Figure 3.4: Gold Line Alignment Overview
3.4.1. Gold Line Overview
The Gold Line diverges from the NWES at Pecos Junction and runs west to Ward Road in Wheat Ridge. The 7.4-mile long Gold Line corridor runs parallel to BNSF and UPRR right of way, but does not require any shared operations. The right of way provides sufficient width for a double- track system dedicated to the Gold Line Service, except where specifically identified below.
3.4.2. Gold Line Alignment Description
The primary features of the Gold Line alignment shall be implemented as defined in Table 3.4.2.
Table 3.4.2: Gold Line Alignment Features
Pecos Junction 1
Follow CDOT embankment
West 61st Avenue crossing
Run parallel and north of UPRR Moffat Line corridor
Maintain 50 feet clearance or provide Corridor Protection Barrier.
Federal Boulevard station
Lowell Boulevard crossing
Tennyson Street crossing
Sheridan Boulevard station
Sheridan Boulevard crossing
UPRR Moffat Line crossing
Ralston Road crossing
Run parallel and north of BNSF Golden Subdivision track
Alignment width is limited allowing only single track between Ralston Road and Carr Street.
Ralston Creek crossing
Lamar Street crossing
Salisbury Street crossing
Wadsworth Bypass crossing
Grade separated; deep foundations, designed for a two track E-80 loading structure, are
1 NOTE: See DTP-ATC-013 (Alignment at Pecos Junction) in Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal.
already in place and may be used by commuter rail.
Vance Street crossing
Olde Wadsworth Boulevard crossing
Allison/Zephr Street crossing
Balsam Street crossing
Carr Street crossing
Garrison Street crossing
Independence Street crossing
Kipling Street crossing
Grade separated; Railroad will vacate its existing bridge and will construct a new bridge for its own use. The existing single track bridge may be re-used by commuter rail.
Lee Street/State Home Road crossing
Closed; no crossing required
Miller Street crossing
Parfet Street crossing
Robb Street crossing
Tabor Street crossing
3.4.3. Gold Line Alignment Station Locations
The Federal Boulevard station site is located east of Federal Boulevard and the pnR Site is located adjacent to the station, north of the alignment.
The Sheridan Boulevard station site is located to the east of Sheridan Boulevard and to the north of the UPRR Moffat Line. The pnR Site is located adjacent to the station to the north.
The Olde Town Arvada station is bounded by Olde Wadsworth Boulevard to the west, Vance Street to the east, Grandview Boulevard to the north, and the BNSF tracks to the
south. This is a single track station with a side platform to the north of the commuter rail line. The pnR involves reconfiguration and expansion of the existing RTD pnR Site to the southeast of the station.
The Arvada Ridge station is bounded by Ridge Road on the north, BNSF tracks to the south, Lee Street/State Home Road to the west, and Kipling Street bridge to the east. The pnR Site is located to the south of the freight and commuter rail tracks with a grade- separated pedestrian facility required to cross the freight and commuter rail tracks.
The Ward Road station is bounded on the south by the BNSF tracks, the west by Ward Road, and the east by Tabor Street. Sufficient distance has been left to the west to allow for double tail tracks and the potential for a future structure over Ward Road. The pnR Site is located to the north of the station.
East Corridor Overview
The East Corridor runs east from the DUS Rail Segment to DIA, as shown in Figure 3.5.1. The approximately 22.8-mile alignment generally parallels the UPRR corridor between DUS and Airport Boulevard and then turns north and then east to DIA within the Peña Transportation Corridor. The right of way provides sufficient width for a double-track system dedicated to the East Corridor Service.
Figure 3.5.1: East Corridor Alignment Overview
3.5.2. East Corridor Alignment Description
The primary features of the East Corridor alignment shall be implemented as defined in Table 3.5.2.
Table 3.5.2: East Corridor Alignment Features
Park Avenue West crossing
38th/Blake station
38th Street crossing
40th Avenue right of way
Reconstruct the roadway from 40th Street to York Street.
York Street and Josephine
Reconfigured between 40th and 42nd to provide a
Street couplet crossing
single bidirectional at-grade crossing.
Columbine Street crossing
Clayton Street crossing
Steele Street crossing
Market Lead Railroad corridor crossing
Colorado Boulevard station
Colorado Boulevard crossing
Colorado Boulevard to west of Dahlia Street
Relocate Smith Road to the south; provide a reconfigured intersection at Colorado and 40th Street. Close the existing portion of Smith Road under Colorado Boulevard. Remove abandoned ramp from northbound Colorado Boulevard to eastbound Smith Road, regrade and seed.
Dahlia Street crossing
Holly Street crossing
Monaco Street crossing
Quebec Street crossing
Quebec Street frontage road crossings (northbound and southbound)
Ulster Street crossing
Central Park Boulevard station
Central Park Boulevard crossing
Grade separated; alignment passes under a road bridge being constructed by Forest City. 2
Havana Street crossing
2 NOTE: See Reference Data Item 2E.10.
Moline Street to Peoria Street
Realign Smith Road to the existing 33rd Street and close the existing portion of Smith Road.
Peoria Street crossing
I-225 crossing
Sable Boulevard crossing
Chambers Road crossing
Xcel Energy plans to install a new transmission line on the north side of the UPRR right of way in 2010, which will be a minimum of 100 feet above existing ground level at the location of the commuter rail structure.
Airport Boulevard crossing
East 31st Avenue/ Pagosa Street crossing
40th Avenue crossing
56th Avenue crossing
Tower Road crossing
Grade separated; vehicular crossing for access to the northern portion of the DIA Golf Course lease, enabling access from east of Himalaya Road and west of E-470.
E-470 crossing
(qq) Peña Boulevard crossing 3
Grade separated; the design and construction of the bridge over Peña Boulevard is explicitly excluded from the Work; however trackwork, traction electrification and other necessary systems shall be provided by the Concessionaire.
New Castle Road crossing
(ss) Employee parking lot
Grade-separated; vehicular crossing of the Corridor alignment for access to the northern portion of the DIA employee parking lot.
Grade separated; pedestrian crossing of the Corridor alignment for access to the northern portion of the DIA employee parking lot.
Westbound Peña Boulevard crossing
(uu) Airport access roads
Grade separated, alignment passes under a roadways in a new underpass
(vv) Return to terminal road
Grade separated, alignment passes under a road bridge being relocated by DIA.
See Section 3.5.3 (f) below and Section 6 of Part B
3.5.3. East Corridor Alignment Station Locations
The 38th St/Blake station site is located southeast of the UPRR corridor and 38th Street and provides a connection to the Central Corridor LRT extension to be constructed by others. The pnRs are located northwest of the station and northeast of the station. Access between the station platform and the northwest pnR will be by grade-separated pedestrian facilities.
The Colorado Boulevard station is located between Monroe Street and Colorado Boulevard. The pnR site is bordered by Monroe Street to the west, 42nd Avenue to the south, Jackson Street to the east, and the rail corridor to the north.
The Central Park station site is located west of the planned Central Park Boulevard and north of Smith Road. The station includes a pnR located adjacent to the station, south of Smith Road. Smith Road shall be reconstructed adjacent to the pnR.
3 NOTE: See DTP-ATC-004 (Alternate Alignment ‘C’ Crossing E-470 and Pena Boulevard) and DTP- ATC-015 (Vertical Profile Modifications Along 78 th Avenue) in Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal.
Peoria station is located in the northwest quadrant of Peoria Street and the existing Smith Road right of way. The future I-225 LRT corridor, to be constructed by another contractor, will come from the south along the west side of Peoria to terminate at this station. A transfer will be provided between the East Corridor and I-225 LRT corridor. The pnR is located south of the station platform area, north of 33rd Avenue, east of Moline, and west of Peoria.
The 40th/Airport station is located south of 40th Avenue, just east of Peña Boulevard, and west of Salida Street, at the site of the existing RTD pnR lot. The existing pnR lot remains in place.
The DIA station site is located between the terminal east and west frontage roads, adjoining the location of a future terminal extension (to be built by others). The Concessionaire shall coordinate all Work with DIA, and is responsible for trackwork and systems equipment at the DIA station, while DIA will provide the station facility. The detailed division of Work between the Concessionaire and DIA at the DIA station will be detailed in the applicable Inter-Governmental Agreement, a copy of which is attached in draft form as Annex 2.1 to Attachment 21 (Inter-Governmental Agreements). 4 The DIA station elevation will be at Level 0 (zero) of the terminal building.
The CRMF shall provide facilities to repair, maintain, clean, and store the train fleet that will provide the Commuter Rail Services and the North Metro Corridor Service.
The CRMF Site, covering approximately 24.3 acres, is located northwest of downtown Denver, adjacent to the NWES alignment, north of the I-70/I-25 interchange, at the intersection of W 48th Avenue and Fox Street. Refer to Part D (CRMF Site) of Attachment 2 and Figure 3.6 below.
The Concessionaire is responsible for the design, site preparation, construction, equipping, testing and commissioning of the CRMF, and other activities necessary to enable construction and use of the facility.
See Reference Data Item No. 2E.7.
Figure 3.6: CRMF Site and Alignment Overview
4. THIRD PARTY AGREEMENTS
In accordance with Section 22.1(d) of the Agreement, the Concessionaire shall take all steps and perform all acts necessary to implement each of RTD's obligations to the Project Third Parties under the Third Party Agreements as part of the Work, other than those obligations identified in Section 2(e) of Attachment 20 (Utilities), Attachment 21 (Inter-Governmental Agreements) and Attachment 22 (Railroad Agreements).
If any Project Third Party requests the Concessionaire to fulfill an obligation required of RTD in any Third Party Agreement that the Concessionaire is not required to perform in accordance with this Agreement, the Concessionaire shall notify RTD immediately and respond as instructed by RTD.
The Work shall comply with the rules and regulations of the ADA, 49 CFR 37 (Transportation Services for Individuals with Disabilities), and other Law regarding accessibility applicable to new transit facilities.
The Concessionaire shall provide level boarding of the Rolling Stock at commuter rail station platforms without the use of bridgeplates. If level boarding without bridgeplates is technically infeasible, the Concessionaire shall provide such bridgeplates and any ancillary facilities, such as storage cabinets, necessary to satisfy level boarding requirements.
The Concessionaire shall submit to RTD a document (the Accessibility Plan and Compliance Report) detailing the specific design solutions to be incorporated throughout the project to provide compliance with these requirements. [CDRL #7A-01]
AT DUS, the DUS Infrastructure Contractor will provide platforms at 50.5 inches (±0.125 inches) above top of rail height, set back 67 inches from track centerline. The Concessionaire shall implement a sacrificial platform edging or other means, subject to RTD's review, to establish the horizontal gap to the Car door threshold in compliance with paragraph (a) above.
The Concessionaire shall develop and implement a sustainability plan (the Concessionaire's Sustainability Plan) consistent with the Board-adopted sustainability policy. 5 The Concessionaire's Sustainability Plan shall apply to the Concessionaire, the Project Contractors and their respective Subcontractors. The Concessionaire's Sustainability Plan shall be updated on an annual basis and shall address all aspects of the Work, setting out procedures to implement sustainable design practices, and establishing specific annual measurable goals related to construction tasks scheduled in the upcoming year. [CDRL #7A-02]
The Concessionaire shall develop a management system, as described in the Concessionaire's Sustainability Plan, which measures environmental impacts through energy, design and planning, construction, operations and maintenance, land use, and life cycle analysis. This management system shall be developed to help the entire organization understand its impacts through all phases of the Agreement in order to find the most cost effective ways to improve environmental sustainability.
The Concessionaire shall obtain LEED certification for the CRMF consistent with commitments included in Attachment 19 (Concessionaire's Proposal).
5 NOTE: See Reference Data Item No. 4GCP.
The Concessionaire shall establish detailed design life criteria for assets, which shall identify consumable and replaceable components and shall be consistent with the following general design life criteria:
fixed facilities (including structures, buildings and utility installations) shall be designed for continued operation over a minimum of 60 years before complete refurbishment and renovations may be necessary due to wear and tear and obsolescence;
major fixed systems equipment (such as substation gear and shop machinery) shall be designed for a minimum of 40 years before complete replacement becomes necessary, with appropriate maintenance policies having been followed;
Rolling Stock shall be designed for a minimum of 30 years service in the Denver environment assuming an annual design mileage of 125,000 miles per Car, before complete replacement becomes necessary, with appropriate maintenance policies having been followed; and
computer-based and other electronic hardware shall be designed for the longest viable operating life before replacement becomes necessary due to obsolescence.
Except for the Rolling Stock, any asset which has a design life (defined as the duration for which the asset can be expected to retain the same level of safety, reliability and functionality as its original application) that expires before the End Date shall be replaced by the Concessionaire before the End Date with a replacement asset providing not less than the original asset's level of safety, reliability and functionality, and meeting the design life requirements of this Section. The Rolling Stock shall be replaced in accordance with Section 31 (Rolling Stock) of the Agreement.
Previous Usage and Modern Design
All equipment, components and materials shall be demonstrated to have a proven record of satisfactory use in railway applications, or other applications providing a similar operating environment. Equipment, components and materials not meeting this requirement shall be used only with RTD's approval, such approval not to be unreasonably withheld. [CDRL #7A-03]
Equipment and systems shall be of modern design, incorporating currently available components, and shall be appropriate for use in electrified railroad systems.
Software systems shall use open architecture principles to the extent practicable.
Design and Construction Tolerances
Where not specifically identified by statement or reference code, the Concessionaire shall establish design and construction tolerances for all designs. Design and construction tolerances shall be established at a level that supports construction and maintenance requirements of the Agreement.
Design shall be based on the altitude conditions and climatic conditions of the Denver area (including levels of wind and snow loading, variations in temperature, frost depths, quantities, intensities, and durations of rainfall, lightning intensity and other climatic conditions that affect performance of the Commuter Rail Projects) as required by Good Industry Practice.
For surface and sub-surface civil works, the basis of design for engineering designs shall be a geotechnical investigation and recommendations sealed by a geotechnical engineer licensed in the State of Colorado.
The Concessionaire shall select systems, subsystems, products, components and materials necessary to meet the requirements of Part B (Infrastructure Requirements) and Part C (Rolling Stock Requirements) that are designed to function within design tolerances in the environment in which they will be used and in accordance with Good Industry Practice.
RTD Commuter Rail Design Criteria
Designs prepared by the Concessionaire shall comply with Section 14 (System Safety and System Security) of the RTD Commuter Rail Design Criteria. Other than Section 14 and any other specific requirements within the RTD Commuter Rail Design Criteria that are expressly referenced in this Attachment 7 or in any other part of the Agreement as being requirements to be complied with by the Concessionaire, the contents of the RTD Commuter Rail Design Criteria are not mandatory requirements of the Agreement.
The Concessionaire shall document all variances and deviations from the RTD Commuter Rail Design Criteria within the designs prepared by the Concessionaire, with reasoning for the design approach taken and shall submit such documentation to RTD in a timely manner (at a minimum, to be included with design documentation presented at Periodic Design Review Meetings), so that application of such variances and deviations may be considered by RTD for inclusion in revisions to the RTD Commuter Rail Design Criteria for application on other commuter rail projects that may be implemented by RTD. Any variances and deviations from the requirements of this Attachment 7 (including sections of the RTD Commuter Rail Design Criteria referenced within this Attachment 7) shall be subject to approval by RTD. [CDRL #7A-04]
Where any requirement of this Attachment 7 conflicts with a referenced section of the RTD Commuter Rail Design Criteria, the Concessionaire shall notify RTD of such conflict, and RTD shall instruct the Concessionaire as to which requirement shall apply.
Concessionaire Design Basis
The Concessionaire shall develop and submit to RTD a manual (the Design Basis Manual) that compiles a comprehensive set of design requirements of applicable Law, the Agreement and any other design criteria developed or adopted by the Concessionaire. The Design Basis Manual shall identify which standards, Laws, and Project Third Party design criteria apply to each design element and shall identify the revision status and date of issue of each such standard, Law, and design criteria. [CDRL #7A-05]
Any subsequent changes or variances to the requirements contained within the Design Basis Manual shall be documented and submitted to RTD. [CDRL #7A-05]
The Concessionaire shall ensure that the Design Basis Manual is controlled and distributed to Project Contractors and Subcontractors involved in the design, so that the requirements for design are clearly understood. Records of design verification produced during design QA/QC activities shall be cross-referenced to the applicable design requirement in the Design Basis Manual.
The Concessionaire shall obtain from the Project Contractors (or other responsible party(ies)) as-built versions of design documentation for all elements of the Eagle Project in a timely manner following the completion of each associated construction activity. Such as-built documentation shall be Record Documents, as defined in Attachment 9 (Project and Construction Management). For Project Third Party facilities and improvements, as-built documentation shall comply with the requirements of the appropriate Project Third Party.
Prior to the Final Completion Date for each Major Project Component, the Concessionaire shall submit to RTD a complete listing of the as-built documentation for that Major Project Component maintained in accordance with Section 2.5 (Record Documentation and Record Drawings) of Attachment 9. [CDRL #7A-06]
System Support Documentation and Services
During the Design/Build Period, the Concessionaire shall develop, or ensure that it receives from the Project Contractors and Subcontractors, all necessary system support documentation, items and services required for the start-up of revenue service and for activities during the Operating Period. System support items shall include:
training programs and training materials, covering both operations and maintenance of the system assets;
manuals covering operations, preventative maintenance and repair processes;
spare parts for consumable and replaceable components, subsystems and systems, as appropriate; and
special tools and equipment necessary to perform maintenance of system assets.
RTD reserves the right to review system support documentation and services at any time, and may require the Concessionaire to provide status reports on the progress of such items during the Design/Build Period.
Electromagnetic Compatibility Requirements
The Concessionaire shall conduct a survey of pre-existing conditions with respect to presence of electromagnetic interference (EMI) and radio frequency interference (RFI) characteristics for the entire Eagle Project and shall prepare a report of findings and identification of potentially susceptible sites. The report shall describe the means of testing and measuring, and shall identify locations where sample readings were taken. [CDRL #7A-07]
The Concessionaire shall ensure electromagnetic compatibility (EMC) with respect to EMI and RFI between all elements of the Work, and between the Commuter Rail Network and its environment. The Concessionaire shall achieve EMC in a systematic, documented, comprehensive, and verifiable manner. If EMI or RFI with the surrounding environment occurs, the Concessionaire shall take all necessary action and implement technology as appropriate to eliminate or reduce interference in accordance with the EMC Control Plan.
The Concessionaire shall submit to RTD a plan (the EMC Control Plan) that shall:
[CDRL #7A-08]
establish the generic EMI/RFI source media applicable to the Work;
identify standards for EMI/RFI that ensure EMC;
identify and establish the levels and spectra of EMI/RFI generated by project elements and by the external environment along the alignment;
establish the general EMI/RFI mitigation methods available and develop a strategy to:
mitigate EMI/RFI at sites that do not meet the standards set forth in the EMC Control Plan by shielding or other means;
locate and/or shield equipment, such that it is not subjected to emissions from EMI/RFI sources that impair the functioning of such equipment, and that such equipment does not produce EMI/RFI levels and/or spectra that impair the functioning of other surrounding equipment; and
include requirements for a study to be performed during the design process of EMI/RFI generated by equipment such as Rolling Stock and traction power systems; and assess the potential impacts of such interference on, and effectiveness of rejection techniques within, other equipment such as train control devices.
[CDRL #7A-09]
6.3 EMC Test Program
The Concessionaire shall, prior to the Revenue Service Commencement Date for each of the Commuter Rail Services, perform a test program (the EMC Test Program), in accordance with applicable rail industry standards, to demonstrate and verify that:
all elements of the Commuter Rail Projects are electromagnetically compatible with all elements of the Work, the Commuter Rail Network and its environment (see Section 6.1 above);
safety and control systems of the Commuter Rail Network and RTD's light rail network are not compromised by EMI/RFI in the vicinity of each transfer station;
safety and control systems of the Commuter Rail Network and equipment on adjacent Railroad corridors are not compromised by EMI/RFI; and
airport communication systems and FAA systems within the DIA facility are not compromised by EMI/RFI from the Commuter Rail Network. In testing EMI/RFI upon communication equipment, the Concessionaire shall perform this testing in accordance with the Radiated Emissions Test Plan (the Radiated Emissions Test Plan) set forth in the Inter-Governmental Agreement between RTD and DIA, unless an alternative test plan is agreed between DIA and the Concessionaire. The Concessionaire shall submit test results to RTD and DIA and, if such results determine that potential EMI exists, the Concessionaire shall mitigate such interference using the technology specified in the Radiated Emissions Test Plan.
All EMI/RFI test reports shall be submitted to RTD. [CDRL #7A-10]
The Concessionaire shall take appropriate measures to provide corrosion control measures protecting buried concrete and metallic structures, and metallic structures exposed to the atmosphere. The Concessionaire shall apply such corrosion control measures to all new facilities installed as part of the Commuter Rail Network, regardless of location, owner, or material of construction, when corrosion of such facilities could adversely affect safety and/or continuity of rail operations or functionality of the facility. The Concessionaire shall coordinate such Work with the owners of assets crossing or adjacent to the Site and Utilities.
The Concessionaire shall develop corrosion control and cathodic protection requirements to be implemented as part of the Work and shall document these requirements in a plan (the Corrosion Control Plan). The Corrosion Control Plan shall include specific requirements for each engineering discipline. The Concessionaire shall reference these requirements when the Concessionaire defines the scope of Work for each Project Contractor and Subcontractor. [CDRL #7A-11]
The Corrosion Control Plan shall address:
limits for chemical properties of non-native backfill around concrete and ferrous structures;
cathodic protection of buried metallic pipes;
appropriate cement mixtures for buried concrete piping;
material selection and, as necessary, coating of buried conduits and ducts;
measures for the protection of concrete structures, modular retaining walls and pilings;
product data for cathodic protection and corrosion control components;
cathodic protection testing and verification during construction;
coordination of corrosion and stray current control systems with, and provision of associated documentation to the I-225 LRT Project team and the Central Corridor LRT Extension Project team.
Corrosion Control Testing
The Concessionaire shall ensure that a NACE International certified Cathodic Protection Specialist designs cathodic protection and performs testing of cathodic protection in accordance with NACE Standard SP0169.
The Concessionaire shall include a detailed written description of the proposed testing schedule and procedures in the verification program documentation set forth in Part D (Verification and Demonstration) of this Attachment 7. The proposed procedures shall include a list of instruments to be used for the electrical testing, detailing the manufacturer's name, model number, serial number and calibration certificate for each instrument. Each instrument listed shall have a current calibration (less than one year old). The Concessionaire shall ensure that any specialist performing electrical testing uses the instruments listed and that each instrument used is calibrated.
The Concessionaire shall submit to RTD a copy of the test data sheet showing the proposed format for test data documentation. Test data and calculations shall be submitted to RTD in accordance with the requirements of Part D (Verification and Demonstration) of this Attachment 7.
The Concessionaire shall manage both Identified Environmental Conditions and Unidentified Environmental Conditions in accordance with the Environmental Requirements, including the Voluntary Clean-Up Application and Materials Management Plans 6 , and Section 12.2 (Environmental Conditions) of the Agreement.
All Work shall be in compliance with the requirements of applicable Law with respect to Hazardous Materials, including as promulgated by or pursuant to:
CDPHE;
the National Emissions Standards for Hazardous Air Pollutants (40 CFR 763);
the Asbestos Hazard Emergency Reduction Act (40 CFR 763);
the Model Accreditation Program (40 CFR 763);
the Comprehensive Environmental Response, Compensation and Liability Act; and
RTD has conducted environmental site assessments (ESAs) as outlined in the Environmental Reports, in two phases:
Environmental Phase 1 – Evaluation; and
Environmental Phase 2 – Investigation (where deemed required).
The Concessionaire shall coordinate all environmental matters related to the Eagle Project with CDPHE on behalf of RTD. The Concessionaire shall inform RTD prior to conducting such coordination activity with CDPHE or any other Relevant Authority.
6 NOTE: See Reference Data Item No. 2E.9 and Reference Data Item No. 2G.5.
Remediation, Cleanup and Containment
The Concessionaire shall manage hazardous materials that affect the construction and operations of the Eagle Project in accordance with the Applicable Requirements and the VCUP and MMP. The Concessionaire shall identify necessary procedures for hazardous materials handling, storage, characterization, transport and disposal, and shall submit these as a plan (the Hazardous Materials Management Plan or the HMMP) to RTD [CDRL #7A-12].
The HMMP shall conform to the VCUP and MMP and shall:
address non-contaminated soils, suspected contaminated soils, and confirmed contaminated soils for both inside and outside the right of way;
differentiate between soil allowed for on-site re-use and soil requiring off-site disposal;
differentiate between hydrocarbon contaminated soil and soils contaminated with hazardous waste or materials (characteristically ignitable, corrosive, reactive, and/or toxic as defined in 40 CFR Part 261 Subpart C or listed F-wastes, K- wastes, P-wastes, or U-wastes as defined in 40 CFR Part 261 Subpart D); and
The Concessionaire shall submit to RTD a monthly report (the Hazardous Materials Management Plan Report) summarizing activities conducted to manage hazardous material. [CDRL #7A-13]
The Concessionaire shall coordinate hazardous material remediation with Relevant Authorities. Where required, agency approval and permits shall be obtained prior to implementation of the planned remedial activities. Remediation or risk reduction activities shall cover contaminants of concern required to complete the Eagle Project in accordance with applicable Law. Prior to commencing any remediation work, the Concessionaire shall submit to RTD a plan describing the scope of work to be performed (a Remedial Plan). [CDRL #7A-14]. If hazardous waste is generated on RTD property, the FasTracks Environmental Project Manager will sign profiles and manifests relating to transport and disposal of such material, except with respect to hazardous waste that is the result of a release of Hazardous Materials introduced to the RTD property by the Concessionaire.
The Concessionaire shall arrange and ensure proper transportation and disposal of any hazardous materials removed in accordance with this Section 8 at a licensed disposal facility, maintain records of manifests for transport and disposal, and reasonably protect adjoining property owners, contractors, and the public from damage or nuisance resulting from any remediation activities.
Upon completion of remediation, cleanup, and/or containment activities at each designated parcel, the Concessionaire shall obtain and submit documentation from Relevant Authorities attesting to proper closure of the identified environmental concern(s) for the parcel in compliance with applicable Law. [CDRL #7A-15]
Permits, manifests, documents and records developed, maintained, or obtained by the Concessionaire and its Project Contractors and Subcontractors as part of remediation, abatement, cleanup, risk reduction/management, and/or containment shall be Record Documents and provided to RTD in accordance with Section 2.5 (Record Documentation and Record Drawings) of Attachment 9. [CDRL #7A-16]
The Concessionaire shall conduct any asbestos assessments and abatement in accordance with applicable Law, including EPA, OSHA, CDPHE (5 CCR 1001-10, Part B, CDPHE Air Quality Control Division Regulation and 6 CCR 1007-2 Part 1, Section 5.5, Asbestos in Soils), and local requirements. The Concessionaire shall perform asbestos assessments of buildings and structures that will be disturbed or demolished.
The Concessionaire shall submit to RTD a plan (the Asbestos Assessment Plan) describing its approach and procedures for conducting asbestos assessments. [CDRL #7A-17]
Subsequent to conducting an asbestos assessment, the Concessionaire shall develop and submit to RTD a report (an Asbestos Assessment Report or AAR) for each assessment including a summary of findings, abatement requirements, and detailed design scope for any necessary asbestos abatement activities. [CDRL #7A-18]
The Concessionaire shall carry out any asbestos abatement in accordance with the process defined in Section 36.3 (RTD Proposed Changes) of the Agreement. Once the asbestos abatement is completed, the Concessionaire shall prepare and submit a report (an Asbestos Abatement Completion Report) that demonstrates the abatement was performed in accordance with applicable Law, including air monitoring results, clearance tests, disposal manifests, and other documentation necessary to demonstrate compliance with applicable Law. [CDRL #7A-19]
Lead-Based Paint Assessment and Management
The Concessionaire shall conduct any lead-based paint assessments and manage lead- based paint materials in accordance with applicable Law, including EPA, OSHA, CDPHE and local requirements. The Concessionaire shall perform lead-based paint assessments of buildings and structures that will be disturbed or demolished.
The Concessionaire shall develop and submit a plan (the Lead-Based Paint Assessment Plan) describing its approach and procedures for conducting lead-based paint assessments. [CDRL #7A-20]
Subsequent to conducting any lead-based paint assessment, the Concessionaire develop and shall submit a report (a Lead-Based Paint Assessment Report) to RTD including a summary of findings. [CDRL #7A-21]
The Concessionaire shall carry out any lead-based paint abatement in accordance with the process defined in Section 36.3 (RTD Proposed Changes) of the Agreement. Once the lead-based paint abatement is completed, the Concessionaire shall develop and submit a further report (a Lead Based Paint Abatement Completion Report or
LBPACR) that demonstrates the abatement was performed in accordance with applicable Law. Such report shall include air monitoring results, clearance tests, disposal manifests, and other documentation necessary to demonstrate compliance with applicable Law. [CDRL #7A-22]
Hazardous and Contaminated Substance Health and Safety Plan
The Concessionaire shall establish a health and safety plan (the Hazardous and Contaminated Substance Health and Safety Plan or HASP) in accordance with applicable Law, the Concessionaire's Construction Safety Program, 29 CFR 1910 and 1926 and subsequent additions and/or modifications, establishing health and safety requirements for all activities at the Sites associated with hazardous and contaminated substances, Recognized Environmental Conditions and Unrecognized Environmental Conditions. [CDRL #7A-23]
The Concessionaire shall distribute the HASP to employees of the Concessionaire, the Project Contractors and Subcontractors at each Construction Site. Each such employee shall be required to sign an agreement to abide by the provisions of the HASP. The Concessionaire shall display or make available the HASP at each Construction Site at all times.
Neither the Concessionaire nor any Project Contractor or Subcontractor shall commence any construction activities with the potential for disturbing hazardous or contaminated substances prior to RTD's receipt and review of the Concessionaire's HASP. Neither submission of the HASP nor any review of the HASP by RTD shall relieve the Concessionaire in any way from any of its obligations, liabilities and responsibilities under the Agreement, or shall impose upon RTD any obligation, liability or responsibility.
The following qualifications are required of the person preparing the HASP:
completion of required OSHA training in accordance with 29 CFR 1910.120, including completion of 40-hour plus 8-hour supervisory training updated annually and completion of three days on-site training by a fully qualified instructor;
currently certified in first aid and cardiopulmonary resuscitation (CPR) and must be a Certified Industrial Hygienist;
an extensive working knowledge of Federal, state, and local occupational health and safety regulations; and
an extensive working knowledge of the development of health and safety programs for personnel working in potentially hazardous or toxic environments.
Reuse of Salvage Materials
The Concessionaire may, to the extent not otherwise prohibited within the Agreement, include in its design and construction the reuse of materials salvaged from elements of the Work requiring demolition and removal of existing facilities. Where salvaged materials are not to be reused for the Project, the Concessionaire shall have the right to dispose of or sell such salvaged materials; provided however, that RTD is hereby granted a right of first refusal to purchase any such materials at no more than the available documented market value prior to the Concessionaire's disposal of such materials. RTD shall have 60 days from receipt of notice from the Concessionaire to exercise such right of first refusal.
9.2 Pre-Construction Site Surveys
The Concessionaire shall perform site surveys of third-party properties, including structures and appurtenances installed or present thereon, in the vicinity of the Sites prior to the commencement of construction at any location. The findings of each pre-construction survey shall be presented to RTD in a report format. [CDRL #7A-24]
9.3 Noise and Vibration Analysis
The Concessionaire shall carry out detailed noise analyses and detailed vibration analyses in accordance with the requirements of FTA's Transit Noise and Vibration Impact Assessment Guidelines. The results of each analysis shall be presented to RTD in a report format. [CDRL #7A-25]
(a) Analysis of NWES
The Concessionaire shall perform a detailed noise and vibration analysis for the segment of the NWES corridor from Pecos junction to 72nd Avenue, which shall determine any impacts to the surrounding areas.
Implementation of any vibration mitigation measures determined to be necessary for this segment of NWES is not included in the Work.
(b) Final Analysis of East Corridor and Gold Line
Following finalization to the track alignment design, the Concessionaire shall re-perform the detailed noise and vibration analyses for each of the East Corridor and the Gold Line (which for this purpose shall be defined as the entire corridor from DUS to Ward Road). Any necessary mitigation measures identified from this analysis that are more onerous or additional to those identified in the RODs shall be implemented by the Concessionaire.
1. CLEARANCES AND ALIGNMENT
The Concessionaire is responsible for all elements and interdependencies of the designs related to the layout of the track alignment, structures, stations, equipment and facilities, and shall address necessary operational and safety factors in accordance with applicable Law and Good Industry Practices.
The Concessionaire shall ensure that the Work provides adequate and appropriate clearance for the safe and efficient operation and maintenance of all elements of the Commuter Rail Network.
1.1.1. Minimum Standards for Clearances
As minimum criteria for commuter rail exclusive alignments, subject to calculation by the Concessionaire of more onerous site-specific requirements and to agreement by RTD of site- specific variances (including those in Section 1.1.2), alignments exclusively used by commuter rail shall comply with the requirements of applicable Law, the Agreement and the following standards:
4 CCR 723-7 – Rules Regulating Railroads, Rail Fixed Guideways, Transportation by Rail, and Rail Crossings, Sections 7320 through 7328;
AREMA Manual for Railway Engineering Chapter 8 – Pier Protection;
AREMA Manual for Railway Engineering Chapter 28 – Clearances;
AREMA Manual for Railway Engineering Chapter 33.2.2 – Recommended Clearance Specification to Provide for Overhead Electrification;
minimum vertical clearance of 23 feet from top of rail to any object; 7
minimum horizontal clearance of 8 feet 6 inches from centerline of tangent track to non- structural objects;
minimum horizontal clearance of 12 feet 6 inches from centerline of tangent track to structural objects (which shall include walls more than five feet above top of rail, bridge piers, abutments and buildings);
7 NOTE: See DTP-ATC-016 (Reduced Vertical Clearance Under I-70 Bridge) in Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal.
Attachment 7, Part B
minimum horizontal track centerline separation of 25 feet from Parallel Railroad Tracks;
an increase of horizontal clearance for curved track Sections of at least 1" for each 30 minutes of curve and 5.1" for each 1" of applied superelevation;
minimum horizontal clearance of 25 feet from centerline of track for bridge piers wherever reasonably practicable. Where 25 feet of horizontal clearance from centerline of track is not reasonably practicable, the Concessionaire shall erect crash wall pier protection; and
provision of Corridor Protection Barriers in locations where the centerline of the commuter rail track, or the rear edge of the station platform, is less than 50 feet horizontally from the centerline of a UPRR Parallel Railroad Track, as further defined in Section 5.9 of this Part B.
1.1.2. Specific Clearance Requirements
For tracks shared with or provided for the exclusive use of Class 1 Railroads, clearances shall, in addition to these criteria, conform to the requirements of the relevant Railroad Agreements. Where Railroad trains may occupy electrified tracks in the DUS throat, clearances shall conform to AAR Plate H.
For tracks shared with Amtrak, clearances shall, in addition to these criteria, conform to current Amtrak standards, including MW1000. OCS wires for commuter rail crossovers of Amtrak tracks shall meet Amtrak clearance requirements. 8
Exceptions from the vertical and horizontal minimum clearance standards defined in Section 1.1.1 above that are shown in the 30% design plans 9 shall be deemed to be approved by RTD and the Concessionaire is permitted to implement these exceptions Concessionaire to the extent that they are compatible with other elements of the Concessionaire's system design as if they were approved variances.
1.1.3. Clearance Calculation
In determining clearances, the Concessionaire shall consider procedures and provisions necessary for:
evacuation of Passengers from trains and stations in emergency situations with a minimum 6'6"(H) x 30"(W) walkway adjacent to each track, and
inspection and maintenance access to the alignment and structures.
The Concessionaire shall, prior to its initial Periodic Design Review Meeting, prepare a report (the Clearance Criteria Report) for review at such meeting that details:
8 NOTE. See Reference Data Item No. 2E.10.
9 NOTE: See Reference Data Items No. 1G and 1E.
calculation of the Rolling Stock operating envelope, including Rolling Stock static dimensions and tolerances, dynamic movement and wear, excess due to curves and superelevation, and track maintenance tolerances;
application of either the calculated Rolling Stock operating envelope, or that defined in AMTRAK 1355 Rev E – Vehicle Static and Dynamic Clearance Limits, or a composite of the two, whichever is the larger;
definition of the structural clearance envelope, addressing tangent and curved track, inclusion of construction tolerances, running clearances, other safety factors and walkways;
specific clearance provisions (and any exceptions from the provisions) for passage and refuge of maintenance personnel;
specific provisions maintenance shops;
clearances within storage yards
electrical clearances from traction electrification elements;
(vii) specific clearances to station platforms meeting ADA requirements, traction electrification elements, signaling elements, bridge girders, structures and other wayside items which may differ from the standard structural clearance;
compliance with the requirements (including any variances) stated in this Section 1.1; and
compliance with any Project Third Party requirements identified by the Concessionaire during coordination efforts.
The Concessionaire shall reissue the Clearance Criteria Report as required during the Design/Build Period and shall submit to RTD a final version prior to each Revenue Service Commencement Date that includes clearance variances and as-built conditions. [CDRL #7B-01]
The alignment design shall meet the design parameters stated in Sections 4.2 (General Track Alignment) and 4.3 (Vertical Track Alignment) of the RTD Commuter Rail Design Criteria, except to the extent that variances and deviations are approved by RTD (as described in Section 5.7 (RTD Commuter Rail Design Criteria) of Part A). 10 The Concessionaire shall implement greater than minimum design parameters wherever
10 NOTE: See DTP-ATC-003 (Reduction in Minimum Track Center Distance to 14’ 6”) and DTP-ATC- 012 (Minimum Curve Length Definition) in Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal.
possible to provide for higher safety margins, improved passenger ride quality, higher operating speed and reduced maintenance burden.
(b) Permission for variances from the minimum 25 feet separation of track centerlines between the commuter rail track and adjacent freight tracks (in addition to those specifically identified in Section 1.1.2(a)) may be negotiated by the Concessionaire with the applicable Railroad. Any such agreement with a Railroad shall be documented and submitted to RTD and will be deemed to modify the applicable Railroad Agreement.
1.2.1. Steep Grade Hazard Analysis
Vertical grades that exceed 3% are classified as "steep." The Concessionaire shall perform a specific and individual safety and risk mitigation analysis for each such steep grade forming part of the alignment design, consistent with the Steep Grade Preliminary Hazard Analysis prepared by RTD. 11 The Concessionaire shall document all steep grade analyses in one or more reports (each a Steep Grade Hazard Analysis Report), which shall analyze the alignment, train control system and Rolling Stock designs in sufficient detail as required by FRA, and subject to review and concurrence by FRA. Each steep grade analysis shall also be referenced to the Hazard Identification Analysis and Resolution Process as set forth in Section 8.3 (Hazard Management) of Attachment 9. [CDRL #7B-02]
1.2.2. Alignment Drawings
The Concessionaire shall provide horizontal and vertical alignment drawings for each Commuter Rail Project for review at Periodic Design Review Meetings and shall submit final versions of these drawings to RTD. [CDRL #7B-03]
11 NOTE: See Reference Data Item No. 5RR.
2. TRACKWORK
The Concessionaire shall design and construct the necessary trackwork for the operation of the Commuter Rail Network in accordance with this Section 2.
Trackwork Requirements
Trackwork, including special trackwork, shall comply with 49 CFR 213 and the AREMA Manual and Portfolio of Trackwork Plans. Trackwork shall be provided such that the Concessionaire can maintain trackwork used for revenue service at FRA Class 4 standards (as defined in 49 CFR 213.9) or better and trackwork not used in revenue service to FRA Class 1 standards (as defined in 49 CFR 213.9) or better.
Rails shall be continuously welded rail (CWR). Switch frogs may be bolted.
Turnouts, both on the mainline and in the yard, shall be fitted with rail and switch heaters suitable for the climate in the Denver region, as further defined in Section 9.9.1(b) of this Part B.
Transition zones shall be included where trackwork changes between ballasted and ballastless types to reduce the impacts of the different track modulus. Transition zones shall comply with the criteria defined in Section 6.8 (Bridges) of the RTD Commuter Rail Design Criteria.
Emergency guard rail or an equivalent safety device shall be used on trackway at bridges and retained fills with a vertical drop of more than 3 feet, capable of retaining a derailing train initially moving at maximum authorized speed. Guard rail (or equivalent) shall extend over the length of the structure plus 50 feet at each end. Emergency guard rail shall not be installed within the limits of special trackwork. 12
Trackwork in grade crossings shall conform to the requirements of applicable Law and applicable AASHTO and MUTCD standards.
Design Documentation for Trackwork
The Concessionaire shall prepare and review at Periodic Design Review Meetings documentation for the following trackwork design components:
track material details including ballast, ties, rail fastening systems, and ballast mats;
special trackwork;
ballasted track details;
12 NOTE: See DTP-ATC-014 (Use of Alternative Materials for Emergency Guardrails) in Section E (Alternative Technical Concepts) of Volume 3 of the Technical Proposal contained in the Concessionaire's Proposal.
ballastless track details; and
roadway and pedestrian at-grade crossings details.
Work performed by the Concessionaire in accordance with any Railroad Agreement, or at locations where the commuter rail service shares right-of-way with Railroad tracks shall conform to AREMA standards and the design standards and construction procedures of the applicable Railroad, if more stringent than the requirements of this Attachment 7.
In accordance with Section 22.1(d) of the Agreement, the Concessionaire shall take all steps and perform all acts necessary to implement each of RTD's obligations to any Railroad under any Railroad Agreement as part of the Work, other than those obligations identified in Attachment 22 (Railroad Agreements).
If any Railroad requests the Concessionaire to fulfill an obligation required of RTD in any Railroad Agreement that the Concessionaire is not required to perform in accordance with this Section 3 or any other obligation of the Agreement, the Concessionaire shall notify RTD immediately and respond as instructed by RTD, such instructions to be given in accordance with the process defined in Section 36.3 (RTD Proposed Changes) of the Agreement.
RTD is responsible for completing final design documentation and receiving UPRR approval of the design of facilities for the exclusive use of the Railroads to be constructed by the Concessionaire on the East Corridor. Design documentation for this Work is provided in Appendix 3 (Final Design Documents for Work on UPRR Property) to this Attachment 7, except that in the event of any inconsistency between the Utility plans in Appendix 3 and the Utility plans in Attachment 20 (Utilities), Attachment 20 shall have precedence for all purposes under the Agreement.
The Concessionaire shall submit to RTD a copy of all correspondences between the Concessionaire and the Railroads.
The Concessionaire shall obtain the necessary right of entry agreements from each Railroad prior to the start of any Work on Railroad Property.
None of the Concessionaire, any Project Contractor or Subcontractor shall enter upon or perform any Work on any property owned, controlled, or leased by the Railroads in connection with the Eagle Project (Railroad Property), until certificates or policies of insurance, if required, in the amounts required by the Railroads in accordance with the Railroad Agreements, have been provided to the Railroads and the Railroads have accepted and approved them in writing. Any such insurance requirements shall be in addition to the requirements set forth in Attachment 12 (Insurance) and shall be procured and maintained by the Concessionaire at the Concessionaire's expense.
The Concessionaire, the Project Contractors and Subcontractors of any tier performing Work on Railroad Property, shall comply with rules and regulations governing contractors working on Railroad Property prescribed by the Railroads, OSHA and FRA.
Such rules and regulations include safety procedures, protective equipment, and the proper manner of protecting tracks (and traffic moving thereon), telephone, telegraph, and signal wires and other property of the Railroads or their tenants at and in the vicinity of the Work during the time it is being performed.
Notification and Flagging
The Concessionaire shall notify the relevant Railroad at least fifteen working days, or as otherwise stipulated in the applicable Railroad Agreement, in advance of commencing or discontinuing any Work which, in the sole opinion of the affected Railroad, requires Railroad flagging services.
The Concessionaire shall utilize and pay for Railroad employee flaggers at any Site where Concessionaire activities are to be performed within 25 feet of the centerline of any active track or at Railroad track crossings, as well as at any location where Work being performed may affect or in any way endanger train operations or Railroad structures (in the sole opinion of the affected Railroad).
During the Design/Build Period, Railroad flagging and protective services shall be performed by Railroad employees strictly in accordance with directives and instructions issued by the relevant Railroad. The Concessionaire shall coordinate with the relevant Railroad to obtain the required flaggers to complete the Work.
Phasing of Grade Crossing Work 13
If the Work involves both the relocation of Railroad tracks and crossing warning devices and the provision of new track crossings and warning devices for commuter rail, then to the extent permitted by the PUC the Concessionaire may proceed with all such elements in a single construction phase. If the Concessionaire implements this approach, then the single construction phase shall include relocation of the Railroad track, the crossing surfaces with rail placed for a small distance to each side of the crossing for the commuter rail, and crossing warning devices constructed in the final configuration.
3.5 Design and Construction Related to BNSF
In the event of any conflict, ambiguity or inconsistency between or among this Section 3.5 and the requirements of any Railroad Agreement with BNSF, the requirements of the applicable Railroad Agreement shall apply.
3.5.1. Design Related to Relocation of BNSF Track and Facilities
With respect to BNSF tracks between DUS and Pecos Street, BNSF will perform final design of all elements of the BNSF relocation Work.
With respect to BNSF tracks between Pecos Street and 72 nd Avenue and to the Golden subdivision between Sheridan Boulevard and Ward Road, the Concessionaire shall
13 NOTE: See Reference Data Item No. 4RR.
prepare design documentation and obtain approval from BNSF in accordance with Section 3.7 for Work elements necessary for the relocation of the existing BNSF facilities, with the exception of any design of signaling, which will be performed by BNSF.
(c) The format of design documentation for construction work that will be performed by BNSF shall be coordinated with BNSF.
3.5.2. General Construction Responsibility for BNSF Work
The Concessionaire shall coordinate construction activities with the BNSF and permit reasonable access on or across the appropriate Site as may be requested.
With respect to Work between DUS and Pecos Street, the Concessionaire shall construct any drainage Work that jointly serves the BNSF property and the Commuter Rail Network, and BNSF will perform all other Work associated with the BNSF relocation activities.
With respect to BNSF tracks between Pecos Street and 72 nd Avenue, the Concessionaire shall perform the construction up to and including the sub-ballast for all BNSF track relocation activities, including utilities; conduits; drainage; grading; sub-ballast; roadway Work; and structures. BNSF will construct ballast; ties; trackwork; signaling; and any grade crossing warning equipment on both sides of the corridor. Construction of any quiet zone elements shall be the Concessionaire's responsibility.
With respect to the Golden Subdivision between Sheridan Boulevard to Ward Road, the Concessionaire shall perform the construction up to and including the sub-ballast for all BNSF track relocation activities, including utilities; conduits; drainage; grading; sub- ballast; roadway Work; structures; grade crossing presence detection and preemption devices for both commuter rail and freight tracks, and grade crossing warning equipment on both sides of the corridor, including any quiet zone elements. BNSF will construct ballast; ties; and trackwork.
The Concessionaire shall procure all permits necessary to complete the BNSF relocation activities.
Modifications to be provided by the Concessionaire prior to BNSF relocations include:
completion of the design and construction activities defined in this Section 3.4, all in accordance with the FasTracks BNSF relocation schedule provided in Attachment 22 (Railroad Agreements), unless agreed otherwise between the Concessionaire and the BNSF; and
relocation of Utilities in accordance with Attachment 20 (Utilities).
Specific scope details and construction approaches may be revised by the Concessionaire subject to approval by BNSF and RTD.
3.5.3. Responsibility for BNSF Work on Northwest Rail Electrified Segment
711 Building – BNSF will vacate the building at 711 West 31 st Avenue. The Concessionaire shall demolish only that part of the building required for the alignment and shall ensure the remainder of the building is retained in a usable condition, equivalent to the condition of the building at the time of delivery of Vacant Possession, and with a certificate of occupancy issued by CCD.
At-grade crossing for southern access to Rennick Yard and relocated southern entrance to the Intermodal Facility – The Concessionaire shall design and construct a new southern entrance to the Intermodal Facility from 48 th Street. This Work shall include grading, drainage, paving, and safety systems required by AREMA and/or FRA.
Jersey Cut-off Track (Denver Post Lead - MP 1.31 to 2.5) – The Concessionaire shall perform the following Work:
Design and construct retaining walls BN 114 and BN 118
Demolish and remove existing 43 rd Avenue pedestrian bridge
Approx. Station
Jersey Cutoff
Install new 24" culvert
Relocation of the Jersey Cut-off track must be completed before any construction of the commuter rail grade-separation.
Replacement facilities for trailer on freight car (TOFC) storage – The Concessionaire shall design and construct a temporary storage area for the BNSF TOFC trailer parking impacted during the construction of the Utah Junction bridge structure. Following construction, the Concessionaire shall restore the permanent storage area within the BNSF TOFC trailer parking to its maximum possible capacity and include permanent trailer parking under the Utah Junction bridge structure. These temporary and permanent parking areas shall provide a functionally equivalent facility to those that currently exist at the TOFC yard.
Industrial Spur on Fox Street (MP 3.4) – the Concessionaire shall remove this track.
BNSF Wheel Track (MP 2.4 to 2.63) – BNSF will construct a new wheel track (also known as the repair in place (or RIP) track) on the east side of its property between 48 th and 53 rd streets, parallel with the CRMF and the BNSF trailer on freight car (TOFC) yard. The wheel track may straddle the property line if necessary for alignment and track separation reasons. The 25-feet separation between the wheel track and the closest commuter rail track shall be accessible for operational use by both BNSF and the Concessionaire. To enable this work by BNSF, the Concessionaire shall perform the following Work:
Structures – demolish and remove existing structures in conflict with new alignment.
Remove the decommissioned wheel track.
BNSF Wheel Track relocation 23+55 to 8+00
Install new drainage channel east of wheel track
BNSF Wheel Track relocation
Remove existing and replace with 24" reinforced concrete pipe (RCP) at station 22+00 with inlet east of wheel track
Install inlet east of wheel track and 30" RCP
Install 3-12'x4' concrete box culverts (CBC)
BNSF Fuel Unloading Facility – BNSF will relocate the fuel unloading facility. The Concessionaire shall design and construct a new grade crossing for access to the fuel unloading facility, including grading, drainage, paving, and safety systems required by AREMA and/or FRA, as applicable.
BNSF Mainline Utah Junction to Pecos (MP 3.41 to 4) – The Concessionaire shall perform the following Work with respect to drainage improvements:
Install new 36" culvert
Utah Junction relocation 28+00 to 40+00
Install new drainage channel north of BNSF tracks
36"x30" catch
Remove existing 36"x30" CB
relocation 34+00
basin (CB)
36" smooth steel pipe (SSP) siphon
Remove existing 4'x3' CB, extend 36" SSP, relocate cleanout 30' downstream, relocate irrigation inlet structure
relocation 35+00
Install 3-60" RCP Culverts 180' long
relocation 40+00
Pecos to South Westminster Segment – The Concessionaire shall perform the following Work:
Design and construct underpass pedestrian tunnel at South Westminster station
Remove existing slope paving along north abutment under Federal Boulevard bridge. Design and construct new retaining wall against the north abutment of the bridge and crash walls at north abutment and piers.
36" corrugated metal pipe (CMP)
Extend existing 36"CMP 41' and install new 36" RCP 114' long
12" CMP
Extend existing 12"CMP 60'
5-12'x10'
Widen (as necessary)
box (RCB)
36" RCP/48" CMP
Plug and fill existing 36" RCP/48" CMP and replace with 60" RCP 84' long
48" CIP
Extend existing 48" CIP 29' and install new 30" RCP 114' long
Construct new flood wall to protect tracks under existing bridge
48" CMP
Plug and fill existing 48" CMP and install 2-48" RCP 88' long
5'x3' RCB siphon
Plug and fill existing 5'x3' RCB and install 3-36" RCP 82' long
36" RCP
Plug and fill existing 36" RCP and install 2-12'x7' RCB 101' long
42" RCP
Earthwork – build embankment up through sub-ballast for BNSF track, as required for realignment.
Civil Roadway – design and construct new grade-separated crossing of the rail corridor at 64th Avenue.
3.5.4. Responsibility for BNSF Work by Gold Line Track Segment
(a) W. Sheridan Boulevard to Ralston Road (MP 6.15 to MP 6.65) – The Concessionaire shall perform the following Work:
Structures – design and construct ballast wall south of BNSF mainline track from MP 6.4 to MP 6.5, approximately 2.2-ft high (average) and 680-ft long.
Golden Subdivision Mile Post
MP 6.38
12"x24" Wood Box (WB) and 18" CMP
Remove existing and replace with 24" RCP
MP 6.41
60" Storm Sewer
Remove existing and replace with 60"
encased Storm Sewer
MP 6.47
15" Culvert
Remove existing 15" Culvert
MP 6.49
12"x12" WB
Remove existing 12"x12" WB
(iii) Earthwork – build embankment up through sub-ballast from MP 6.23 to MP 6.65 (Ralston Creek bridge) for track relocation.
(b) Vance Street to Miller Street (MP 7.57 to MP 9.53) – The Concessionaire shall perform the following Work:
Structures – design and construct new Kipling Street bridge for BNSF mainline track.
MP 7.92
12"x24" WB
Remove existing 24"x24" WB
MP 7.98
18"x12" WB
Remove existing 18"x12" WB and replace with 24" RCP storm sewer
MP 8.02
30" CMP
Remove existing 30" CMP and irrigation pipe
MP 8.03
Relocate and encase Wadsworth Ditch (Piped)
Remove 15" CMP and irrigation pipe
24"x12" WB
MP 8.50
48" RCP
Install 48" RCP storm sewer connect
MP 8.77
Remove existing storm sewer and replace with 24" storm sewer and install inlet
MP 8.73
Encase Swadley Ditch
MP 9.17
Remove 12"x12" WB
MP 9.28
Remove existing storm pipe
MP 9.36
Install 12" storm pipe
Shoefly – construct commuter rail track for use as a BNSF shoefly.
Earthwork – build embankment up through sub-ballast from MP 7.6 (W. Vance Street) to MP 9.5 (W. Miller Street) for track relocation.
Civil Roadway – design and construct new road crossings at:
Old Wadsworth Blvd. (MP 7.71)
Alison Street (MP 7.94)
Balsam Street (MP 8.10)
Carr Street (MP 8.24)
Garrison Street (MP 8.76)
(F) Independence Street (MP 9.02)
W. Miller Street to Ward Road (MP 9.53 to MP 10.83) – The Concessionaire shall perform the following Work:
BNSF Golden
Subdivision Mile
MP 9.69
MP 9.80
MP 9.91
Install 2-24" RCP culverts