GeneralGuidelinesfortheDesign

ofLightRailTransitFacilitiesin
Edmonton

RobertR.Clark
RetiredETSSupervisorofSpecialProjects

1984

2 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Thisreportoriginallypublishedin1984
Author:RobertR.Clark,RetiredETSSupervisorofSpecialProjects

Reformattingofthisworkcompletedin2009
OCRandsomeimagesreproducedbyAshtonWong
ScanscompletedbyG.W.Wong

Inmemoryofmymentors:
D.L.Macdonald,L.A.(Llew)Lawrence,R.A.(Herb)Mattews,DudleyB.Menzies,andGerryWrightwho
madeEdmontonTransitaleaderinL.R.T.

 TableofContents 3

TableofContents
1.0Introduction............................................................................................................................................6
2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem.................................................6
2.1DefinitionandDescriptionofL.R.T.....................................................................................................6
2.2IntegratingL.R.T.intotheTransportationSystem..............................................................................7
2.3SegregationofGuideway....................................................................................................................9
2.4IntrusionandAccessibility................................................................................................................10
2.5SegregationfromUsers(Safety).......................................................................................................10
2.6ChangeofModeSplit........................................................................................................................11
2.7ChoiceofCorridor.............................................................................................................................11
2.8ExtentoftheLine..............................................................................................................................11
2.9StationLocation................................................................................................................................11
2.10StationSpacing................................................................................................................................12
2.11IncrementalExtension....................................................................................................................13
2.12DowntownDistribution...................................................................................................................13
2.13LabourSavings................................................................................................................................13
2.14EnergySavings.................................................................................................................................14
2.15ReductioninPollution.....................................................................................................................14
3.0TransportationSystemRequirements.................................................................................................14
3.1TheDuWagR.T.E.1Car.....................................................................................................................14
3.2LineCapacity.....................................................................................................................................16
3.3StationDwellTimes..........................................................................................................................16
3.4SpeedTimeCurve.............................................................................................................................17
3.5PermittedSpeedsvs.AchievableSpeeds.........................................................................................18
4.0TransitOperationalRequirements......................................................................................................18
4.1PeakHourCapacity...........................................................................................................................18
4.2MultiLineOperation.........................................................................................................................18
4.3TrainsTerminating(Reversing)intheC.B.D.....................................................................................19
4.4SpecialEventService.........................................................................................................................20
4.5OffPeakStorageofEquipment........................................................................................................20
4.6InterferencewithOtherModes........................................................................................................21
4.7CrewFacilities...................................................................................................................................21
4 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

4.8TrainControl(Signalling)...................................................................................................................21
4.9SpeedControl....................................................................................................................................23
4.10Radio...............................................................................................................................................23
4.11RightofWayTelephones................................................................................................................24
4.12EmergencyTelephones...................................................................................................................24
5.0AlignmentGeometry............................................................................................................................24
5.1DesignVehicle...................................................................................................................................24
5.2StructureClearances.........................................................................................................................25
5.3CurveRadii........................................................................................................................................27
5.4Superelevation..................................................................................................................................27
5.5Gradients...........................................................................................................................................28
5.6AlignmentControl.............................................................................................................................28
5.7TypicalRightsofWay.......................................................................................................................29
6.0Stations.................................................................................................................................................39
6.1Platforms...........................................................................................................................................39
6.2LocationofStationsRelativetoIntersections..................................................................................40
6.3DesignDimensionsforPlatformsandExits......................................................................................40
6.4PassengerSecurityAndSurveillance................................................................................................42
6.5HandicappedAccess.........................................................................................................................42
6.6FareCollectionAreas........................................................................................................................43
7.0InterfaceofLRTwithOtherTrafficModes..........................................................................................43
7.1SharedRightofWayWithaRailway.................................................................................................43
7.2SharedTrackWithaRailway.............................................................................................................44
7.3SharedRightofWayWithBuses......................................................................................................44
7.5SharedRightofWayWithPedestrians.............................................................................................46
7.6GradeSeparations.............................................................................................................................46
7.7BarrierEquippedCrossings...............................................................................................................47
7.8MidBlockSignalControlledCrossings..............................................................................................47
7.9SignalControlledCrossingsatIntersections.....................................................................................48
7.10UncontrolledCrossings...................................................................................................................48
7.11PedestrianCrossings.......................................................................................................................48
 TableofContents 5

8.0AncillaryFacilities.................................................................................................................................49
8.1MainOverhaulShop.........................................................................................................................49
8.2RunningDepots.................................................................................................................................50
8.3StorageYards....................................................................................................................................51
8.4Substations........................................................................................................................................51
8.5SignalRooms.....................................................................................................................................52
8.6Mezzanines.......................................................................................................................................52
8.7PublicWashrooms............................................................................................................................52
8.8UtilityRooms.....................................................................................................................................53
9.0TechnicalConsiderations.....................................................................................................................53
9.1TrackConstruction............................................................................................................................53
9.2RailSection........................................................................................................................................58
9.3HeatTreatedRails.............................................................................................................................59
9.4RailJoints..........................................................................................................................................59
9.5RailFastenings...................................................................................................................................59
9.6Ties....................................................................................................................................................59
9.7TrackGauge......................................................................................................................................60
9.8RestrainingRails................................................................................................................................60
9.9Switches............................................................................................................................................60
9.11RampedCrossings...........................................................................................................................62
9.12MoveableFrogs...............................................................................................................................62
9.13SwitchLocks....................................................................................................................................62
9.14PowerSupply..................................................................................................................................63
9.15SingleOverheadConductor............................................................................................................63
9.16CatenarySystem.............................................................................................................................64
Bibliography................................................................................................................................................65

6 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

1.0Introduction
TransportationPlanningrequirestheresolutionofabroadspectrumoftechnicalandsocialquestions.
LightRailTransitisonetoolthatcanbeusedtoprovideeconomicallyaffordableandsociallyacceptable
solutionstosomeoftheproblemsparticulartotheEdmontonurbanregion.Theseguidelineshavebeen
developedtoassistplannerstoappreciatethewidevarietyofchoicewhichexistswithinthescopeof
thisparticularmodeformakingtechnicalandplanningdecisionstunedtotheneedsofthecommunities
concerned.

Theinformationcomprisedintheseguidelinesisbasedupontheexperienceofsimilartransportation
systemsinNorthAmericaandEuropeinfindingsolutionstotheproblemsofimprovingtransportation
withinlimitsimposedbyfinancialandenvironmentalconsiderations.

Asinallmatterscloselyimpactinguponcommunities,theadoptionofaplanforL.R.T.extensioninany
corridorshouldbeprecededbyadequateexchangesessionswherethegeneralpublicaswellasspecial
interestgroupsarefullyinformedoftheenvironmentalimpactsandencouragedtohaveinputwhich
willbeusedinarrivingatthefinaldesigns.Theearlierthepublicisinvolvedthemorereadilywillthe
plansbeaccepted,bothatthedecisionmakinglevelandperhapsmoreimportantlybythetransit
patron.

2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem
2.1DefinitionandDescriptionofL.R.T.
LightRailTransitisamodeofpassengertransportationutilizingafixedguidewaysystembased
uponstandardrailwaytechnologymodifiedasnecessarytocomplywithspecificsite
requirementsandgenerallyemployingelectricityfromanexternalsourceasameansof
propulsion.

OneofthechiefcharacteristicsofL.R.T.isitsversatilitywhichleadstoverysignificant
differencesinperformanceandcapacityfromsystemtosystemandevenfromlinetoline
withinagivensystem.TheadvantageofthisversatilityistheabilityofL.R.T.topresentaviable
solutiontoaverylargerangeoftransportationproblems,andtoprovideroomforincremental
growthincapacity.

Withinthespectrumoftransitmodes,L.R.T.providesacapacitybetweenthatofthetrolleybus
andthemetropolitanrailway,ie.,between3,000and30,000passengersperdirectionperhour,
withcapacitiesinthelowerrangebeingprovidedbysinglecars,andhighercapacitiesbeing
achievedbyoperationintrains.ThepracticaladvantageofthislargerangeistoenableL.R.T.to
satisfytransitneedsoverthelongterm,withopportunitiesforprogressiveupgradingoffacilities
asandwhenrequired.AparticularlygoodexampleofthisistobefoundinthecityofHanoverin
Germany,wherethestreetrailwaysystemisbeingprogressivelyupgradedbytheprovisionof
 2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem 7

segregatedsurfacerightsofwayandwithtunnelsthroughthecentralbusinessdistrictenabling
trainoperationasandwhenthetrafficjustifiestheexpenditure.4

Forloadingsofmorethan3,000passengersperhour,L.R.T.servicecanbeprovidedforthe
sameoperatingcostasdieselbuses,althoughbusesoncitystreetscanhandleflowsofalmost
6,000passengersperhourandevenmoreinparticularcases.2Acityofthesizeandpopulation
densityofEdmontonmightcontinuetobeservedsolelybydieselbuses,butthiswouldnotbea
wiseuseofhuman,financialandspaceresources.InintroducingL.R.T.toincreasecapacity,
otherbenefitsaccrue,benefitswhichbecomemoreobviousasthenetworkexpands,andwhich
arethemotivationforexpansion,ratherthantheneedtoprovidemorepassengerplaces.

Unlikethecostsofdieselbusoperation,L.R.T.operatingcostsarenotproportionaltocapacity.
Surfacetrainoperationonsegregatedrightofwaycanbemanytimesmoreeconomicalthan
busesduetovastlyincreasedmanpowerproductivitybutthisadvantageisquicklylostwhen
expensivecapitalfacilitiessuchastunnelsandelaboratestationsareadded,resultinginhigh
capitalcostandalargestaffrequirement.Inordertoobtainthebestcost/benefitratiofromthe
transitsystemasawhole,trafficvolumesmustplayamajorroleincorridorselection,andthe
degreeofsegregationofL.R.T.rightofwaymustbecarefullyweighedbetweenwhatis
desirableandwhatisnecessarytoprovidesufficientcapacityintheshorttomidtermfuture.

2.2IntegratingL.R.T.intotheTransportationSystem
Thebasicconceptusedtoguidetransitplanninginamodernpolycentricconurbation1consists
ofaseriesofmainlineserviceslinkingthehuborcentralbusinessdistrictwithmajorsuburban
activitycentresatwhichoffstreettransferfacilitiesknownasTransitCentresareestablished.
FromtheTransitCentre,localservicesradiateintosurroundingneighborhoods,connectingwith
mainlineservicesatfixedintervals.ThisisthegeographicbasisfortheTimedTransferSystem.In
peakhoursbusesoriginatingintheneighborhoodscontinuetodowntownasexpressesoverthe
mainlineorlinehaulportionoftheroutewheneverloadingsjustifythis.Otherexpressservices
mayoperatefromtheneighborhoodstoparticularhighdemanddestinationssuchasthe
universitycampus,andcrosstownserviceslinktransitcentretotransitcentre(Figure2.2.1).

ThereasonforintroducingL.R.T.istoincreaseproductivitybothoflandandofpersonnel,and
thegreatestneedforincreasedproductivityisseeninthemainlines.Mainlinesforthemost
parthaveacharacterofpermanence,nottendingtochange,andthereforeboththeimmediate
needandprovisionforfuturedevelopmentisperceivedtolieinthesecorridors.Theycaterto
establishedtravelpatternsthusensuringpublicacceptanceintheplanningandconstruction
phasesandaneasytransitionwhenL.R.T.goesintoservice.Traveldemandwillcontinuetoexist
intheestablishedmainlinecorridorsandservicewillhavetobeprovidedinthemevenifL.R.T.
shouldtakesomeotherroute.

8 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

LEGEND

MAINLINEANDEXPRESSSERVICE
CROSSTOWNROUTES

UNIVERSITYSERVICE

Figure2.2.1:AllBusSystemwithexpressbusservicesfromTransitCentrestoCentralBusinessDistrictandtoUniversity

Alessdirectbutnolessimportantreasonistoenhancethemagnetismofthecity'sdowntown
whichisdependentforitsviabilityoneasyaccessnotonlyforemploymentbutforsocialand
culturalpurposes.3

InextendingL.R.T.alongamainlinecorridor,existingtransitcentresbecomeprincipalstations
fromwhichthefeederbusescontinuetofanoutintotheneighborhoods,butduetothehigher
averagespeedofL.R.T.,expressservicestodowntownarenolongernecessary.Thisiswherea
largeproportionofthesavinginbusestakesplace.Specializedexpressbusservicestoparticular
highdemanddestinationsalsoceasetobenecessaryifthosedestinationsareaccessedby
mainlineL.R.T.,sinceaccesstothenearesttransitcentre,alreadyprovidedbylocal
neighborhoodservices,isallthatisnecessaryforcompleteconnectivity(Figure2.2.2).

Thelightrailsystemserves,ineffectisitsownfeeder,requiringfewermilesofbusroute.Thisis
becauseofitsabilitytohavebranches,toextendforlongerdistancesatlowinvestment,andto
havemorefrequentstations.Thereforethelowerservicespeedachievablebylightrailwhen
comparedwithfullmetroismorethancompensatedforbythesavingoftransfertimeandtime
lostonfeederbuses.10

 2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem 9

LEGEND

LRT
CROSSTOWNROUTES

Figure2.2.2:L.R.T.SystemwithUniversityStationonmainlineconnectingwithCentralBusinessDistrict

2.3SegregationofGuideway
L.R.T.canbebrokendownintocategoriesbaseduponthedegreeofguidewaysegregation.This
segregationcanbedesignedforormayarisebecauseofparticularsiteconditions.2

A. Completelysegregated,nointersectionswithothermodes,alljunctionsgradeseparated.

B. Segregatedexceptforbarrierprotectedgradecrossingsand/orleveljunctions.

C. Segregatedinroadrightofwayexceptatroadwayintersectionswhichareprotectedbylight
signalswithorwithouttransitpriority.

D. Sharingrightofwaywithpedestriansintransitmallsorwithothertransitmodese.g.,buses,
andpossiblywithemergencyvehiclesand/ortaxis.

E. Sharingrightofwaywithotherroadtraffic.

TheTorontoSubwayisallcategory'A'.Edmonton'snortheastlineiscategory'B'.Themajorityof
lightraillinesofrecentconstructiononbothsidesoftheAtlanticareincategory'C'.Calgary's
10 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

7thAvenueTransitMallisincategory'D'.Theclassicstreetrailwayortramwaylineis
representedbycategory'E'andstillmaybeseenextensivelyinToronto,Boston,Philadelphia
andSanFranciscoaswellasinmanyEuropeancities.

2.4IntrusionandAccessibility
Asageneralrule,themoresegregatedL.R.T.becomes,themoredifficultitistointegrateitinto
thecommunity.Thegeneralstandardforreasonableaccessibilityestablishedforbusservicesis
400meterstothenearestbusstop.5Ithasbeenamplydemonstratedthatafixedguideway
systemwillattractpatronsfromalargerradiussothatforL.R.T.itisreasonabletopostulatea
catchmentareaperhapshalfaslargeagainaroundthestations.Beyondthisdistanceitis
necessarytoprovidefeedersofsomesortifthemodesplitpotentialoftheareaistoberealized,
thusradicallyincreasingthecostofservice,andextendingtraveltime.

FactorswhichmilitateinfavourofthecloseintegrationofL.R.T.intoacommunity,whetherit
beneworestablished,areitsrelativeunobtrusivenessofscaleanditsquietness.Theguideway
ortrackoccupiesonlythewidthofonetrafficlaneperdirectionnomatterhowmuchtrafficit
hastocarry,andtheexternalnoiseproducedbythevehiclesisconsiderablylessthanthatof
motortrafficevenwhennonoisesuppressionmeasuresaretaken.

Intermediatestationscanbeverysimplewhilethoseoccupyingnodalpointscanincorporateor
beincorporatedintomultiplehousingdevelopments,localshoppingplazas,communityservice
centres,etc.6

2.5SegregationfromUsers(Safety)
WiththehighlevelloadingplatformswhichhavebeenadoptedinEdmonton,thereisalways
thedangerofsomeoneaccidentallyfalling,orbeingpushedontothetracks.Therelativelylow
speedatwhichthetrainsenterthestationareatogetherwiththeveryefficientbrakingsystem
representedbythemagnetictrackshoeswithwhichL.R.T.carsarefittedmakethelikelihoodof
someonebeingrunoverfromthiscausequiteremote.Thisisaknownandacceptedhazard
commontoallhighplatformtransitsystems.

Protectionoftherightofwayisanotherissue.ByreasonofthefactthatL.R.T.ispoweredfrom
overheadconductorsthereisnoliverailatorneargroundlevel,sothatthenecessityforman
prooffencingalongthelinedoesnotarise.Byandlargedelineationisallthatisrequiredexcept
inveryspecificareaswheretrespasswouldinfactoccurinvolumeenoughtoaffectoperation,
orwhereaccesstoanareaofrestrictedclearancesuchasabridgeortunnelwouldbepossible.7

Delineationcanbecarriedoutinmanywayscompatiblewiththesurroundingsofthelineand
acceptabletothoselivinginthevicinity,suchastreesandshrubs,hedges,ornamentalfences,
changesincontouretc.Incaseswhereaestheticsareinvolved,openneighborhoodmeetings
areessentialbeforedecisionsaretaken.Demarkingfeaturesshouldtakeintoconsiderationthe
actionofthewindindepositingblowngarbageorsnow,aswellastheireffectonvisibilityfor
themotormanandpedestriansandvehiclesnearby.
 2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem 11

ThesmalldisturbancewhichL.R.T.makestoitssurroundingswhencombinedwithcareful
landscapingmakesitacceptableinsensitiveareassuchaspacksandravines,andindeed,the
rightofwayitselfcanbecomealinearpark.Combinedwithwalkwaysandbikewaysitcan
becomeadefiniteassettotheneighborhoodwhichitservesincontrasttotheintrusionofa
highcapacityroadway.

2.6ChangeofModeSplit
Theinfluenceoftransitmodeonridershipisknowntobesignificantalthoughitcannotbe
measuredpreciselybecauseofotherinfluencingfactors.Inadditiontothehigherlevelof
serviceofferedbyL.R.T.incomparisonwithbuses,therailsthemselves,(andeventheoverhead
wiresoftrolleybuses)givethesemodesanidentificationthathasastrongpsychologicaleffect
onpotentialpassengers.2Increasedridershipbringsincreasedfareboxrevenuesandareduction
intheneedtoexpandtheroadwaynetwork.

2.7ChoiceofCorridor
InevaluatingprioritiesforL.R.T.installation,theeffectuponthetransportationsystemasa
wholeshouldbeassessed,takingintoaccountsuchfactorsasavoidableroadwayconstruction
andthenumberoflinehaulbusesthatwouldbedirectlyreplaced.Theabilityoftheexisting
L.R.Tnetworktoabsorbthrough,connectingorterminatingtrafficisofmajorimportanceand
may,infact,dictatetheorderofconstructionoflinesenteringthedowntownarea.Alinewhich
is,ineffect,acontinuationoftheexistinglineontheoppositesideofthecentralareamayease
adifficultturnbacksituation,whereasanotherlinewithmoretrafficpotentialmayaddtothe
problem.

2.8ExtentoftheLine
OneofthemainadvantagesofL.R.T.isitsabilitytoactasitsownfeeder.BecauseL.R.T.can
operateeconomicallyatcomparativelylowdensities,busreplacementneednotstopatthe
erstwhileterminalofmainlineservice,butcancontinueontopenetrateneighborhoodsbeyond
inreplacementofoneormorefeederbusroutes.Takingintoaccountthelargercatchmentarea
ofL.R.T.comparedtobusserviceitisalsopossibletoreduceoperatingmileagewithout
sacrificingattractivenesstopassengers.Ifthethresholdforimplementationistakenas5,000
passengersperpeakhourontheexistingbusservice,thisshouldbeappliedasanaverageover
thewholeline,notovereachpart,sothattheoutersuburbanportionofthelinemay,infact,
notreachthisfigure.

2.9StationLocation
Thelocationofstationsalongthelineshouldtakeintoaccountexistingpassengerflowpatterns.
Transitcentresandothertransferpointsareprimecandidatesites.Thelesschangeintravel
patternthattakesplacebetweenbusandL.R.T.themorereadilythelinewillbeaccepted.It
maybeadvantageoustorevisebusroutingmonthsorevenyearsinadvanceofL.R.T.inorderto
achievethis.Wholesalerevisionofneighborhoodbusroutesshouldnevertakeplacecoincident
withtheopeningofarailextension.
12 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

2.10StationSpacing
Thespacingofstationshasaneffectonoperatingspeed,andthemoresegregatedthelinethe
greatertheeffect,asshowninFigure2.10.1.Arbitraryspacingofstationstoachieveatarget
operatingspeedishowevercounterproductivesinceitdoesnotaddresspatronneeds.Stations
shouldbelocatedwheretheywillproducemostwalkintrafficandwithrespecttoacatchment
areaof400600metresradius.TypicalstationspacingsforLRTare500metresinthedowntown
areaand800metresinthesuburbs.

Figure2.10.1:RelationshipbetweenaverageScheduleSpeedandStationSpacing
 2.0TheRoleOfLightRailTransitInEdmonton'sTransportationSystem 13

2.11IncrementalExtension
Withthebasicsystemoperating,itbecomesfeasibletoopennewlinesinstages.Thisenables
earlierusetobemadeofcapitalinvestmentandensurescontinuingmediainterestinthe
progressofthesystemandincidentallyontheprogressivenessofthecity.Aseachstationis
opened,thelocalcommunityisinvolvedinaverypositivemannerandthereisagood
opportunityofferedtoencouragewalkintrafficatthatpoint.Exceptwherethelineisbeing
openedtoatransitcentreandbusservicescanbereplaced,thelinewillnotreachitstrafficor
economicpotential,buttheinterimservicewillspeedthedevelopmentofthatpotential.

2.12DowntownDistribution
AsL.R.T.expandstoservethecityasawholemorethanonelinecrossingthecentralbusiness
districtwillberequired.Ifconnectivitytoallpartsofdowntownistobeachieved,anystation
shouldbeaccessiblefromanyincominglinedirectlyorwithonetransfer.Thismightbemade
possiblebytheconstructionofalooplinecoveringthecentralbusinessareainarectangular
patternasdictatedbythestreetgrid,aroundwhicheachtrainwouldpasscoveringatleasttwo
sidesoftherectangle.Thestationcatchmentareasfromtwooppositesidesoftheloopshould
overlapforcompletecoverageoftheareainbetween,asshowninFigure2.12.1.

Figure2.12.1:CompletecoverageoftheDowntownareaisassuredbyoverlappingstationcatchmentareas
14 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

2.13LabourSavings
Labourrepresentssome80percentofthecostofoperatingpublictransitandincreasinglabour
outputisthekeytoreducingthiscost.Theaverageoutputpertransitworkerinpassengermites
perworkerperyearisinfluencedbythepassengeroccupancyofthevehicles,operatingspeed,
volumeofserviceandbythemanningofstationsandvehicles.Alabourrequirementmodel
developedtorespondtothesefactorsshowsthatinatypicalNorthAmericancontextL.R.T.can
attainlowerlabourcoststhanurbanbusesoperatingat19km/hwiththesameorevenless
passengers.Toattainlowerlabourcoststhanexpressbusesoperatinginthe3240km/hrange,
L.R.T.mustcarrytwicethenumberofpassengers.Fullymannedstationscanonlybeprovidedat
aboutthreetimesthethresholdofexistingservice.Whereasdoublingtheserviceonabusline
doublesthelabourcost,inthecaseofL.R.T.theincreaseisonly0.73.

2.14EnergySavings
Onaperpassengerbasisingrossfuelterms,buses,trolleybuses,andL.R.T.areaboutequalin
consumingaboutonethirdofthefuelrequirementsforanautomobileinurbanuse(12miles
pergallon).

2.15ReductioninPollution
TheproductionofpollutantsatthevehicleinthecaseofL.R.T.isvirtuallynilcomparedwitha
dieselbus,whiletheemissionsattributabletotheproductionofelectricityinafixedgenerating
stationcanbemuchmorestrictlycontrolled.MuchofEdmonton'selectricityisproducedfrom
naturalgaswhichproducesverysmallamountsofnoxiousmaterial,whilemoderncoalfired
stationsbothinuseandunderdevelopmentareequippedwithefficientelectrostatic
precipitatorstopreventsolidparticlesbeingdischargedintotheair.Theuseofelectricityfor
transportationpurposescontributesgreatlytotheliveabilityofthecity,especiallyinthe
downtownarea.

3.0TransportationSystemRequirements
Inordertodeterminefacilityrequirementsitisnecessarytoestablishacredibleestimateofthecapacity
ofL.R.T.undervariousrestraintsimposedbydesignandoperatinglimitations.

3.1TheDuWagR.T.E.1Car
ThisisthepresentstandardvehicleontheEdmontonsystem,thefleetconsistingof37suchcars
allidenticalfromanoperatingpointofview.Theseareduplexarticulatedvehicles,havingsix
axlesmountedinthreeswiveltrucksorbogiescarryingtwobodysectionsjoinedbyan
articulatingconnectionallowingfullpassengerflowbetweenthetwosectionsofthebody.
(Figure3.1.1)
 3.0TransportationSystemRequirements 15

Figure3.1.1:EdmontonR.T.E.1typecar(DuWagU.2.design)

Seatingisprovidedfor64passengerswithstandingcapacityfor162basedoneightpassengers
persquaremetre,foratotalloadof226.Whilecrushloadsinthevicinityof300havebeen
notedinfootballtakeawaysituations,thisisnotausefulmeasureofcapacityexceptasa
vindicationoftheuseofeightpassengerspersquaremetretomeasurecrushloadings.Fora
figurewhichcouldbesustainedthroughouttheperiodofpeakloadingandallowforuneven
distributionthroughoutthetrainduetoplatformdesignfactors,75%oftotalloadingcanbe
assumed,thatis170passengerspercarfortheexistingEdmontonfleet.

ManyEuropeanL.R.T.systemshaveadoptedtriplexarticulatedvehiclesbyaddingacentre
sectiontotheiroriginalvehiclesmakingthemeightaxle,threesectionvehicleswith
correspondinglyincreasedcapacity.Thisadditionalcapacityisobtainedatlowercostperseat
thanaddingmoresixaxlecarsandadvantagehasbeentakenofthelargervehicletooperate
singlecarsatperiodsofreduceddemandwithoutsacrificingpassengersecurity.InEdmonton's
casetheextendedcarswouldraisethedesigncapacityfrom170to240thatisby41%.(Figure
3.1.2)

Figure3.1.2:ModificationofU.2.typecarwithcentresection

16 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

3.2LineCapacity
Trainsarelimitedinlengthtofiveofthepresentcars,sothatthecapacityofatrainis850
passengers.

Thefrequencyoftrainsislimitedbythesignallingsystemwhichimposesaphysical(distance)
separationbetweentrains,andbytheneedtoavoidorminimizedelaytointersectingtraffic.

Oncategory'A'lines,thelatterfactordoesnotapplyandtrainintervalsaregovernedbythe
relationshipbetweenoperatingspeedandblocklength.Withtestedsystemspresentlyavailable,
thepracticalminimumintervalbetweentrainsis90secondsor40trainsperhour,givinga
potentialcapacityinEdmonton'scaseof34,000passengersperhourperdirection.

Givenarealtimecomputerinterfacewithcrossingcontrolsbasedonscheduletimesfor
minimummutualinterferencebetweenL.R.T.trainsandintersectingtraffic,category'B'lines,
suchasEdmonton'snortheastsurfacesectioncouldbesignalledtoallowaheadwayof150
seconds,givingacapacityof24trainsperhouror20,000passengersperhourperdirection.

Rightsofwayofcategories'C','D',and'E'arenotnormallysignalledbytraininterval,however
theyareusuallyconstrainedbysignalsonintersectingroadwayswithcycletimesofupto150
seconds.Becauseofthefactthatstations,whichcanhandleonlyonetrain,arelikelytobe
situatedincloseproximitytointersections,itisnotpossibleformorethanonetraintoproceed
percyclewhichinsomecasesmightlimitheadwaysto150secondsandcapacityto20,000
passengersperhourperdirection.

Fromtheaboveitcanbeseenthat,forallpracticalpurposesthemaximumcapacityofL.R.T.in
Edmontonisintherangeof20,000passengersperhourperdirection.

ThepopulationdensitywhichexistsinEdmontonorcouldeverbeachievedwillnotdemand
capacitiesbeyondthisrangefromasinglelinewithoutrequiringextensivebusfeederswhich
defeatsthepurposeofselectingL.R.T.overalternatemodes.

3.3StationDwellTimes
Withacrushloadedvehicle,themaximumnumberofpassengersexitingfromasingledooris43.
Onacrowdedstationplatform,boardingpassengerstendtodistributethemselvesevenlyand
thenmovetoanotherdoorifaheavyexitmovementtendstodelaytheirboarding.Fora
completefullloadofffullloadoncycle,thiswouldgiveamaximumofabout72movementsper
door,at3movementspersecond,thiswouldrequire24secondsplusdoorcyclingtimeof6
seconds=30seconds.Thehighlyunlikelyfactorofasmoothonoffmovementtakingplace,for
whateverreason,isbalancedbytheequallyunlikelyfactorof100percenton,100percentoff
movementtakingplaceatthesamestation.Fortimetablepurposesthenitiscustomarytouse
15to30secondsdwelltimedependingontheparticularstationandtimeofday.Special
allowancehastobemadeforsportingeventsbecauseofheavyloadingsandpatronsunfamiliar
withthesystempreventingdoorsfromclosing.
 3.0TransportationSystemRequirements 17

3.4SpeedTimeCurve
Thespeedtimecurveconsiderstheoperationoftrainsbetweenstationswithoutconstraints
otherthantheperformancelimitationsofthevehiclethemselves.Itrepresentsamaximum
performancewhichmustbemodifiedtotakeaccountofoperatingrestraintsinherentinsystem
design(gradients,curves,etc.)andrestrictionsaddedtoenhancesafety.Itsmainpurposeisto
showwherethesystemisselflimitingandalsotoavoidoverlayingsafetycontrolstothe
detrimentofsystemoperation.(Figure3.4.1)

Figure3.4.1:Typicalspeedtimecurve

TheDuWagR.T.E.1carhasanaverageserviceaccelerationandbrakingrateof1.32metres/sec2
andatopspeedof80km/h.Topspeedisreachedfromastandingstartin18secondsor190
metresandservicebrakingisaccomplishedinthesametime/distance.Toachievethis
performancerequiresthatlinesideindicatorsbeerectedtoindicatebrakingpoints.Thiscanbe
donebyuseofadvancespeedlimitingsignsaheadofthespeedenforcementarea.
18 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Italsorequiresthattrainsenterthestationsataspeedofabout60km/h.Observationof
Torontooperationindicatesthatthereisnoapparentsafetyhazardinoperatingatthisspeedin
platformareasandthisisfurtherborneoutbythepracticeofPATCOtrainsoperatingnonstop
throughstationsatspeedsinexcessof100km/h.

3.5PermittedSpeedsvs.AchievableSpeeds
Permissiblespeedsoveranysectionofthelinearecalculatedonthebasisofsafety,where
restrictedstoppingdistancesareinvolved;protectionofequipmentthroughcomplextrackand
overheadwork;andinthecaseofcurvesonthebasisofpassengercomfort.Thesecalculations
aremadeonaconservativebasis,sothatthecalculatedspeedisonethatisinfactconsistently
acceptablefromastandpointofsafety.Ifthecalculatedspeedisenforcedbymeansoftrain
stops,itceasestobeachievablebecausethemotormanwillnotapproachatthepostedlimitin
casehereceivesapenaltystop.Trainstopsthenshouldbeset5kmabovethepostedspeedin
allcasessothatthepermittedspeedsbecomeachievablespeedsandthefulloperating
potentialofthelineisavailableandachievable.

4.0TransitOperationalRequirements
Operationofarailtransitsystemdiffersmarkedlyfrombusoperation.Themostobviousdifferencelies
inthefactthattherailsystemprovidesitsownguidewayandhassomecontrolofthedesignofits
facilities,whereasabustransitsystemhastofititsserviceintopreexistingroadswhosedesign
parametersarealreadyset.Therailsystemhoweverdoesnotstartwithacleansheet,andifitisto
maximizeitscosteffectivenessitmustbedesignedtooptimumoperatingstandardsbearinginmindthe
convenienceofthepassengersandthelimitationsimposedbycostandbyinterfacewithits
surroundings.Theengineeringfactorsarethereforemuchmorecomplexthanthoseinvolvedinfreeway
design,andrequireintelligentcompromiseandadaptation;theymustrecognizethatoperating
requirementsareparamountinthedesignofasuccessfulrailsystem.

4.1PeakHourCapacity
AsdiscussedinSection3,themaximumpracticalcapacityofanL.R.T.lineis24trainsperhour.
AtypicalEdmontonmainlinein1983isservedby40busesperpeakhourandwillbecarrying
2,500passengers.Experiencewiththenortheastlinehasshownthata50percentincreasein
ridershipcanbeexpectedwithinmonthsofL.R.T.opening,requiringtheoperationoftwocar
trainsat5minuteintervalsorthreecartrainsat71/2minuteintervals.Basedonapossible
increaseto5cartrains,eitheralternativeprovidesadequateaccommodationforgrowth;the
choicewilldependonhowtrafficistobehandledinthedowntownarea.

4.2MultiLineOperation
Asbustrafficconvergesonthecitycentreitisfunnelledintoafewmainthoroughfareswhere
peakvolumesrisetoalmost80busesperhour,equivalentto5,000passengersperhourwhich
wouldbeexpectedtoincreaseto7,500passengersperhourifthebuseswerereplacedbyL.R.T.
Witha21/2minuteservice,twocartrainswouldhandlethisvolumeoftrafficadequately,
 4.0TransitOperationalRequirements 19

allowingtwobrancheswith5minuteheadways,or3brancheswith71/2minutefrequencyto
befedintoonelinethroughtheC.B.D.

IfthedowntownsectionweretoconformtotherequirementsforacategoryAlineandwas
signaledfor90secondsheadway,threebrancheswith5minuteheadwaysor5brancheswith7
1/2minuteheadwayscouldbeaccommodated,intheory.Howevertherearepractical
limitationstohandlingastationthroughputupwardsof30,000perhouronaconsistentbasis
andagainthe21/2minuteheadwayremainsthemostpractical.Thepurposeofdesigningthe
signalsystemfortrainintervalsof90secondsistoallowrecoveryfromunexpectedoperational
problemsinthecriticaldowntownarea.

4.3TrainsTerminating(Reversing)intheC.B.D.
IthasbeenthepracticeinEdmontontoterminatemanybusroutesinthedowntownareadue
toimbalanceofloading;thisisnotgenerallythecasewithmainlineservicesandshouldbe
avoidedasfaraspossiblewithL.R.T.

Withbidirectionaloperationthereversalprocessconsistsofdischargingpassengers,changing
operatingends,loadingpassengers,andswitchingtotheothertrackoveracrossover.The
lengthoftimewhichisrequiredtodothesethings,thecoordinationofactionbetweenthe
operatorandcentralcontrolandthenecessityoftyingupbothdirectionsoflinewhilethe
crossovermovementisbeingmademakeitimpracticaltoschedulereversemovements
anywherebutataterminuswhereineffectthetrainisprotectedfromopposingmovements.

Onesolutioncanbefoundintheprovisionofabayplatformbetweenthethroughtracks(Figure
4.3.1)wherethetraincanstandclearofothertrafficuntilitisreadytodepartinthereverse
direction.Adisadvantageofthisparticulararrangementisthatittakesuptotwicethelengthof
anormalstation.Figure4.3.2isanotherarrangementwithtwoseparateplatformsoneofwhich
servesboththedowntownmainlineandthelayoverspur,whiletheotheroneservesoutbound
trafficonly.Oneadvantagehereisthatthespurcanbemadelongenoughtostoremorethan
onetrain.

Figure4.3.1:Bayplatformforshortturningtrains

Figure4.3.2:Intermediateterminalwithsplitplatforms
20 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Themoreuniversalsolutionliesinthecreationofadowntownloopwherebyalltrainsbecome
throughtrainseventhoughtheydepartbythesamelineonwhichtheyenteredtheC.B.D.In
effectthetrainisturnedaroundratherthanreversed.Theideaofadowntownloopasanaidto
connectivityisdiscussedinSection2.12.

4.4SpecialEventService
Specialeventservicesareoperatedtocatertodemandswhichareoutsidethenormalcyclical
fluctuationofdemandofatransitsystem.Theymaybegeneratedbysportsevents,concerts
andvarioustypesoffestivals.Someareverypredictableandfocused,suchasfootballmatches
attheStadium,whileothersareheavilyweatherdependentanddispersedinvenue,suchas
HeritageDaysandKlondikeDays.DuetoparkingrestrictionsintheStadiumarea,Edmonton
Transithasprovidedaveryextensiveparkandrideoperationforfootballmatches.Ofrecent
yearstheburdenofthisoperationhasfallenmoreandmoreontheL.R.T.asbusfareshave
beenincreasedbeyondlimitsacceptabletothepublic.AtthepresenttimeL.R.T.iscarrying
about25%ofthegateatthesematches,afigurewhichislikelytoriseconsiderablyastherail
systemisextendedtothesouthside.Ifcrowdsaretobesuccessfullyhandled,provisionwill
havetobemadefortrainstobelaidoverinthevicinityoftheStadiumandcalledinas
necessarytosupplementregularservice.(Figure4.4.1)

Figure4.4.1:Sidingsforspecialeventstrains

TheflexibilityintrainlengthandtheextremecrushloadpossibilitiesofL.R.T.makethehandling
ofothertypesofspecialeventparticularlyeasyandcosteffectivewhencomparedtousing
buses.

4.5OffPeakStorageofEquipment
Theincreaseofcapacityneededtocoverpeakhourloadscanbeachievedinoneorbothoftwo
ways;byincreasingthenumberoftrainsinservice,soastodecreaseheadways,orbyincreasing
trainlength.Ineithercasethenecessaryrollingstockmustbeheldonasidingconvenientto
whereitcanenterserviceandconvenientforcrewingpurposes.Ifadditionalcarsaretobe
addedtothetrainthereisnonecessityforextracrewing,butiftrainsareenteringserviceitis
usuallymorecosteffectivetohavethemstartfromapointwherecrewchangeoverusually
takesplace.Inthenormalcourseofscheduling,fullpeakserviceisbuiltupfromtheoutlying
endofthelineandshouldcomeoutofservicedowntown,withthereversetakingplaceforthe
eveningpeak.Thiswouldindicatethattrainsshouldbelaidoverclosetodowntown(seealso
Section4.3).
 4.0TransitOperationalRequirements 21

4.6InterferencewithOtherModes
Theuseofanythingbutacompletelysegregatedrightofwaynecessitatessomemutual
interferencewithothertrafficmodes.Theseverityofthisinterferencecanbemitigatedby
carefulconsiderationofthefactorsineachcase.Theuseofoverheadconductors,whichis
virtuallyuniversalonL.R.T.systems,eliminatesthedangerfromraillevelconductorsystems.
Thepossibilityofinterferencewithhighloadsshouldbeaddressedbykeepingconductorheight
wellabovelegallimitsaswellasbyprovidingamplewarningsignsandtelltales.

Wheretrolleybuslinescross,thetrolleybuspositiveandnegativewiresarecarriedingapsinthe
L.R.T.conductorataslightlyhigherelevationsothatthereisnodangerofcontactorarcingover
fromtheouterendsofthepantographshoesincaseofwiresag.Thepantographiscarried
acrossthesegaps,withoutbreakingcontact,bymeansofoutriggerbars.Iftheintersection
betweentheL.R.T.andacrossingtrolleyrouteisatrightangles,theactualcrossinghastobe
madeatanangleofatleast18tothenormalinordertocarrythepantographacrossthegaps
throughwhichthetrolleyshoespass.Duetotheflexibilityofthetrolleybuscollectors,thiscan
beachievedwithoutsignificantdegradationofperformancebeyondthatnormalforacrossing.

Separationoftrafficmovementscanbeaccomplishedbyphysicalbarrierssuchasareusedon
regularrailcrossingsorbyregulartrafficsignals.Theuseofbarriersisusuallyconfinedtolines
inoradjacenttorailwayrightsofway,suchasEdmonton'snortheastline,duetotheir
complexity,costofinstallationandupkeep,andlongcycletimes.Ithasalsobeensuggestedthat
publicunfamiliaritywiththistypeofcrossingisacontributingfactorinvehicletraincollisions.

4.7CrewFacilities
Dispatchofficesaremaintainedatthemaincarstoragelocations.Thesefacilitiesinclude
accommodationforthedispatchertogetherwithtelephonefacilitiessothatmotormenand
dispatcherscancommunicatewitheachothertoensurethattrainsareproperlymanned.
Loungefacilitiesandwashroomsareprovidedtothesamestandardasforagarage.

Crewwashroomsshouldbeprovidedateachterminal,atallturnbackpointsandatanyother
stationwherecrewsmaybechanged.Inadditiontotheactualwashroomsaloungeareashould
beprovidedwherecrewmemberscanawaittheirdeparturetimesandwheretimeboardscan
bepickedupanddroppedoff.Eachcrewloungeshouldhaveanoticeboardforoperational
bulletinsandatelephonerestrictedtolocalcallsonly.Allthesefacilitiesshouldbesecured
againstaccessbyunauthorizedpersonsandkeyedtothecommon"washroomkey"issuedto
operatingstaff.

4.8TrainControl(Signalling)
Thesafety,speed,capacityandproductivityoftransitsystemsarehighlydependentonthe
vehiclecontrolmethod.Generallycontrolmethodscanbegroupedintothreecategories:
manual/visualwherethedrivercontrolsthevehiclewithoutanyassistance;manual/signals,
wheremanualcontrolisassistedbyautomaticsignalsshowingoccupancyofthetrackahead
22 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

(automatictrainprotection),andautomatictrainoperationinwhichthedrivermerelyinitiates
anautomaticdrivingprocess.2

AutomaticTrainOperation(A.T.O.)isonlypossibleinafullyprotectedrightofwayandis
thereforenotapplicabletoL.R.T.InfacttheprimarycontrolmodeofanL.R.T.systemis
manual/visual:thedrivermustbefullyincontrolofhistrainatalltimesandpreparedtostop
foranobstructionsuchas,forinstance,avehiclestalledonagradecrossing.Thisisthereason
forthemagnetictrackbrakeswhichareoneofthefeaturesdistinguishingL.R.T.fromheavyrail
vehicles.Theneedforthedrivertoconcentrateuponthetrackaheadalsomilitatesagainstthe
useofcabsignalsonanybutcategoryArightofway.

Thepurposeofsignalsistogiveadvanceinformation,asitwereextendingthedriver's
perceptionofapproachingconditions,ortorelaycommandsbasedonaninterpretationof
conditionsinordertoincreasesafety.Signalprotectionisrequiredinthefollowingareas:

(a) Againstrearendcollisionswithstoppedorslowmovingtrains.
(b) Againstconflictingmovementsatcrossoversandjunctions.
(c) Againstconflictingmovementsathighwaycrossings.

Protectionagainstrearendcollisionisobtainedbydividingthelineinto"blocks"orsections
whichcanonlybeoccupiedbyonetrainatatime.Eachblockoverlapsthenextbyadistance
equaltothebrakingdistanceofatrainsothatadequateprotectionisaffordedtoatraincoming
torestjustpastasignal.Inordertoenforcecompliancewitharestrictiveindication,magnetic
trainstopsareemployedtoinitiatebrakingandbringthetraintoastandwithinsafelimits.

ThedivisionofanL.R.T.lineintoblocksisusuallybasedonstationtostationdistances.
Additionalblocksmayhavetobeaddedinordertoachievethenecessaryheadwaybetween
trains.Blocklengthshouldbesuchthatatraintravellingatschedulespeedcanclearitinatime
equaltoonehalftotwothirdsoftheminimumdesignheadway.

Thesignalsprotectingagainstconflictingmovementsatcrossoversandjunctions,knownas
interlockingsignals,mayalsofunctionasblocksignals.

Theindicationgivenbythetwoaspectsignalsystemareredfor''stop''andgreenindicating
"lineclear".Anamberindicationisusedforsomeformofrestrictionorcaution.

Inthedesignofanysignallingsystemitisessentialtoprotecttheintegrityofcommand.Ifred
means''stop''itmustalwaysmean''stop'';itshouldneverbethepracticetorunataredsignal
expectingthatitwillchange.Acaseinpointaresignalsatbarrierequippedhighwaycrossings
whichindicatetoatrainenteringthecalloncircuitthatthegaterelayhasdropped.The
restrictiveindicationobservedmustbeotherthanredifthedriveristoapproachconsidering
thatitwillchangetoalessrestrictiveaspectbeforehepassesit.

''Lunarwhite''indicationsareusedincombinationwithothersignalstoindicatefacingswitches
setforamovementotherthanthemainline.
 4.0TransitOperationalRequirements 23

Traindetectionmayfollowthemainlinerailwaypracticeofcontinuousmonitoringbymeansof
trackcircuits.InL.R.T.practicethishasthedisadvantagethatatrainmay"disappear"duetoa
buildupofsandontherailheadcausingsignalmalfunctionandconsequentdelaytoservice.
Thealternativeistoprovideoverheadcontactswhichcausethesignalrelaystodropasatrain
enterstheblockandwhichwillonlyreengerizethemwhenitleavestheblock.Thissystemis
andhasbeenusedonmanyelectrictransitsystemswithoutproblems.Objectionstoitsuseare
derivedfrommainlinerailwayconditionswhichdonotapplytoL.R.T.,forexamplebrokenrail
detection.TheconsequencesofabrokenrailonL.R.T.areminoranddonotleadtotheserious
resultswhichcanfollowonmainlinerailwayswiththeirheavyaxleloads.

4.9SpeedControl
Onthehighway,speedrestrictionsareindicatedbysignsandenforcedbythreatoffine.Their
purposeisbasicallytoforcesomeuniformityontoaheterogeneousmassofvehiclesofvastly
differentperformancecapabilitiesdrivenbypersonsofvastlydifferentskills.OnanL.R.T.
systemthevehicleshaveuniformcapabilitiesanddriversareuniformlytrained:speedsare
limitedbythecharacteristicsofcarmotorsdesignedforoptimumperformanceatlowspeeds,
andbythecomfortofpassengers.Givenasignallingsystemenforcedbytrainstopstheneedfor
additionalspeedrestrictionenforcementisquiteminor.Thedriver'spositionattheleading
extremityofthevehiclewelloutsideofthewheelbasemeansthatheexperienceslateral
accelerationseveraltimesgreaterthanhispassengersanditisthisfactratherthananyspeed
limitinglegislationwhichhaskeptstreetcarsontheirtracksforthepasthundredyears.

Forthemostpart,speedrestrictionsignsadvisingthedriverofthemaximumcomfortablespeed
forhispassengersaresufficientexceptincaseswherebrakingdistancesarerestrictedona
signalapproach,orwherethereisariskofdamagetoequipmentsuchasasharpchangein
elevationoftheoverheadwire.Inthesecasesitisadvisabletouseamagnetictrainstop
activatedbyawheeldetectorortrolleycontactoraphotoelectriccellinadvance,andhavinga
timedelaycorrespondingtotherequiredspeed.Wherethisisusedinconjunctionwitha
warningsign,thesignshouldindicate2to5km/hlessthanthespeedwhichwillenforceastop
toallowforinaccuracyincarspeedometers.

4.10Radio
ThefirstlineofcontactbetweenCentralControlandallpersonsontheL.R.T.systemisbyradio.
Unlikethebussystemwhereeachunitismoreorlessindependentandinthecaseoftrouble
canbepulledofftotheside,eachtrainontheL.R.T.affectsalltheothers.Itisessentialthat
everypersononthesystemisawareofwhatishappening,sothatonechannelisusedforall
operatingmessages.Asthesystemexpandsasecondoperatingchannelmayberequired
correspondingtoasecondcontroller,howeverthecentralareamustbeunderthecontrolof
onepersonwithalloperatingmessagesheardbyalltrains.

Anindependentchannelisusedformaintenance,securityandnonoperatingmessages.
24 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Contactismaintainedinthetunnelareasbymeansofaleakycoaxialcablestrungthroughout,
whileonthesurfacerelaystationsareused.

Radiosmaybebuiltintothetrains,howeverthisrequirestworadiospervehiclewhichmeans
thateachradioisused15to20percentofthevehicleoperatingtime.Usingportableradiosonly
oneradioisrequiredperoperatorandcontactismaintainedevenwhenheleavesthevehicle.
Eachcabmust,however,stillbeprovidedwithachargingreceptacleconnectedtothevehicle
antennaandtoahandheldorflexmountmicrophone.

4.11RightofWayTelephones
Beforetheadventofportableradiositwasnecessarytomountlinesidetelephonesat
interlockings,gradecrossingsandatintervalsalongtherightofwaytofacilitatequick
communicationwithControlinanemergentsituation.Telephonesareenclosedinlocked
weatherproofboxesandkeysareissuedtooperatingstaffandmaintenancepersonnel.Thereis
nodoubtthattheyareusefulinreducingradiotrafficbuttheiroverallutilityislowcompared
withthecostofinstallation.Thefactthattheyarelockedtopreventvandalismalsoprecludes
theirusebythepublicinanemergency.

4.12EmergencyTelephones
Chieflytoenablepatronstosummonhelpincaseofemergenciesinunmannedareas,red
emergencytelephonesareprovided,prominentlysigned,ineasilyopenedenclosures.On
pickingupthehandsetthephoneautomaticallyringsstraightthroughtoControl.Thelocationis
knowntothecontrollerbyanilluminatedbuttononhisconsole.

5.0AlignmentGeometry
Theparametersforroutealignmentmusttakeintoconsiderationtwoopposingneeds,theneedto
provideswifthighcapacityserviceandtheneedtokeepcostswithinreasonablelimits.Oneofthe
reasonsforchoosingL.R.T.isthatitcanperformverywellinrightsofwaywhichwouldbemarginalfor
fullmetrooperation.EverysquaremetreoflandwhichisnotappropriatedforL.R.T.useandeverycubic
metreofdirtwhichdoesnothavetobemovedcontributestothecosteffectivenessofthesystem.The
designstandardsrecommendedthereforearethelowestwhicharethoughttobeconsistentwithsafe
operation.Anyarbitraryincreaseinthesestandardsmustbeweighedagainsttheconstructioncostand
thecostorbenefittooperationsandmaintenanceinthelongterm.

5.1DesignVehicle
Rightofwayrequirementscanbebasedupontheexistingsystemrollingstockoruponsome
theoreticalidealvehiclewhichmaybepurchasedatsometimeinthefuture.Asthesystem
growsthelikelihoodofsuchachangebecomeslessandless,andinfact,thereisnorecordof
suchachangeeverhavingtakenplaceamongexistingtransitsystems.ThewidthofEdmonton's
rollingstockis2.65m,adimensionwhichhasbeenwidelyadoptedforheavierL.R.T.systemsin
Europe;thisdimensionisthesameasL.R.T.andrapidtransitsystemsinFrankfurt,Berlin,
Hamburg,NewYork(I.R.T.andP.A.T.H),andRotterdamandiswiderthanheavyrapidtransitin
 5.0AlignmentGeometry 25

London,Paris,MontrealandMexicoCity.Theadvantagetobegainedbyachangeto(say)
Torontodimensionsissmallwhencomparedtothecostanddisruptionwhichwouldbeinvolved.

ThepresentDuWagR.T.E.1caristhereforeusedtodetermineguidewaygeometryand
structureclearances.

5.2StructureClearances
Thedistancefromtrackcentrelinestoadjacentstructuresandtoothertracksisdeterminedby
establishingthe"dynamicprofile"ofthevehicle.Thedynamicprofileallowsforthemaximum
possibledisplacementofthecarbodyduetogravity,loading,wear,lateralshocksandwind
pressure.Inpracticaltermstherearetwocriticaldisplacementsaffectinghorizontalclearances,
thoseduetorotationinaverticalplanecausedbyhorizontalandverticalloadsandthosedueto
rotationinahorizontalplanecausedbythe"hunting"motionofthevehicleasitproceedsalong
thetrack.Thesedisplacementsareattheirmaximumatbodyeavelevelatapointaheadofthe
fronttruckcentrewheretheendtaperbegins.

ThemaximumdisplacementfortheU.2typeofcarisgivenbyDuWagas142mmforan
overloadedcardrivingintoacurveatmaximumdesignspeedwithasidewindpressureof400
N/m214.ItthereforeseemstobeprudenttoadoptthesamestandardsastheFrankfurtTransit
Undertakingie.,150mmplus75mmconstructiontoleranceoverthetotalheightofthevehicle,
asrecommendedbySiemens15.

Thisgivesatangenttrackstructureclearanceof1550mmfromcentrelineoftrack,doubletrack
centresof3100mmwithnostructuresbetweenand3500mmwheretherearecentrepoles.
Theclearancetostationplatformedgescanbereducedbecauseofthereducedspeedoftrains
andisrecommendedtobe80mmfromcarsideor1405mmfromcentrelineoftrackwitha
constructiontoleranceof20mm.Notethattrackinstationareasmustbesecuredagainst
lateralmovementtowardstheplatformface.Curvedplatformshaveaminimumradiusof500m
andtheclearanceisincreasedto120mmi.e.,1445mmfromcentrelineoftrack20mm.Note
thattrackinplatformareasisnotsuperelevated.

Additionalclearancemustbeallowedoncurvesfortheoutswingofthecarends,theinswingof
thebodybetweenthetrucksandtheincreasedcantduetosuperelevation(Figure5.2.1).In
ordertofitthebestcurveintotheleastspace,L.R.T.curvesconsistmainlyofparabolicspirals,
ratherthanbeinglargelyconstantradiuswhichmeansthatclearancesarechangingthroughout,
thustoavoidarbitraryassumptionoffigureswhichmightleadtooverdesign,clearancesshould
becalculatedaspartofthedesignofeachcurvetakingconsiderationofthemaximumspeed
achievableunderoperatingconditionsandthedesignsuperelevationaswellasthecurveradius.

Theminimumstructureclearancesdiscussedabovedonottakeintoconsiderationpersonnel
accessorspacefortheaccommodationofinstallationssuchassignsandsignalsorforcableand
utilityruns.

26 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure5.2.1:Outswingandinswingofvehicleoncurve
 5.0AlignmentGeometry 27

Thefirstconsiderationisforacontinuoussafetyrefugetobeprovidedtotherightofthetrack
inthedirectionofcurrentoftrafficof600mmminimumwidth.Notethatthisspacemaybe
occupiedintermittentlyalongitslengthbysignalheadsorsignboardsaslongasthisdoesnot
interferewithitsuseasarefuge.Thisrefugeshouldbeprovidedwithareasonablysmoothfirm
footing,suchasconcreteorsteelgratingfreeoftrippinghazardsandshouldprovideavertical
clearanceof2500mm.Itispreferableforthiswalktobeatoraboveraillevel,butnothigh
enoughtointerferewithaccesstotheundercarriageofvehicles.

Ontheoffsideofeachtrackacontinuousclearspaceof125mmmustbeallowedforpipingand
cableruns.Inordertoavoidunnecessarycrossingoverandothertypesofinterference,services
shouldbegenerouslyspacedverticallywithfireprotectionpipesatthebottomfollowedby
telephone,signals,lighting,tractionpowerandradioantennainconsistentorder.

Verticalstructureclearanceshouldbe500mmabovethelowestworkingelevationofthe
pantograph,thatis4550mm.Notethatitmaybenecessarytoincreasetheverticalstructural
clearanceinordertoavoidabruptchangesinwireheightthatmayimposeoperatingrestraints.

5.3CurveRadii
ThetrucksandbearingplatesfortheR.T.E.1arecommontoseveralotherDuWagproductsand
donotlimittheturningradiusofthevehicle.Thelimitisdeterminedbythedesignofthecar
bodypartsinthevicinityofthearticulation.Astheangulardisplacementoftheadjacentbody
sectionsincreases,theycomeclosertogetherontheinsideofthecurveandwilleventuallyfoul,
causingbodydamage.Onleveltrackthisoccursataradiusofslightlylessthan25metrestothe
centrelineoftrackwhenthevehicleisunloaded.Theminimumrecommendedcurveforuseina
yardwithnosuperelevationis25metres.Withapassengerloadandthepossibilitythatthe
trackmaybesuperelevated,theminimumrecommendedradiusonarunninglineis35metres.
Formainlinetrack,thedesirableminimumradiusis300metres.Radiilessthan300metresmay
beusedasrequiredanddictatedbytopography,permanentphysicalfeaturesorotherrestraints
onalignment.Inordertokeeptheplatformgapwithinacceptablelimits,tracksthroughstations
maynothavearadiusoflessthan500metres.

Spiraltransitioncurvesareusedtoconnectallcircularcurveslessthan1750metresradiusto
thetangentexceptinyardandshopareasorwhereoperatingspeedsarerestricted.

Aminimumtangentlengthof15metresisrequiredbetweenreversecurvesinordertoallow
couplingofcarstotakeplace.Thisdoesnotapplyinyardsandinthevicinityofswitchesand
crossings.

5.4Superelevation
Superelevationisachievedbyraisingtheelevationoftheouterrailaccordingtothegeneral
formula:

11.8V
150
28 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

whereS=superelevationinmm,V=velocityinkm/handR=curveradiusinmetres;toa
maximumof165mm.

Forreasonsofpassengercomfortandsafetyfrominterioraccidents,theGermanregulationsfor
lightrailinstallationsspecifyamaximumlateralaccelerationof1.0m/sec2whichistakeninto
accountintheaboveformula.

Wherecircularcurvesareusedinlieuofspiraltransitioncurves,superelevationisrunoffata
rateof30mmpersecondforthedesignvelocityofthecurve.Runoffislocatedequallyon
eithersideofthepointofcurvature.

5.5Gradients
ThemaximumrecommendedgradientfortheEdmontoncaris5.5%basedontheperformance
ofthediscbrakes.Thecarwillstartandaccelerateonagradientof7.5%andcanbecontrolled
onthatgradientbydynamicandtrackbrakes.Itisrecommendedthatthe5.5%maximumnot
beexceededfordistancesofmorethan125metres.

Gradientsthroughstationsshouldbesetat0.3%fordrainagepurposesandinanycaseshould
notexceed1.0%toavoidaffectingarchitecturalfeaturesandvehicleperformance.

Allchangesingradeshallbeconnectedbyparabolicverticalcurves.Thelengthofthevertical
curveshallbe60metresortwentytimesthealgebraicdifferenceingradient.Theminimum
lengthofconstantgradientbetweenverticalcurvesshallbe15metres.

5.6AlignmentControl
ThehorizontalcontrolforallalignmentsshallbebasedontheAlbertaSurveyControlgridatsea
level,andallintersectionpointsshallbecoordinatedtothegrid.

Thereferencelineshallconsistoftangentlinesandshallbestationedwithanindependent
chainagesystem.

Changesindirectionofthereferencelineshallbenotedatallpointsinintersectionandshallbe
indicatedbybearingsbasedonthegridsystem.

Allintersectionpointsandintermediatepointsonthereferencelineshallbereferencedto
permanentmonumentstobelocatedclearofanyproposedconstruction.

Referencelinechainageequationsshallbenotedateachpointinintersectiontocompensate
forreferencelinecurvedistances.

Referencelinechainageshallbeshowntothethirdplaceofdecimalandanglestothenearest
second.

Allconstructiondetailsshallberelatedtoordimensionedfromthereferenceline.
 5.0AlignmentGeometry 29

TheverticalcontrolforallalignmentsshallbebasedonbenchmarksestablishedbytheCityof
EdmontonortheGovernmentofAlbertaorCanada.AllelevationsshallbetoGeodeticDatum.

Thereferencelinedistanceshallbeusedtodeveloptheprofilegradewhichshallrepresentthe
elevationofthetopofrail.Inthecaseofsuperelevatedtrack,theprofilegradeshallrepresent
theelevationofthetopofthelowerrail.

5.7TypicalRightsofWay
TheflexibilityofL.R.T.makesitpossibletoutilizealargevarietyofrightofwaylocationsand
configurations,belowground,atgrade,orelevated.Itsabilitytotraversesharpcurvesand
steepgradientsfacilitatestheuseofexistingrightsofwayparallelingtrafficarteriesandallows
closeadherencetoestablisheddesirepatterns.

Figure5.7.1:L.R.T.inarterialmedianwithlandscapingbuffer

Figure5.7.1showsacrosssectionofL.R.T.inanarterialmedianof15metreswidthshowing
variousformsoflandscapebuffering,trees,shrubsandalowpostandchainfence.Thiswidthof
medianallowsforstationplatformswithoutdeviatingfromastraightalignmentforthetrack.

Figure5.7.2:L.R.T.inarterialmedianatstationfarsideofintersectionwithbayforleftturntraffic

Figure5.7.2showsafarsidestationplatformandaleftturnlanewithintheoriginal15metre
rightofway.TheL.R.T.isprotectedfromsideswipebytrafficintheleftlanebyaNewJersey
barrier.
30 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure5.7.3:L.R.T.stationinmedianwithfarsideplatforms

Figure5.7.3isaplanviewofanintersectionwithfarsideplatforms.

Figure5.7.4:L.R.T.inrestrictedmedianwithNewJerseybarriers

ThetrackinFigure5.7.4isprotectedbothsidesbyNewJerseybarriersonaccountofits
extremelynarrow,8.5metrewidth.Thiswouldonlybepossibleforshortstretchessincethereis
noroomforstationplatforms.
 5.0AlignmentGeometry 31

Figure5.7.5:L.R.T.inmedianatnearsidestation.Leftturnsprohibited

Figure5.7.5isasectionatanearsidestationinamedian12metreswide.

Figure5.7.6:Trackoffsetinnarrowmediantoaccommodatenearsideplatforms

Figure5.7.6showsthetrackoffsetina12metremediantoaccommodatenearsidestation
platforms.Notethatnoprovisionsaremadeforleftturnsinthiscase.
32 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure5.7.7:L.R.T.atsideofarterialorcollectorroad.Rightofwayallowsforstationplatformsaccessedfromwalkway

Figure5.7.7showsasideoftheroadlocationfora15metreL.R.T.rightofwaywhichallowsfor
platformsoneachsideaccessedfromawalkway.Varioustypesoflandscapingareshown.

Figure5.7.8:L.R.T.symmetricallydisposedinboulevardsofarterialwithserviceroads.Parkingisprohibitedinareaofstation
platforms

Figure5.7.8showsL.R.T.trackssymmetricallydisposedoneithersideofa15metrearterialwith
serviceroads.Notethatstationplatformsareaccommodatedbypreemptingtheparkingonthe
serviceroad.
 5.0AlignmentGeometry 33

Figure5.7.9:L.R.T.inpavedmedianwithmountablecurbs

Figure5.7.9showsL.R.T.inaroadwaylimitedtolocalaccesstraffic.Therailsarelaidflushwith
thepavement210mmabovetheregularroadsurface.Mountablecurbsareprovidedsoasnot
torestrictdrivewayaccessandegress.

Figure5.7.10:L.R.T.occupyingonelaneofcitystreet

Figure5.7.10showsL.R.T.occupyingacurbsidelaneprotectedbya150mmraisedcurbonthe
trafficsideandapostandchainwarningfenceonthesidewalk.Thistypeoflanecouldalsobe
sharedbybusesifthetrackislaidwithgirderrailandthecurbisreplacedbyarumblestrip.
34 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure5.7.11:L.R.T.curbsidestation.Fornewdevelopmentsstationcouldformpartofbuildingarcade

Figure5.7.11showsacurbsidestation.Wherenewdevelopmentstakeplacetherearebroad
possibilitiesforincorporatingstationsintobuildingarcades.

Figure5.7.12:L.R.T.intransitmall

Figure5.7.12showsatransitmallwherealltrafficexceptL.R.T.isexcludedandthestreet
becomesapeopleplacewithlandscaping,benchesandoutdooreatingplaces.Northern
climateslimitthepossibilitiestoacertainextent,butsinceL.R.T.iselectricallypoweredand
thusnonpolluting,thereisthepossibilityofroofingoverthestreetforoneormoreblocks.
 5.0AlignmentGeometry 35

Theaestheticappealofanelevatedstructureisnotsuchastorecommendtheuseofthisform
ofconstructiontoanygreatextent,butitmaybeusefultosurmountlocalintersection
problems.

Figure5.7.13:L.R.T.elevatedstructure

Figure5.7.13showsatypicalcrosssectionofanelevatedstructureasusedinCologne.

Figure5.7.14:L.R.T.stationonelevatedstructurewithmajorbusinterchange(transitcentre)below

Figure5.7.14showsanelevatedstationatamajortransferpointwithsheltersandbusbaysat
gradelevelbelow.
36 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Inadditiontosharingrightsofwaywithothertransportationmodes,utilitycorridorscanalsobe
utilized.

Figure5.7.15:L.R.T.stationinutilityrightofway

Figure5.7.15illustratestheuseofpurposedesignedhighvoltageelectricitytowerstosupport
L.R.T.overhead.
 5.0AlignmentGeometry 37

InareaswhereitisnotpossibletoaccommodateL.R.T.onorabovethesurfacewhere
constructionischeapanditisreadilyaccessibletoitscustomers,undergroundconstruction
mustberesortedto.

Figure5.7.16:Clearancediagram.Cut&coversectionontangent

Figure5.7.16showsasubwayboxconstructedbythecutandcovermethodwithminimum
internaldimensions.

Figure5.7.17:Minimumspacingandcoverdimensionsformoledtunnels

Figure5.7.17showstwinboresasproducedbytheEdmontonmolewithminimumspacingand
coverdimensions.
38 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure5.7.16:Clearancediagram.Cut&coversectionontangent

Wherespaceistightandconnectionshavetobemadeintotheexistingsystem,superimposed
orpiggybackconstructionmayberesortedtoasshowninFigure5.7.18.
 6.0Stations 39

6.0Stations
ThefactthatEdmonton'slightrailsystemoptedtousehighplatformstationsonitsinitialsegment
togetherwithcurrentconcernsforhandicappedaccessindicatesacommitmenttocontinuethisdesign
throughoutthesystem.SanDiegowhichusescarsofasimilardesigntoEdmonton'shaveoptedtouse
raillevelloading,andSanFranciscouseshighlevelplatformsintheMarketStreetSubwayandlowlevel
platformselsewhere,theircarshavingmoveablestepstoaccommodateeither.Streetlevelorcurblevel
loadingsimplifiesstationlocationandconstructioninmediansandintransitlanesbutleadstoproblems
withaccessforthehandicapped.

WhenLRTwasfirstopenedinEdmonton,BelvedereStationwhichconsistedofanopenplatformwitha
ticketboothandthreeorfourbustypeshelterswascriticizedinthatitdidnotprovidethesame
standardofcomfortastheundergroundstationsdowntownorthestationsatStadiumandColiseum
thatweredesignedtohandlespecialeventscrowds.Infact,Belvedere,atonlyonetenthofthecostofa
largersurfacestation,wasatypicalLRTstation.TheneedforshelteratanLRTstationshouldnotbe
greaterthantheneedforshelteratabusstopsincethefrequencyofserviceisinthesamerange.In
practice,sheltersareplacedatbusstopsinaccordancewithcriteriawhichincludevehicleheadway,and
iftheheadwaycriteriawasappliedtoLRTitwouldnotscorefavourably,sincetrainserviceismuch
morefrequentthanmostbusroutes.

LRTstationsshouldprovidesomeshelterandshouldbeinkeepingwiththeirsurroundingsbutthe
temptationtoelaborateshouldberesisted.SinceLRTservicesrunatfrequentintervals,shelter
accommodationshouldbeprovidedadjacenttoconnectingbusserviceswhoseheadwayisusually
considerablygreater.Thecostofastationisnotonlyindesignandconstructionandheating,butalsoin
upkeep.Themorecomplexthestationandthemorecomfortitprovides,thehigherarethecostsof
cleaningandrepairsnecessitatedbyactsofvandalism.Theperceivedneedforsecuritycoverageof
transitfacilitiesisindirectproportiontotheircomplexityandtheprovisionofsurveillancecamerasand
securityguardsisoutofallproportiontothecostsoftransportingthepassengers.Itisestimatedthat
thecostofmaintainingalargeundergroundstationmayaccountforasmuchas30centsforevery
passengerwhousesthefacility.

6.1Platforms
Stationplatformscanbelocatedeitherbetweenoroutsidethetracks.Thecentreplatformhas
certainadvantagesespeciallyinundergroundsections.Exceptforimmediatedowntownstations
peakhourloadingsaredirectionalandthereforetheplatformarearequiredforacentre
platformcanbeconsiderablylessthantwicetheareaofasideplatform.Savingscanalsobe
madeinstairwaysandescalators,whilefromthepassenger'spointofviewcrossplatform
transfersavoidthenecessityforgoingupanddownstairs.Stationdesignintheuseofcurved
platformscanimproveboardingsupervision(Figure6.1.1).
40 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure6.1.1:Centreplatformwithcurvedfacestoimproveboardingsupervision

Theuseofsideplatformsavoidstheneedtospreadthetrackstoaccommodatetheplatform
andenablestheplatformsforeachdirectiontobeseparated.Inmedianapplicationswithgrade
crossings,sideplatformsinfarsideconfigurationallowforaleftturnbayforroadtraffic,(Figure
5.7.2and5.7.3)whileinamoreconstrainedconfigurationtrackscanbeoffsettotakeup
minimumrightofwaywidth.

6.2LocationofStationsRelativetoIntersections
Inmedianorsideofroadoperationinathoroughfarewithcoordinatedsignals,butwithout
signalpriority,alternatenearsideandfarsidestopsresultintheshortestdelaystotransit
vehicles.ThisprinciplewasdevelopedbyWolfgangvonSteinonLRTlinesinDusseldorfinthe
mid50'sandhasgivengoodresults.Simplyexplained;atraincanleaveanearsidestationonly
duringagreenphaseandwillarriveatthenextintersectionduringitsgreenphase,passing
throughtostopattheplatformonthefarside.Atthenextintersection,whichwillbenearside,
theredphasemaybeusedforpassengerexchange,resultingintheshortestoveralldelay
obtainablewithoutsignalpreemption.Thepresenceofnearsideplatformsmaymeanthatleft
turnswouldhavetobebannedforroadtrafficattheseintersectionswheretherightofwaywas
toonarrowforleftturnbays.

6.3DesignDimensionsforPlatformsandExits
Forasideplatform,awidthof3650mmwillallowabouthalfasquaremetreperpassengerfor
maximumassemblycrowds.Forstationsinthecentralbusinessdistrictandstationsserving
specialeventfacilitieswherepeakhourtrafficisconverging,centralplatformsshouldbetwice
thiswidthi.e.,7300mm.Forcaseswherepeakhourtrafficisdirectional,centralplatformsmay
be5500mmwide.Theminimumclearwidthofpassagebetweentheedgeoftheplatformand
anyobstructionontheplatformshouldbe1500mm.Platformedgesadjacenttothetrack
shouldbefinishedinacontrastingnonslipmaterialwitharaisedwarningstripneartheedge
forthebenefitofthevisuallyimpaired.Widthofwarningstriptobeabout425mm.Figures
6.3.1and6.3.2showrecommendeddimensionsforcentreandsideplatformsrespectively.
 6.0Stations 41

Figure6.3.1:Recommendeddimensionsforcentreplatforms

Figure6.3.2:Recommendeddimensionsforsideplatforms

Platformlengthdependsuponthenumberofcarspertrain.WhileEdmontonLRTcarsare
capableofbeingcoupledin5cartrains,otherconstraintskeeptrainsdownto3cars.Itis
thereforemosteconomicaltoconstructstationswith80metreplatformstohandle3cartrains
withprovisionforexpansiontohandlelongertrainsasandwhentheadditionalcapacity
becomesnecessary.Inthecaseofundergroundstationswhereitwouldbeimpossibletoextend
theplatformswithoutdrasticinterruptiontoservice,theseshouldbeconstructedto5car(123
metre)length.

Platformexits,stairwaysandpassagewaysshouldbesizedsothattheestimatedaveragetrain
loadenteringthestationoverthepeak15minuteperiodcancleartheplatformwithinafour
minuteperiod.Whendeterminingtherequiredwidthofexits,acrushcapacityof80passengers
perminuteper1000mmwidthofpassageway,65passengersperminuteper1000mmwidthof
stairwaysand100passengersperminuteforeach1200mmescalator.Thesecapacitiesare
attainableonlyunderunidirectionalflowconditionsandshouldbeconsideredasminimum.11
42 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Minimumfloortoceilingheightshouldbe2750mmwith3000mmpreferabletodiscourage
damagebyvandals.

Escalatorsshouldbeprovidedwheneverstairheightexceeds4000mmintheupdirectionand
7000mminthedowndirection.Theyshouldbeprovidedwithstopdevicesforemergency
situationsandformanualshutdowntopreventovercrowdingofplatformsinthecaseofservice
delay.

Atleasttwoexitsshouldbeprovidedfromundergroundstations,clearlymarkedandequipped
withemergencylighting.

6.4PassengerSecurityandSurveillance
Generallyspeakingthemoreisolatedthepatronfeelsinatransitfacility,thegreateristhe
perceivedneedforprotection.Apersonstandingatabusstoporwaitinginabusshelter
expectsneitherasecurityguardoraclosedcircuitT.V.cameratobeprovided.Outintheopen
infamiliarsurroundingswithpeopleandvehiclespassingthereislittleapprehensionofdanger,
butinstationstheverystructurethatprovidesphysicalcomfortforthewaitingpassenger
isolateshimfromfamiliarsights,soundsandmovementsandhehascometoexpectprotection
tobeprovided.Thisisespeciallytrueofundergroundstationswheretherearenoreassuring
glimpsesoftheoutsideworldandplacesofconcealmentseemtoabound.20

TheindustryhascometoacceptthecostofprovidingT.V.surveillanceandoftensecuritypatrols
aswelltocounterthesefears,whethertheyberealorimaginary.Theaimoftheplannerand
stationdesignershouldbetomaketransitfacilitiesselfpolicing.

Indesign,stationsshouldbeasopenaspossiblewithmaximumuseoftransparentpanels.
Cornerswhereapersonmightconcealhimselfshouldbeeliminatedandadequatelighting
shouldbeprovidedinvandalprooffixtures.

Themostsuccessfulwaytoreducesecurityhazardsinmajorstationsisbyensuringthattheyare
busyplaces,notjustwithtransitpatrons,butbyprovidingformultipleuseofspace.Heavybus
transferlocationsmightattractnews/tobacco/snackbarconcessions,whileotherstationsmight
formpartofneighborhoodshoppingcentresorprofessionalbuildings.Afurtherbenefitofsuch
arrangementswouldbeforrentalpaymentstohelpkeeptransitcostsdowntoacceptablelevels.
Combinationwithadivisionalpolicestationcouldresultinrandomridingbyuniformedofficers
whichwouldagainhaveasalubriouseffectonthepatrons'perceptionofsecurity.

6.5HandicappedAccess
Withanallbussystemitismostpracticaltoprovideaparalleldoortodoorserviceforthe
physicallyhandicapped.Thisiscostlyintermsofequipmentandmanpowerandifitisoperated
asabusserviceratherthanataxiservice,iscostlyintermsofthepatron'stime.Comparison
betweenCalgaryandEdmontonshowsthat,forthesamenumberoftotalannualridesthetaxi
typesysteminCalgarycostsalmostexactlytwiceasmuchasthebustypesysteminEdmonton.
 7.0InterfaceofLRTwithOtherTrafficModes 43

InconstructionofthenortheastL.R.T.line,EdmontonCityCouncildirectedthatthesystembe
equippedtocatertothehandicappedwithprovisionoframpsandelevatorsateachstationand
wheelchairtiedownsinthecars.Theusewhichhasbeenmadeofthesefacilitieshasnotbeen
greatbecauseoftheinabilityofdisabledpersonstogetfromtheirhomestothestations,
howeverasthesystemexpandsthereispotentialtoreducehandicappedtransportationcosts
byconfiningtheliftequippedvehiclestospecificquadrantsofthecityandemployingthemas
shuttlestothenearestL.R.T.stationforlongertrips.

Inordertokeepthisoptionopenitisnecessarytocontinuetoequipallstationswiththe
necessaryelevatorsandrampstostandardsmandatedforotherpublicbuildings.

6.6FareCollectionAreas
Inordertobeabletopreventloiteringinthestations,theplatform,accessstairsandthearea
surroundingthemaredesignatedas"paidareas"insideofwhicheachpassengermustcarry
proofofpaymentintheformofapass,transferorvalidatedticket.Paidareasmustbe
designatedclearlybychannelizationorothermeansfromareaswhicharedesignatedasbeing
outsidethesystem.Ticketissuingmachinesareplacedoutsideofthisareawheretheywillnot
impedetheflowoftrafficinandoutofthepaidareaorpassingthroughthe"freeareas";
machinesissuingvalidatedticketsorvalidatingticketsortransfersareplacedattheactual
entrancetothepaidarea.

7.0InterfaceofLRTwithOtherTrafficModes
DuetothenatureofLRTandtheneedtohaveitservethecommunityasitexists,ratherthantoimpose
thetraumaticchangesoftennecessarytoaccommodateothertransitmodes,thepossibilitiesfor
conflictofmovementmustreceivedetailedconsideration.

7.1SharedRightofWayWithaRailway
TheintroductionofLRTintoanexistingactiverailwaycorridorbringswithitlegalobligations
duetothejurisdictionofthefederalgovernmentthroughtheRailwaysAct.Undernormal
circumstancestheRailwaysActdoesnotapplytotramways,streetrailwaysandelectric
suburbanrailwaysexistingwhollywithinaprovinceandnotbuiltforthegeneralgoodof
Canada.16HoweverthepresenceofLRTwithinasharedrightofwaymakesitsubjectto
CanadianTransportCommissionregulationsatallpointsofinterfacebetweenitandtherailway
andatintersectionswithroadways.ApplicationshavetobemadetotheCommissionforeach
crossingrequiredandthedesignandoperationofthecrossingsmustcomplywithC.T.C.
requirements.Thisgenerallymeansthatstandardrailwaytypebarrierswithbellsandflashing
lightsmustbeemployed.Accidentexperiencewiththistypeofcrossinginurbanareashasbeen
confinedmainlytodamagedgateswithalowincidenceofvehicletrainimpactsineachcasedue
togrosserrorsonthepartoftheroadvehicleoperator.Wheresuchsharedrightsofwayexist
theyareusuallyinindustrialareas.Itisdoubtfulwhetherbarriercrossingswouldbeacceptable
inresidential/commercialneighborhoods.
44 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

ShouldtheLRTintersectarailline,thecrossingmustbeprotectedbyinterlockingsignalstothe
satisfactionoftherailwayandtheC.T.C.Aclearanceof6.86metresmustbemaintainedforLRT
overheadcrossingtheraillineafactorwhichmayaffectstructuredesignforsomedistanceon
eithersideoftheactualcrossing.16AtrolleybuslineintersectingbothrailwayandLRTwill
requirethattheLRToverheadalsoberaisedtoenabletherequisiteclearancestobemaintained
overtherailway.

AccordingtoC.T.C.Regulations,railwaysrequiretobefenced,arulemorehonoredinthe
breachthanintheobservance.Sitingoffencesshouldbegivenadequateconsiderationbearing
inmindtheirpossibleeffectonsnowbuildupandonthesafetyofpatronswhomayhaveto
leaveatraininanemergentsituation,aswellastheirmainpurposetodetertrespassersorfare
evaders.Forlegalpurposes,noticesmustbepostedregardingtrespassing.

7.2SharedTrackWithaRailway
TheoperationofmainlinerailwaytrainsonthesametracksasLRTpresentsadditionalproblems
duetothedifferenceinperformancecharacteristicsofthetwomodes.Mainlinetrainsareslow
inaccelerationandbrakingandarenotdesignedtooperateincloseproximitytootherunits.
Theyrelyheavilyonhumanjudgementandverybroadspace/timetolerancestomaintainsafety.
AnymovementofrailwayvehiclesthatmaybenecessaryoverLRTtracksduringtimeswhen
passengerserviceisoperatingshouldberestrictedtoshorttrainshauledbyanelectric
locomotiveconstantlyincontactwithCentralControl.Lightrailvehiclesmaysharetrackswith
metropolitan,suburbanorinterurbanelectrictrainswhereautomatictrainprotectionisinforce
andwherecurrentcollectionmethodsandvoltagesarecompatible.

Foroperationthroughstationswithhighplatforms,thewidthofrollingstockmustbe
compatibleoragauntlettrackmustbeprovidedtoenablethewidervehiclestopassfreely
(Figure7.2.1).

Figure7.2.1:Gauntlettracktoallowwiderollingstocktopassstationplatform

7.3SharedRightofWayWithBuses
Becauseofcommonoperatingcharacteristics,busescansharerightsofwaywithLRTwithfair
successwhenspeedsarekeptlow.Itiscustomarytousegroovedgirderrailinordertoprotect
thepavingnexttotheflangeway.Thecloseclearancesusedforrailvehiclesarenotsufficientto
permitsafebusoperationunlesssomeformofcontinuouscurbisprovidedtoreducethe
possibilityofsideswipingcontacts.Ifthiscurbisnotmountablebusesshouldbefittedwith
couplingsocketssothattheycanbeassistedbyatrainincaseofbreakdown.Iftrolleybuses
 7.0InterfaceofLRTwithOtherTrafficModes 45

sharetherightofway,trolleybusoverheadcanbemountedbesideandslightlyabovethatof
theLRTsothatitisclearofthepantographs.

Whenhighplatformsareused,stoppingplacescannotbesharedandcurbingmustbeprovided
topreventbusbodyworkcontactingtheplatformedgeasshowninFigures7.3.1and7.3.2.

Figure7.3.1:CrosssectionofL.R.T./buslaneatL.R.T.platform

Figure7.3.2:SeparatestoppingplacesforL.R.T.andbusinsharedtransitmall
46 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

7.4SharedRightofWayWithMixedTraffic
Referredtoascategory'E'rightofwayinSection2.3,mixedmodeoperationistypicalof
tramwayorstreetcarsystemsinthefirsthalfofthe20thcentury,andwasoneofthemain
measurescitedforbussubstitution.Inspiteofthis,thepossibilityofmixedmodeoperation
mustbekeptinmindasyetanotherassetofL.R.T.andonewhichextendsthepossibilitiesof
getting"moreforless"inatightlyconstrainedsituation.MostEuropeanL.R.T.systemsevolved
orareevolvingfrommixedmodeoperationsbuteventhemostadvancedretainsomestreet
running,ifonlyforablockorso.

Wheremixedmodeisusedgroovedgirderrailconstructionisessentialtoprovideasmooth
pavementsuitabletoothertraffic.Pavementmarkingsaregenerallyprovidedindicatingvehicle
lanescorrespondingtotheguidewayandclearlyshowingwheretheyconvergeanddiverge:this
ismostimportantsincetheremaybeatendencyamongthoseunfamiliarwiththesystemto
followthecarlinesratherthanpavementmarkings.Signageandmarkingsarereinforcedby
installingcoarseblockpavingorrumblestrippinginthe''noman'sland"areawherethelanes
diverge.SuchcoarseblockpavingmayalsobeusedonexclusiveL.R.T.rightofwaysothatitis
availableforemergencyvehicles:thisisthecaseinseveralEuropeancitiesmakingafastclear
pathalwaysavailableforpolice,fireandambulanceserviceevenintheworstoftherushhour.
L.R.T.operatorsarewarnedinadvanceandemergencyvehiclescanovertakethembymoving
ontotheopposingtrackbetweencars.

TheriskofaccidentinamixedmodesituationisgreatlyincreasedandifdivergingL.R.T.
movementswerecontemplateditwouldbenecessarytoinstallbrakingandturningsignalson
thecars.Operationinmixedmodeisnecessarilyslowbutmaygiveasatisfactorysolutionto
geometricproblemsinvolvingoccasionalmovements.

7.5SharedRightofWayWithPedestrians
TheconceptofatransitmallwasillustratedincrosssectioninFigure5.7.11,indicatingthetrack
areatobemoreorlessrestrictedfrompedestrianencroachmentbylowbarriers,requiring
crossingstobemadeatcertainspecificpoints.ThereareseveralinstanceslikethePromenade
atBlackpoolinEnglandandtheBahnhofstrasseinZurichwheretracksareopentocrossingat
anypoint,beinganalogoustoacitystreetwithnojaywalkingrestrictions.Theedgesofthe
rightofwayaredelineatedbyalowcurbormerelybyachangeofcolorpatternortextureof
thepavingblocks.ThereisabustransitequivalentinChestnutStreetMallinPhiladelphia.Inall
thesecasesitisrecognizedthatthepedestrianhastherightofwayandoperationisrestricted
tonomorethan20km/hr.,neverthelessthearrangementdoesseemtooperatequite
satisfactorilyandwiththeheartyendorsementoflocalChambersofCommerce.

7.6GradeSeparations
Gradeseparatedintersectionsarecertainlythemostdesirablefromanoperatingpointofview
buttheyarethemostexpensiveincapitalandinuseofspace.Therelativecostofanoverpass
comparedwithanunderpasswilldependupontheclearanceswhichmustbemaintained:ifthe
intersectingmodeisarailwaytherequiredclearanceaboveraillevelis6.86metresandfora
 7.0InterfaceofLRTwithOtherTrafficModes 47

road5.33metresabovethepavement.Theclearancerequiredaboveraillevelwouldbe4.55
metresforanoverpassoftheL.R.T.line.

Otherfactorsareinvolvedincludinggroundwaterlevelsanddrainageofthesurroundingland
whichcanelevateconstructioncostsandincurcontinuedexpenseindealingwithrunoffwater,
bankerosionetc.

Gradeseparationsareprobablymostusefulinnegotiatingcomplexroadtrafficinterchanges
whereashortstretchofelevatedorsubwayconstructionmaybequiteaneconomicalwayof
quicklybypassingwhatisa''peopledesert''asfarasTransitisconcerned.

BecauseoftheexcellentgradabilityofL.R.T.,separationcostscanbesometimesreducedby
splittingthegradedifferencebetweentheintersectingelementswhichwillvirtuallyhalfthe
approachlengthineachcase.

WhereL.R.T.isbeingintroducedsubsequenttothecompletionofahighwayinterchangethere
maybelittlealterationthatcanbemadetoaccommodateit,butwhereanoriginaldesignis
contemplatedtheremaybeconsiderablesavingsincapitalandsubsequentoperatingcosttobe
madebycarefulintegrationintheconceptstage.

7.7BarrierEquippedCrossings
AsnotedinSection7.1,barrierequippedcrossingsmaybemandatorywherelinescomeunder
purviewoftheRailwaysAct;inthesecircumstancesitisusualforthelandlordrailwaytoassume
theresponsibilityforinstallationandmaintenanceofgates,bellsandlights.L.R.T.trainscall
downthegatesbymeansoftrackcircuitssosituatedastosatisfyC.T.C.requirementsfor
approachspeedandwarningtime.BecauseofthefrequencyofL.R.T.trafficandthefailsafe
natureofbarrierinstallations,defectsinthesystemcanhaveseriousconsequencestotraffic
flow.Buildupofroadsaltinwintercancausefalseclosuresascanaccidentaltrippingcausedby
steelbladedsnowclearingequipment.Itisoftenadvisabletoinstallacentremedianonthe
crossingapproachestodiscouragevehiclesfrombypassingthebarriersintheeventofalong
closure.Bypassingisespeciallydangerouswheremultipletracksarepresentandwheresight
linesmayberestrictedbyadjacentbuildings.Aspecialconcernisdelaytoemergencyservice
vehiclesandthecalculatedriskwhichmayhavetobetakenincircumventingthebarriers.

Barriercrossingsseldomoccurinheavilybuiltupareassothattheeffectofvirtuallycontinuous
ringingofbellsonthoselivingnearbywouldhavetobetakenintoconsiderationiftheirusewas
tobeextended.

7.8MidBlockSignalControlledCrossings
AmidblockcrossingisonewhereanexclusiveL.R.T.rightofway,orperhapsonesharedwith
busescrossesapublicroadway.Thiscanbeprotectedbyasimplesetoftrafficlightsactivated
bytheapproachofatransitvehicle.Detectioncanbebyoverheaddetector,wheeldetector,
trackcircuitorphotoelectriccellandthedetectorcanbesoplacedastoforcethevehicleto
stopbeforeenteringthecrossingortoslowdowntowhateverextentisconsidereddesirable.
48 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Indicationtoanapproachingtransitvehiclecanbebyregularsignalheadsmaskedtoshowa
horizontalbarfor''stop''andaverticalbarfor''proceed'',thereasonfornotusingredandgreen
indicationsbeingtopreservetheintegrityoftheblocksignallingsystemasmentionedinSection
4.8.

7.9SignalControlledCrossingsatIntersections
WhereL.R.T.guidewayisdisposedinoralongsidearoadrightofway,intersectioncontrolcan
beadaptedfromregularroadwaypractice.Phasingmustconsiderthepresenceofthetransit
vehicles,whichmayreceiveanearly''green''ormaybeprotectedagainstconflictingturnsby
speciallaneindications.

Theinclusionoftheaffectedintersectionsintoanareawidetrafficmanagementsystemcallsfor
considerationoftransitschedulestodeterminesuitable"windows"whichwouldbeavailablefor
transitprioritypurposes.

ThedispositionofstationsasdiscussedinSection6.2canreducetheadverseeffectoftransit
priorityonintersectingtraffic.Itshouldalsobeborneinmindthatthecycletimeoftrafficlights
willlimitthecapacityoftheL.R.T.linesinceonlyonetraininagivendirectioncanpasspercycle
asnotedinSection3.2.

Signalindicationsdisplayedtotransitvehiclesshouldconsistofhorizontalorverticalbars(or
diagonalfordivergingmovements)ratherthanredorgreentoavoidconfusionofotherroad
trafficand,asnotedinSection4.8topreservetheintegrityoftheblocksignallingsystem.
Magnetictrainstopscanbeusedtoenforcecompliancewithsignalindications.

7.10UncontrolledCrossings
TheincidenceofuncontrolledcrossingsonL.R.T.isgenerallylowandsuchcrossingsareusually
ofatemporarynature.Procedureatsuchcrossingsisgovernedbyoperatingruleswhichusually
stipulatethatthetrainwillcometorestbeforemovingontothecrossingatlowspeed:afterthe
noseofthefirstvehicleisacrosstheroadthetrainmayaccelerateuptotheallowablespeedfor
theparticularstretchoftrack.Warningsignsmustbepostedontheroadinadvanceofthe
crossingandstopsignsmaybeplacedatthecrossingitselfifvisibilityisrestricted.

Particularattentionshouldbepaidtononrightanglecrossingsduetotheincreaseddifficultyin
distanceperceptionwhichmaybepresent,especiallyforpedestrians.Disorientationmaybe
anticipatedonthepartofchildrenandoldpeopleandrefugebarriersshouldbeprovidedwhere
theangleofintersectionislessthan60.

7.11PedestrianCrossings
Pedestriancrossingsatcontrolledintersectionsaresetupinthenormalwaywith"walk"and
''wait''phases.Barriersareinstallednexttothetracktokeeppedestriansatasafedistancefrom
passingtrainsandalsotomakethemfacethedirectionfromwhichtrainsapproachbefore
crossingtheline(Figure7.11.1).
 8.0AncillaryFacilities 49

Figure7.11.1:Pedestriancrossingatcontrolledintersection

Midblockcrossingsarelaidoutinthesamemannerandmayincludepedestrianoperated
trafficlightsforroadtrafficsubjecttooverrideincaseofanapproachingrailvehicle.

Crossingsshouldbedesignedtoaccommodatewheelchairsandwiththisinmindthegrooved
girderrailusedintheroadwayintersectionitselfshouldbeextendedtoincludethecrossing
area.

8.0AncillaryFacilities
Inordertoconducttheoperationofalightrailsysteminanefficientmanner,varioustypesofstorage
andotherfacilitiesarerequiredcontiguoustotheline.Thecostofthebasicneedsinthiscontextare
oftenveryhighwhenthesystemmileageissmall,butasitgrowsbiggereconomiesofscalearepossible.
Thereareprecedentsforsharingsomefacilitieswithmainlinerailwaysandalsoforsharingbetween
nearbylightrailsystems,aswellasusingtransitfacilitiestocarryoutworkforothermunicipal
departments.

8.1MainOverhaulShop
Aswithanyenterprisethedecisionastowhatpartoftheconstruction,maintenance,overhaul
andrepairworkwillbedoneinhouseandwhatwillbecontractedoutmustbebasedona
carefulcost/benefitanalysis.Whenstreetcarswerescrappedlocalmaintenanceforceswere
reduced,butnewjobswerecreatedinDetroitmakingsparepartsforthebusesthatreplaced
them:thissituationisnowbeingreversedbecausethenumberofmanhourswhichmustbe
performedontheactualvehicleanditsmajorpartsishigherforL.R.Tcomparedwiththelabour
contentofeasilyshippablesparesfordieselbuses.
50 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Edmonton'slocationrulesoutthepracticeofsomesmallerGermansystemsofshippingtheir
rollingstockbacktothefactoryformajoroverhaulswhichrepresentsoneendofthescale;nor
wouldthefabricationofcompletecarbodiesbeundertakenasitwasonoccasioninEdmonton's
streetcardaysandwhichwascommonpracticeinBritain.Neverthelessanundertakingisnever
toosmall,aswitnesstheworkbeingdonebyvolunteerlabouratFortEdmontonParkwhere
reconstructionofoldEdmontonstreetcarsisbeingdonefromthegroundupincluding
fabricationofrunninggearusinglocallymadecastings.

Regardlessofwherethedividinglineisdrawnanoverhaulshopmustbeprovidedwherethe
vehiclescanbeseparatedintotheircomponentparts.Thisrequiresajackingsystemsuitableto
thetypesofcarbeingoperatedandcranesofvariouscapacitiesforhandlingmotorsandwheel
sets.Wheelsrequirereprofilingtocompensateforunevenwearandtoremovehardspots
causedbyskidding:whentheyarewornouttheyrequiretohavethetirescutoffwithametal
sawandnewtiresmountedinaspecialhydraulicpress.Variousjigsanddevicescanbeaddedto
maketheworkquicker,easierandsafer.

Structuraldamagetolightrailvehiclesisusuallyconfinedtoendsandskirting.Astheseare
madeoffibreglassaspeciallyventilatedareashouldbeprovidedwherethistypeofworkcanbe
carriedonwithoutcausingdiscomforttotheworkerandthosearoundhim.Apaintshopisalso
essential,capableofhousingacompletevehiclewithmoveablescaffoldingandanadequate
ventilatingandairscrubbingsystem.

Maintenanceoftheelectroniccontrolsystemrequirestestbenchesaswellasportable
apparatusforfaultdiagnosis.

Beyondtheprovisionofbasicfacilities,theworkshopcanbeexpandedtocarryouttasks
accordingtothebenefitsperceived,theprincipalfactorbeingtomaintainsteadyoutputfrom
eachworker.

8.2RunningDepots
Runningdepotsaretheequivalentofbusgaragesandareprovidedatvariouspointsonthe
systemdesignedtoreducedeadheadtime.

Essentiallytheyarestoragefacilitieswhereoutofservicevehiclescanbeinspected,cleanedand
givenlightmaintenance.

Basicequipmentconsistsofwashracks,vacuumcleaningapparatus,inspectionpits,andsome
diagnosticequipment.Someformofaccesstopantographsisprovidedsothatshoescanbe
inspectedandchanged.

Adispatchofficeandothercrewfacilitiesarealsoprovidedatrunningdepotsasdescribedin
Section4.7.
 8.0AncillaryFacilities 51

8.3StorageYards
InEdmonton'sclimateitisnotpracticaltostorepassengervehiclesintheopenonaregular
basisexceptasnotedinSection4.5.Howeveroutdoorstoragewithsidingaccessisnecessary
forheavymaterialstocks.Sincenewcardeliveriesaswellasmaterialcomebyrail,aconnection
withamainlinerailwaymustbemaintainedtogetherwithasuitableunloadingarea.Stockpile
sitesfortrackmaterials,overheadpoles,etc.mustbeprovidedwithsuitableallweatheraccess
fortrucks,cranesandforkliftvehicles.Sufficientlengthofsparetrackisneededto
accommodateauxiliaryvehiclesusedinmovingthismaterialtoitspointofuseonthesystem.

Yardtracksshouldbeleveltoguardagainstcarsrunningawayandtracksconnectingtothe
mainlineshoulddosoonarisinggradientforthesamereason.Mainlineconnectionsshouldbe
trailingandatrailingcrossoverprovidedforaccesstothetrackintheoppositedirection.Atail
trackshouldbeprovidedforswitchingpurposes.AtypicalyardlayoutisshowninFigure8.3.1
providingbothopenandcoveredstorageandaworkareaforpreassemblyofspecialtrackwork.

Figure8.3.1:Typicalstorageyardfortrackandoverheadmaterial

8.4Substations
Themosteconomicspacingofsubstationsisoneinwhichtheinterestonthecapitalinvestment
inequipmentisequaltothecostofpowerlossesintransmission.Moderntechnologyappliedto
currentrectificationandremotecontroldictatesthatsmallsubstationsshouldbeplacedat
frequentintervalsalongthelineratherthanalargeinstallationservingawidearea.Inpractical
termsprovisionwillbemadeforasubstationateverysecondorthirdstationdependingupon
stationspacing.About20to25squaremetresoffloorareaisrequiredandaccessshouldbe
52 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

providedintheformofremovablewallpanelsforinstallationandreplacementoftheheavier
equipmentsuchastransformers.Insurfaceinstallationssubstationenclosuresshouldbe
designedtomatchthearchitecturalfeaturesofthestationratherthanappearingtobean
afterthought.Undergroundinstallationscanbeaccessedfromstreetlevelorfromraillevel.

8.5SignalRooms
Relayroomstohousesignalequipmentarerequiredatintervalsalongthelinewhere
centralizedtraincontrolisused.Theymayoftenbecombinedinthesamestructureasthe
electricalsubstations.Accordingtothetypeofequipmentused,theremaybearequirementfor
heatingorairconditioning.

8.6Mezzanines
Thepresenceofamezzaninefloorinastationmaybedictatedbyplatformaccessorbythe
needtoprovideaticketingarea.Thetypicalundergroundcentreplatformstationisbuiltby
excavationfromthesurface,andexceptforthelandingareaforstairs,escalatorsandelevators
andthecrosspassagesleadingtotheexitstairstheareaforthelengthandbreadthofthe
stationabovetrainclearancelevelisuselessfortransitoperationalpurposes.Onmanyolder
subwaysystems,themezzanineareahasbecomeahangoutfortheunderprivilegedandasa
resulthascontributedtolossofpatronage,whilemorerecentlyasolutiontotheaestheticpart
iftheproblemhasbeensoughtindesigningthestationasavaultedhallinthegrandmanner
withthemezzaninereducedtoafunctionalbridgeorbridges.

Mezzaninespaceisproducedatthecostofremovingtonnesofspoil,besidestheflooring,
finishinglightingandmaintenance,aheavycapitaloutlayandacontinuingexpense.Prudent
economicsdictatethatitshouldearnitskeep.Itcanprovideopportunitiesforretailspace,
accesstocontiguousbuildingsandacomfortablepedestrianwayinallweather,aswellas
housingessentialtransitfunctions.

Onefactormilitatingagainstthefulluseofthisspaceisthelackofapplicablebuildingcodes.
Thismustberemedied:theproblemsofaccessandfireprotectionshouldbeaddressedand
incorporatedintoanappropriateCitybylawbeforedesigniscommenced.Thiswillallow
decisionstobemadeandspacetobeletfromcommencementofoperationofthestation,so
thattheresultingincomecanoffsetpartofthehighcostofundergroundoperation.

8.7PublicWashrooms
Publicwashroomsshouldbeconsideredinmajorstationsonanindividualbasis.Thecostof
constructingandmaintainingpublicwashroomsmustbeweighedagainsttheconsequencesof
omission.InNorthAmericancitieswashroomaccommodationisusuallyavailablewherethere
arelargestoresandeatingplaces.Asurveyoftheareasurroundingastationsiteshouldbe
madetoassistincomingtoadecision.Stationsshouldbeplannedtoreducethepossibilityofad
hocuseandwherethisisnotfeasible,itshouldbeconsideredasafactorinfavourofprovision.
 9.0TechnicalConsiderations 53

Washroomsshouldbeconstructedofvandalproofmaterialswithsecurelyanchoredfittingsand
shouldbeeasilycleaned.Inspiteofthistheyshouldhaveanappearanceofcomfortifnotluxury.

Thecomfortfactortogetherwithgoodcleaningandmaintenancewillhelpdiscouragevandalism.

Considerationshouldbegiventowashroomcleaningaspartofaconcessioninconjunctionwith
hairdressingsalon,manicure,shoeshineorotherserviceoutlets,orasasystemwidecontract.

Wherethestationhasacontinuallymannedservice,whetherbyTransitorotherparty,
washroomsmaybemadeavailableonanaccessbyrequestbasis.

8.8UtilityRooms
Spaceisrequiredineachstationtoaccommodateservicesandconsumablesupplies.Generally
thelargerthestationthemoreutilityroomsarerequired.Sizeandlocationshouldbe
determinedasstationplansaredeveloped.Itshouldbeconsideredwhethercleaningwillbe
donebyindividualjanitorstravellingfromstationtostationbytraininwhichcaseeachstation
shouldhaveitsowncleaningmaterialsandstoragespaceforsame,orwhethertheywillbe
cleanedbyatruckequipped"flyingsquad"similartowhatisdoneforbusshelters.

Largerstationsmayrequireagarbageroom,andcashhandlingmayrequireavaultforthe
depositoffarecanisters.Ifgarbageand/orcashcollectionisbytrain,considerationshouldbe
giventouniformityofplacementandeaseofaccesstomakethisprocessspeedyandefficient.

9.0TechnicalConsiderations
ThefollowingitemsareaddedtothePlanningGuidelinestohelptodescribesomeofthewaysthatL.R.T.
technologydiffersfromthatusedbymainlinerailwaysandheavyrapidtransitoperationsinNorth
America.WhenL.R.T.wasinitsinfancy,manyrailwaystandardswereborrowedbecausethefrequency
ofstreetrailwaytrafficcompensatedforthelighterweightofitsrollingstock.Inthesecondhalfofthe
twentiethcenturymainlinerailwaysareconcernedwithfreightmovementintrainsof100carshaving
axleloadsof25tonnesormoreandthetransferoftechnologyisnolongervalid.Evenintheheydayof
streetrailwayoperationonbothsidesoftheAtlantic,muchEuropeantechnologywasunavailablein
NorthAmericaduetovestedinterestresultinginatechnologicalsplitfollowedbyacessationof
developmentinNorthAmericaafterWorldWarII.WhereastheEuropeanscarriedoncontinuous
developmentresultinginlightrailtransitasweknowittodaytherehasbeenatendencytodiscount
muchoftheirexperienceandtrytosubstituteNorthAmericanmainlinerailwaypractice,resultingin
inflatedcostsandinferioroperations.

9.1TrackConstruction
Figure9.1.1isacrosssectionillustratingtypicalballastedtrackconstruction.Detailsarebased
onCanadianPacificRailwaystandardsfornewbranchlineconstruction.
54 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure9.1.1:Crosssectionoftypicalballastedtrack

Ballastedtrackhasprovenovermanyyearstobeamorethanadequateconceptwithregardto
ridingquality,railstability,surfaceandlineholdingcharacteristics,noiseandvibration,drainage,
economics,servicelife,andflexibility,especiallywithinspecialtrackworkareas.Whileallof
thesefactorsarevalidforrelativelyopenatgradetrack,theirvalidityisreducedconsiderablyin
atypicalrapidtransitenvironment.Thefrequencyoftrainmovementscoupledwithsevere
restrictionsonworkingroominsubwaysandonelevatedstructuresmakesmaintenanceoftie
inballastsystemslow,awkwardandcostly.Ballastintheserestrictedlocations,whetherin
subwayoronanaerialstructure,canbecomefouledwithdebrisanddirt,therebycloggingthe
bestdesigneddrainagesystemwiththeultimateresultbeingmudratherthancleanstone
actingasballast,unlesscomprehensivemaintenanceofdrainsandtheballastispursued.In
addition,theballastsection,whichmaybe300mmindepthbelowthebottomoftheties,
requireslargertunnelsandheavierelevatedstructuresthanwouldbenecessaryifafastening
systemnotrequiringballastwereutilized.Statedsimply,theuseofballastincreases
constructioncostsbecauseofthesesizeandweightconsiderations.18

Thereareasmanytypesofballastlesstrackasthereareundertakingsusingthem.Basicallythey
fallintothreetypes,thosethatemployfasteningsdrilleddirectlyintotheconcreteinvert(Figure
9.1.2),thosesecuredbyasecondpourmethod(Figure9.1.3),andthemassspringsystems
whichemployaresilientlymountedsubstructureonwhichtherailsaresupported(Figure9.1.4).
 9.0TechnicalConsiderations 55

Figure9.1.2:Directfixationmethodofrailsecurementtoconcreteinvert(TTC)

Figure9.1.3:CologneEggrailsupportusedinconstructionwithsecondpourmethodoftracklaying(KVB)
56 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure9.1.4:MassspringtracksystemtriedoutinToronto
 9.0TechnicalConsiderations 57

Drillingandgroutinginstallationmethods,althoughcheaptocarryout,haveproventobe
expensivetomaintainandhavepoornoiseattenuation.

Massspringsystemsontheotherhandhaveexcellentnoiseattenuationandovertheshort
periodduringwhichtheyhavebeeninuse,seemtohaveabettermaintenancerecord,butthe
costofconstructionisaboutfourtimesthatofdrillingandgrouting.

Systemsusingasecondpourmethodliesomewhereinbetweentheothertwotypesincostof
installationandinnoiseattenuation,buttheirneedforattentiontorailfasteningsafterlayingis
muchlower.Thesecondpourmethodinvolvesthelayingoftherailstolineandlevelon
temporarysupports,mountingthefasteningdevicesontherails,thenformingupandpouring
theconcretearoundthem.

ThetraditionalNorthAmericanmethodofsupportinggroovedgirderrailforpavedtracksby
spikingtoregularwoodtiesandembeddingthewholestructureinconcreteprovedtobe
expensiveinmaintenancenottomentionextremelynoisyduetoitsrigidity.Modern
constructioninpavementcallsfora250mmconcretetrackslab,meshreinforced,onwhichthe
railsareheldtogaugebytiebars.Thetrackisthenlevelledwithwedgesandgroutedwith
asphalt.Figure9.1.5showsthealternateuseofprecastslabsandasphaltconcreteforsurfacing
materials.

Figure9.1.5:Flexibletrackconstructioninpavement
58 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

WheregroovedgirdertrackisbeinglaidonthelineofexistingpavementsuchasinFigure5.7.9
ortoreplaceaformerbusway,iItmaysimplybeasphaltgroutedusingtheexistingpavementas
afoundationprovidingthesurfaceisintactandreasonablylevel.Themostimportantfactorin
keepingdownthecostofmaintenanceoftrackinpavementistoallowverticaldifferential
movementbetweentherailandthepavingwhileatthesametimeexcludingwaterpenetration
intotheareabetweenthefootoftherailandthefoundation.Modernmasticsealantsprovide
excellentperformanceinthisregardandhavegonealongwaytowardsmakingtrackin
pavementmaintenancefree.

9.2RailSection
Therelativelylightloadsproducedbytransitvehicles(10tonsperaxleversus18tonsformain
linerailways)allowtheuseofrailof80lbs.peryard(40kgm/m)orover.Manyofthe
establishedsystemsuse80,85and100lb.sections.11Sincerailsarepurchasedbyweight,useof
heaviersectionscanresultinasignificantdifferenceincost.Aheaviercrosssectionmaybe
indicatedbynegativereturnrequirements,butthecostmustbeweighedagainstalternate
solutions,suchastheadditionofanegativefeederintheformofacableorofwornrailslaid
betweentherunningrailsandbondedtothematintervals.

Useof115lb.railratherthan100lb.resultsinacostincreaseof15%,andwhile100lb.rails
maybebecomingobsoleteinNorthAmericanmainlinerailwaypractice,theyarestillIn
demandforexportmarkets.Withthecessationofproductionof100lb.railsifsuchshouldoccur,
new115lb.railcanbereadilyjoinedusingcompromisesplices.Longtermavailabilityand
compatibilityareveryminorfactorsintheselectionofrailsections.Thereasongivenforgoing
tothe115lb.sectionontheTorontosubwaywasnoiseattenuation,afactorwhichisoflittle
consequencewhenquietlightrailvehiclesareused.19

80or85lb.sectionsareadequateforyardtracksandarereadilyavailableinrelayquality.

Thechoiceofarailsectionfortrackinpavement,whichincorporatesaflangewayhasabearing
onwheelprofileandthechoiceisgenerallybetweenU.S.railsproducedforuseindockand
factoriesandthestandardEuropeansections.DuetothefactthatNorthAmericanrailsare
designedforheavydutyapplications,theEuropeansections,suchastheRi60sectionusedin
Calgaryaremoreeconomicalincostbesidesbeingusedforthepurposethattheywere
designed.

Groovedgirderrailcanbeusedontangenttrackandoncurvesdownto60metresradiusandas
theouterrailoncurveshavingaradiuslessthan60metres.Amodifiedgirderguardrailisused
astheinsiderailoncurveslessthan60metres.12

WhereL.R.T.rightofwayissharedwithbuses,mixedtrafficorpedestrians,groovedgirderrailis
essential.Considerationshouldalsobegiventoemployingitatintersectionsandroadcrossings
 9.0TechnicalConsiderations 59

sinceitsuseenablestheentryofwaterintotheroadbedtobeprevented,withvirtual
eliminationoftheconsiderablemaintenancecostsincurredbymudrailcrossings.

9.3HeatTreatedRails
Heattreatedrailmaybeusedonmainlinecurvesofsmallradii,andshouldbeespecially
consideredforareaswheremaintenanceisdifficult.2

9.4RailJoints
Railsmaybejoinedbymechanicalorweldedjoints.Sincetheearlydaysofrails,mechanical
jointshavebeenamajorsourceofmaintenanceproblemsandshouldbeavoidedonmaintracks.
Modernpracticedictatestheweldingofrailintocontinuouslengthswhichinturncallsfor
improvedfasteningsandbetterroadbed.Weldedjointsmaybedoneintheshoptoproduce
stringsofrailabout400metreslong,ordoneinthefieldbythealuminothermiteprocess.Shop
weldingisgenerallyrecommendedasproducingbetteralignment,howevernoprocessisbetter
thantheequipmentandtheoperative,andstrictattentiontoqualitycontrolisrequiredfor
eitherprocess.Allweldedjointsshouldbecheckedforalignmentandultrasonicallytestedfor
internalflawsbeforetheyareplacedinservice.

Weldedtrackrequirestobeanchoredinthevicinityofspecialworkandseparatedfromitby
mechanicaljointstopreventmisalignmentofcomponentsduetotemperaturechanges.

9.5RailFastenings
Theuseofweldedconstructiondemandsthatrailsbeheldrigidlyinalignmenttoresistthe
effectsoftemperaturestress.Inthiscontextthetraditionalcutspikeevenwithshoulderedtie
platesandhardwoodtiesisonlymarginallyreliable.Therearemanymodernrailfasteningsin
useacrossEuropeandNorthAmericacapableofincreasingtrackstabilityandreducing
maintenancecosts.Perhapsthebestknownofthese,andtheonewhichhasreceivedwidest
acceptanceisthePandrolfitting,ofwhichEdmontonalreadyhasexperience.Thesefittingsare
suppliedwithdifferentspringratesaccordingtotheaxleweightofthetrains.Caremustbe
takentoselectthecorrectfasteningotherwiserailreboundwillnotbeabsorbedandtieswillbe
liftedleadingeventuallyto''pumping''andunderminingofthetrackbed.

9.6Ties
Tiesareeitherconcreteorwood.Concretetiesholdthetrackmorerigidlyinplacebuttheir
heavyweightmakeshandlingduringconstructionmoredifficult;inservicetheyalsotendto
pulverizetheballastleadingtotrackdrainageproblems.Woodtiesarerelativelylighttohandle
andareresilient,resultinginaquieterride.Underwelldrainedconditions,thelifeofatreated
hardwoodtieisupwardsof40years.Alifeof50yearshasbeenclaimedforconcreteties,but
therearenorecordstobearthisout,onthecontrarywholesalefailuressuchasthosewhich
occurredinChicagointhelate1960'sandmorerecentlyonCanadianNationaltendtocast
doubtuponthewisdomofdepartingfromthetriedandprovenwoodproduct.
60 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

9.7TrackGauge
Standardgaugeis1435mmmeasured16mmbelowrailhead.Nogaugewideningshouldbe
allowedoncurves.Anycurvelessthan190mshouldhaverestrainingrailwith50mm
flangeway.13

9.8RestrainingRails
Inacurvetheflangeoftheleadingwheelisforcedagainsttheoutsiderailandgrindsawaythe
insideoftherailhead(sidecutting);thereisalsothetendencyfortheflangetoclimbtherail.
Botheffectsareminimizedbytherestraining(check,guard)railwhichisfittedsothatitcontacts
thebackoftheflangeoftheinnerwheeltorelievethepressureontheouterrail.14Thereisan
incidentalsavingonrollingstockmaintenanceinreducedflangewear;therestrainingrailis
usuallysetslightlyhigherthantherunningrailsothatagreaterareaofthebackoftheflange
comesincontactwithitwithcorrespondingdecreaseintheflangethinningrate.Somerapid
transitsystemsusearestrainingrailsetonitssidetoallowforsimpleradjustmentandtobe
abletocompensateforwear.

Restrainingrailsshouldbeusedonallcurvesofradius190metresorlessandshouldbeset10
mmhigherthantherunningrail.

9.9Switches
Thetrackswitchisthemeansofreadilydivertingvehiclesfromoneguidewaytoanother.The
commonsplitswitchisthemainreasonforthefactthatconventionalrailwaytrackprinciples
haveremainedunchallengedforover150yearsinspiteofproposalsformonorailsandother
typesofguideway.

Switchesmaybeoperatedmanuallyfromswitchstandsofvarioustypes,bythevehicleinthe
caseoftrailthroughandspringreturnswitches,andbyvarioustypesofpointmotor.Whatever
formofoperationisused,thereoughttobeprovisionformanualoperationinemergent
conditions.

Fromanoperatingpointofviewswitchesareclassedas''facing''whenanapproachingvehicle
cantakeadivergingpath,and''trailing''whenanapproachingvehiclemergeswithanotherpath
(Figure9.9.1).Generally,facingswitchesrequireapointmotorformainlineapplications,except
wherefacingmovementsarealwaysoverthesamelegwhentheinstallationofspringreturn
mechanismwillbemoreeconomicalinfirstcostandsubsequentmaintenance.Atrailingswitch
maybemosteconomicallydesignedusingatrailthroughswitchstandwhichallowsthevehicle
tosetitsownrouteandyetremainsreadytobethrownbyhandifanoccasionalfacing
movementisrequired.
 9.0TechnicalConsiderations 61

Figure9.9.1:Switchtypesandmethodsofcontrol

9.10Crossovers
Intrainoperationitisusualtoprovidedoublecrossoversbetweentrackstoallowtrainsto
proceedontotheothertrackwhenreversingortobedivertedforsinglelineoperationaround
anobstruction.Adoublecrossoverconsistsoffourswitchesandadiamond.Wherethisisused
ataterminallocation,orataturnbackpoint,aswitchmachineisnecessarytoallowtrainsto
entereitherplatform;departingmovementscanbeaccommodatedwithspringreturnswitches
setfortherighthandtrack,whiletheonetrailingswitchcanbeofthetrailthroughtype.
Intermediatecrossoverswhichareusedforemergencypurposesonlymayhaveanyofthefour
62 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

switchescalledupontoactasafacingswitch,butsincetheymaybeusedperhapsonceortwice
ayear,theexpenseoffourswitchmachineswhichmaypresentmaintenanceproblemsdueto
lackofuseandconstantbiasoftrafficinonedirectioncanbeavoidedbyusingtrailthrough
switchesthrownmanuallyforthedurationofthediversion.Thetwonormallyfacingswitches
wouldrequiretobespringreturnswitchessetforthenormalcurrentoftraffic.

9.11RampedCrossings
Toavoidwearandnoiseatcrossingsandfrogsarisingrampcanbeaddedintheflangeway,
liftingthewheeltreadsothatitcrossesatnormalraillevelwithoutdroppingintothegap.Thisis
generalpracticeinGermanywherelightrailwheelsaredesignedwithflatflangeprofiles,butit
hasbeentestedsuccessfullyonBritishRailwayswithregulartreads.17

9.12MoveableFrogs
Analternatemethodofreducingwearandnoiseatswitchesistousespringorswingnosefrogs.
OneofthelattertypeisshowninFigure9.12.1.Thecomplexity,costandpoormaintenance
recordofsuchinstallationsmakesthemimpracticalforL.R.T.applications,althoughtheyhave
beentriedonsomeGermansystems.Thechiefdisadvantageofmoveablefrogsisthatthey
cannotbetrailedthroughwhichhasbeenknowntoleadtoderailmentinemergentsituations.

Figure9.12.1:Swingnosefrog

9.13SwitchLocks
Thepurposeofswitchlockingistopreventaccidentsoccurringthroughaswitchbeingsetfor
thewrongdirectioneitheraccidentallyordeliberately.Whereallswitchesareofthetrailable
typethereisnoneedtoprovidethisprotectionfortrailingmovementsastheswitchwill
respondtothevehicle.Anunauthorizedvehiclemovementremainsjustthatandmustbedealt
withasasignalorruleviolation;addingadamagedswitchduetoitshavingbeenlockedin
positiondoesnothingtoenhancesystemsafety.

Switchlockingisrequiredformainlinefacingswitchestopreventunauthorizedinterferenceon
theonehandandaccidentaloperationduringatrainmovementontheother.Theformercan
beaccomplishedbylockonthemanualactivatingmechanismoftheswitchwhichcanbe
releasedbyakeyorelectricallyfromcentralcontrol,thelattercaseisprovidedforin
conjunctionwiththesignallingsystem,knownas''interlocking".
 9.0TechnicalConsiderations 63

9.14PowerSupply
ThetendencyofstreetrailwayandL.R.T.systemsinNorthAmericahasbeentoremainwiththe
550to600D.C.voltagewhichwasadoptedwhenelectrificationcommencedattheturnofthe
century,whileanumberofEuropeansystemshavetakenadvantageofthebetterinsulating
materialsnowavailabletopushupto750or800voltswhichisaboutthelimitwithoutmajor
modificationtoexistingequipment.Suchanincreasemayleadtoeconomiesinfuture
installation.

Thedevelopmentofsolidstaterectifiershaveenabledsubstationstobereducedinsizeand
costtotheextentthattheprobleminherentwithD.C.tractionofvoltagedropintheconductor
hasbeenreducedbyspacingsubstationsclosertogethersothatthetransmissiondistanceof
therectifiedD.C.currenthasbeenmuchreducedcomparedwiththemoreeconomical
transmissionofA.C.ThespacingofsubstationsisdiscussedinSection8.4.

Variousoverheadsupportsystemsareinuseaccordingtovariousmaximumspeeds,current
demandandstructuralconditions.AswithotheraspectsofL.R.T.,tailoringtheelectrical
distributionsystemtocloselyfollowtheactualneedsofthesystemratherthanlayingdown
uniformstandardscanleadtosignificanteconomiesincapitalandmaintenancecostaswellas
reducingvisualclutterabovetherightofway.Thedesignofoverheadcomponents,particularly
polesandbracketsandtheplacingofscreeningelementssuchastreescandomuchtoenhance
theappearanceofthetrackarea.7

9.15SingleOverheadConductor
Thesimplestdesignofoverheadconductorhasprovedsufficientinmostcasesforspeedsupto
50km/hr.Thiswasdesignedoriginallyfortrolleypolesandusesasingleconductorwithmoreor
lessflexiblesupportsat30m(100ft.)intervals;bothendsareanchored.Temperaturechange
leadstoachangeinthesagoftheconductorwhichmustbecompensatedforbyverticaltravel
ofthepantograph.

Asystemwhichincorporatesautomatictensioningguaranteesaconstantsagandmaybeused
forpantographoperationatspeedsofupto70km/hr.Earlierinstallationsusedaweightand
pulleysystemtoachievethistensioningsimilartothecatenarysystem,butmoderndesign
achievesconstantsagthroughsupportoftheconductorbyangulardispositionofdropwires.
Theoverheadiserectedinzigzagfashionbetweenfromsupporttosupportandexpansiondue
totemperaturechangeisaccommodatedbychangeintheangleofthehangers.8Thisisthetype
ofsuspensionwhichiscurrentlyinuseontrolleybusroutesinEdmonton(Figure9.15.1).Itis
thecheapesttoconstructandmaintainandwouldbesuitableforapplicationtorightsofwayin
categoriesC,D,andEwhenspeedsarenotlikelytoexceed70km/hr.becauseofconstraints
otherthanoverheaddesign,andpowerdemandismoderate.Forheavypowerdemandsuchas
mightbeexperiencedintheoperationoffourorfivecartrainsoverheavygradientsthesimple
typeofoverheadrequiresadditionalparallelfeederstoaugmentitscapacity;alternatelya
secondconductorcanberunparalleltooneorbothtrolleywires.9
64 GeneralGuidelinesfortheDesignofLightRailTransitFacilitiesinEdmonton

Figure9.15.1:SingleoverheadconductorPendulumsystem

9.16CatenarySystem
Forlinesthatwillbeconsistentlyoperatedbyheavytrainsatspeedsofmorethan70km/hr.,
suchaslinesofcategoriesAandB,asimplecatenarysystemisspecified.Thefulllength
messengerwireservestosupporttheactualconductoraswellasincreasingtheelectrical
conductivitybyofferingalargercrosssectionalarea.Verticaldropwiresbetweenthe
messengerandtheconductorareplacedatrelativelyshortintervalsof10to12minorderto
eliminatesagfromtheconductorandensuregoodcontactathighspeed.Theconductoris
normallyhunginlengthsofabout500mandtensionedbyweights,whereasthemessengercan
beeitheranchoredorautomaticallytensioned.9

 Bibliography 65

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