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Section 3: Project Design Phase

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Exhibit A and Support Documentation

The district produces or uses a consultant to produce an Exhibit A, which is a 30% or more Plans, Specifications and Estimates (PS&E) detailing the work to be performed within railroad right of way. Depending on the scope of work involved, various support documents require review and approval by the railroad company.

Further guidance on how to develop an Exhibit A is provided in Chapter 7.

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Underpass Plans

Underpass projects are generally more complicated than all other types of projects and require multiple stages of submittals:

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Required Documents

Below is a list of required documents that may be needed for design approval and/or for the C&M Agreement:

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Design and C&M Agreement Approval Documents

A brief description of each type of document is available to determine current examples and procedures on the RRD website.

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Design Conformance to Railroad Guidelines (DCRG) Report

A DCRG report details how the proposed overpass design meets or does not meet railroad company design guidelines. DCRG reports include:

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Metes and Bounds Property Description

A legal property description to define the railroad right of way encumbered by the construction project, complete with description and map of parcels. Area encumbered may also include area needed temporarily for project construction.

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Area Map

The Union Pacific Railroad, BNSF Railway and several shortline railroads will accept an area map to document the area needed by the project in place of a metes and bounds property description. The area map is comprised of a CAD drawing, tied into state plane coordinates, or a latitude/longitude, and used by the affected railroad for their GIS mapping.

The railroad will generally only allow an area needed for the proposed crossing. This would include edge of road to edge of road for at-grade crossings and edge of sidewalk to edge of sidewalk for pathway projects. For bridge projects, an additional 20-foot-wide strip outside of the edge of bridge will be the limit.

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Photos

Photos should show area where the project will occur and clarify if any commercial billboards or signboards located on railroad right of way will need to be relocated. Photos should be from an actual site visit and not taken from online images.

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5% Theoretical Cost Estimate

In certain cases, where an existing at-grade public crossing with active warning devices is being replaced with a bridge and federal funds are used, the railroad or another local government will need to participate in the project funding. See Title 23, Code of Federal Regulations, Section 646.210 for details. This theoretical cost will be based on the following design criteria:

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  • The approach roadway geometry will be designed using the minimum design criteria allowed for the functional class and annual average daily traffic (AADT) of the subject roadway (i.e., minimum k-values, design speed, grades, vertical clearance, etc.). Approach roadway for the theoretical structure will terminate as soon as the grade has returned to existing roadway profile.
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  • The bridge length will be the minimum length possible to fully span the railroad right of way. Any other features that would need to be spanned based on actual conditions (ie., other roadways, waterways, etc.) are not considered. Only a bridge overpass will be considered for the theoretical structure, even if an underpass is ultimately proposed for the actual project.
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  • The bridge superstructure type for the theoretical structure will be the same as for the proposed bridge span crossing the railroad right of way.
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  • The width of the theoretical structure will be the same as the proposed bridge width if the number of lanes remains the same as the number of lanes on the existing grade crossing. If the proposed bridge has more lanes than the existing grade crossing, the theoretical structure will be the width of the proposed bridge minus the width of the number of extra lanes for the proposed bridge.
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  • If retaining walls are used for the proposed bridge to limit the amount of embankment, retaining walls will be used for the theoretical structure.
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  • Other design features required for the proposed structure, such as culverts, illumination, attenuators, riprap, etc., will be included with the theoretical structure.

The geometry of the theoretical structure will be presented as a .pdf file which contains an elevation view showing vertical geometry of the structure and approaches, and a typical section showing the theoretical bridge cross-section. The bridge engineer will prepare an estimate in spreadsheet form based on the quantities for the theoretical structure. Costs for each item associated with the theoretical structure should be similar to a current project estimate. If no current project estimate is available, use the most recent statewide average low bid unit prices.

If the highway or rail line is relocated to eliminate the at-grade crossing, the 5% theoretical cost will be the lesser of:

Upon substantial completion of the project, RRD is notified by the district, and a letter is sent to the railroad for payment. The payment is received and processed by FIN. These funds are typically used to offset the federal obligation of the project by the same amount. Substantial completion is typically when the at-grade crossing is closed, and traffic moved to the grade separated structure.

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Hydraulic Analysis

An analysis showing contours and direction of water flow with calculations. Review the guidelines in the Design Division's Hydraulic Design Manual.

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Overhead Checklist

Also known as the overhead grade separation data sheet, this form gives a general description of design features on overpass projects, including horizontal and vertical clearances, fencing, and lighting.

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Railroad Work Matrix

A railroad work matrix is needed for projects requiring a detailed outline of the division of labor and materials to properly bid out the project to a TxDOT contractor, obtain a proper estimate from the railroad company and coordinate the project construction schedule. The railroad work matrix needs to address:

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Typical Selection Report (TSR)

Used on underpass projects, the TSR identifies materials and construction methods to be used on the railroad bridge proposed to be built or modified by TxDOT or local governments. In the rare case that an underpass bridge is being developed on a new road alignment or a road alignment with an existing at-grade crossing, the method will typically involve an at-grade shoofly track alignment that routes the railroad around the footprint of the proposed structure to allow for its construction. If this method is performed in a cut excavation, longitudinal shoring will likely be required under the influence of railroad live load.

More commonly, a railroad underpass replaces an existing underpass structure due to deficient vertical or horizontal clearance in conjunction with a safety or added capacity project. In this case, three options are available, considering maintenance of rail traffic.

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  • Option 1: Build the proposed underpass adjacent to the existing underpass and develop a revised railroad alignment that ties into the approaching railroad alignment. The railroad company may be open to this option if there is already a horizontal curve at this location or if the design speeds are low enough that a jog in the railroad alignment is acceptable. For tangent existing track alignments, the railroad company typically does not approve of providing such a permanent realignment.
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  • Option 2: Build the proposed underpass on the same alignment as the existing and construct a bypass shoofly alignment with a temporary bridge structure (if maintenance of highway traffic is required). This temporary bridge structure can be of lower cost open deck construction with shorter spans and vertical clearance less than the final ultimate condition for the short duration of its usage. Phasing of the lower roadway construction should be considered in developing the temporary shoofly bridge and new mainline bridge layouts. A subset of the second option involves building a permanent bypass shoofly alignment. This is only entertained if it proves more cost effective overall than a temporary structure and if the railroad company cost participates in providing what effectively is provision for a future second track.
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  • Option 3: Construct a “roll-in” where the replacement structure is built near or adjacent to the existing bridge and physically lifted or slid into place on new substructures in a short duration process that reduces the time of complete closure of the railroad (usually 72 hours maximum). While the “roll-in” technique can create significant cost savings in avoiding a temporary structure and approach track alignment, it also carries measurable construction risk considering the delay potential to the railroad company. TxDOT has had limited success in achieving railroad company approval of “roll-in” replacements, and they should only be pursued if early coordination with the railroad company is undertaken and if the railroad line has limited traffic.

Structure selection should consider the railroad company’s preferred structure selection if feasible. Refer to railroad company published guidelines for preferred structure types. Generally, railroad companies prefer multi-girder steel deck girder bridges due to weight savings (ease of removal replacement) and ease of repair. TxDOT preference is multi-girder composite prestressed girder bridges due to construction cost savings, but these have limited span capability and higher vertical clearance requirements in railroad company guidelines.

In the case of replacements involving limited vertical clearance or long span applications, a through plate girder bridge may be needed to minimize structure depth below the rail or span roadways with a large number of lanes and/or clear zone. The designer should be aware this is the railroad company’s least favorable structure type due to its fracture critical nature and expense. Clear safety improvements or cost savings (e.g., avoiding a pump station or major railroad grade raise) will need to be demonstrated to successfully gain railroad company approval of a through girder structure. Ballasted deck structures are required for all underpass projects over a roadway, and TxDOT preference is for a composite concrete deck in lieu of a steel plate deck if railroad company approval can be obtained and target vertical clearance is achievable.

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Preemption Form (TxDOT Form 2304)

This form is used to determine the amount of advanced preemption time needed from the railroad company for a traffic signal interconnected to an at-grade crossing. See Form 2304 and 2304-I for instructions on how to fill out the form in TxDOT E-Forms.

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Traffic Signal Timing Data

If traffic signal controller is existing, data should be downloaded from controller to show minimum green, yellow change and red clearance times during normal and preemption phases as well as delay time and track clearance green time. If traffic signal controller is not existing, show proposed times to be programmed into controller.

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Pipeline or Wireline License Request Form

The Pipeline or Wireline License Request Form is provided to the railroad company to clarify the exact location where pipe or wire will be installed, material used for pipe or conduit and product the line will carry.

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Cooper E-80 Loading Calculations

Cooper E-80 Loading Calculations for underpass bridges, retaining walls or culverts under a track are used to verify the proposed element meets Cooper E-80 standard.

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Design Approval Process

After the project documents have been approved by the district, the district railroad coordinator forwards them to the assigned RRD contract specialist who then coordinates the review of these documents with the proper division personnel. Division reviews include:

After all comments have been resolved from the divisions, the RRD contract specialist forwards the documents to the railroad company for review.

For follow-up comments, the district will work with the railroad company point of contact.

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Preemption Request Form

The railroad may require a signed preemption request form. The form lists the type and amount of preemption, the preemption circuits requested on the project, and the number and gage of the conductor wire.

This form will be signed by the government entity maintaining the traffic signal after construction. The district will coordinate signatures. The signed preemption request form needs to be included with the Exhibit A in the final agreement packet.

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Design Approval Expiration

Design approval from railroad companies typically lasts for three years. If a project has been approved but pulled from letting, the Exhibit A and support materials will need to be reviewed again if three years have lapsed.

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Railroad Company Cost Estimates

Construction projects will require an estimate from the railroad company for labor and materials provided by the railroad company on the project. Construction activities requiring a railroad company cost estimate:

Prior to drafting a C&M Agreement, RRD will review the estimates to verify:

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  • Project location and description information is correct.
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  • Estimates are accurate given comparable recent projects.
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  • Quantities of major items match design shown in Exhibit A. Major items for grade crossing warning devices include gates, cabins, mast flashers, cantilevers, foundations, signs and flashing light pairs. On planking projects, major items include length and size of crossing surface panels and rail and tie quantities.
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  • Profit is not billed by a railroad company.
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  • A maximum 5% overhead rate is billed if an audited rate does not exist for a contractor or railroad company. FHWA approved additive rates are used by railroad companies as indicated on the railroad estimate.

Any railroad wireline diagrams should also be verified for:

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  • Correct location of shunt placement given any preemption time requested and speed of fastest train on each track.
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  • Location of warning devices matches design in Exhibit A.
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  • Warning devices and flashing lights match design in Exhibit A.
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  • Gate and cantilever lengths match Exhibit A.
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  • Cabin location matches Exhibit A.
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  • Distances between cabin, warning devices, roadway, and rail match Exhibit A.
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  • Roadway design (number of lanes, medians, shoulders, and widths of these items) matches Exhibit A.
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  • If needed, phased implementation shown to match Exhibit A.

NOTE: With proper supporting documentation, federal railroad reimbursement policy permits TxDOT to pay the actual cost of railroad work, even if it is more than the project cost estimate.

See Chapter 9, Construction and Inspection Process, Section 4, Invoices.
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