CrystalCityStreetcarConversionProject

BRIDGECLEARANCEANALYSIS
REPORT
October2013

PreparedbyURSCorporation






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TABLEOFCONTENTS
TABLEOFCONTENTS................................................................................................................1
1.0 BACKGROUND.............................................................................................................2
2.0 LOWCLEARANCELOCATIONS......................................................................................2
3.0 POTENTIALMITIGATIONMEASURES............................................................................3
3.1EliminatetheBridge......................................................................................................3
3.2ReconstructtheBridgetotheRequiredElevation........................................................3
3.3LowertheProfileoftheTracks.....................................................................................4
3.4ReroutetheStreetcarAlignment..................................................................................4
3.5ApplyforaCodeVariance.............................................................................................4
3.6OperatetheStreetcarsinExclusiveLanesundertheBridges.......................................4
3.7UseAlternateVehiclePropulsionTechnology..............................................................4
3.8UtilizeaTrolleyPoleSystem.........................................................................................4
4.0 EXPERIENCEWITHOTHERSYSTEMS.............................................................................5
5.0 RECOMMENDATIONS..................................................................................................7

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1.0 BACKGROUND

TheCrystalCityStreetcarProject,locatedinArlingtonCounty,beginsneartheCityofAlexandria
border at Potomac Avenue and ends at the intersection of South Eads Street and 12
th
Street
South.Thestreetcaroperatesinbothanexclusivetransitwayandwithmixedtraffic,andtravels
along Potomac Avenue, S. Glebe Road, Jefferson Davis Highway, Crystal Drive, 12
th
Street S., S.
ClarkStreetand18
th
StreetS.

Electrical power along the streetcar corridor will be provided by an overhead catenary system
(OCS) that uses a suspended wire over the trackway. The streetcar vehicle draws power from
the OCS by extending a variable height pantograph to make contact with the wire. When
operating in mixed traffic, including cars and trucks, the height of the OCS wire not only needs
tooperatewithinadesignatedpantographrangebutitmustalsoavoidconflictswithvehicular
traffic. Table 2321 of the National Electrical Safety Code (NESC), requires a clearance of 18.0
betweenaroadwayandanoverheadtrolleywireorotherelectricalrailroadcontactconductor
with nominal supply voltages of 750 volts or less (the typical voltage required for streetcar
systems). However, a waiver or variance may be acquired through the public agency with
jurisdictionovertheapplicationofthecodesinthisarea.
2.0 LOWCLEARANCELOCATIONS
Along the Crystal City Streetcar route there are currently two bridges that cross over the
corridor,asshownbelow.

Table1.CrystalCityStreetcarBridgeLocations
Location
ExistingBridge
Clearance
ProposedWire
Clearance
AirportViaductCrossingoverCrystalDrive 25.17 18.5
JeffersonDavisHighwayover12
th
StreetS. 17.5 16.0

The first bridge encountered traveling north is the Airport Viaduct crossing over Crystal Drive,
next to 26
th
Street, with a minimum clearance of 25.17. This bridge is well over the minimum
clearance needed and requires no further analysis. The second bridge crossing is the Jefferson
Davis Highway, Route 1, over 12
th
Street S. which has a minimum vertical clearance of 17.5.
Therefore, the 12
th
Street Bridge is in violation of NESC 18.0 minimum clearance. Figure 1,
below,showstheproposedroadwaylayoutatthislocation.

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Figure1.RoadwayLayoutat12
th
St.SandJeffersonDavisHighwayBridge(FacingWest)

It is important to note that although the clearance at the Jefferson Davis Highway Bridge does
not allow for the 18.0 NESC minimum clearance, it is not a low clearance bridge per Virginia
regulations. Virginia mandates that no loaded or unloaded vehicle shall exceed a height of
13.5.Virginiaalsorequiresallbridges,withaverticalclearancelessthan14.0,maintainedbya
county,cityortowntohaveaminimumoftwosignserectedstatingtheheightofbridge.
3.0 POTENTIALMITIGATIONMEASURES
Eight mitigation methods have been identified to address low clearance conflicts at bridge
locations. Each method listed below has implications to cost, operations, construction, and
safety.
3.1 EliminatetheBridge
This option can only be considered when the structure is no longer an integral part of the
communitys transportation or pedestrian network. Any consideration of this option would
need to coincide with established plans by the County or the Virginia Department of
Transportation (VDOT) and/or other stakeholders. If no other additional work is required to
reroutethetrafficthatusesthestructure,thismethodcouldbemorecosteffectivethanother
mitigationstrategies.
3.2 ReconstructtheBridgetotheRequiredElevation
This approach could have the potential to resolve clearance issues, however it should only be
consideredifthebridgeisalreadyacandidateforreplacementbasedonmaintenanceneedsor
expansion plans. Alternative structure types (i.e. topgirder or trusses) and modifying or
replacing the girders could be considered in order to avoid geometric restrictions on the
crossingalignment.Thisoptionwouldmostlikelyhavesignificantcostimpactstotheproject,as
wellasneedcoordinationwiththeCounty,VDOTandpossiblyotherstakeholders.
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3.3 LowertheProfileoftheTracks
This alternative may be effective when the clearance requirements are slightly above the
available clearance. Lowering the profile of the tracks may result in the need for the entire
roadwaytobelowered,wherethestreetcarisrunninginmixedtraffic.Theloweringoftheroad
could have additional impacts to the sidewalk, which might create issues if the sidewalk
interfaces with buildings. Consequently, this approach is only recommended when a minor
modificationtotheroadwayprofileisneededandtheadjacentinfrastructureallowsforit.
3.4 ReroutetheStreetcarAlignment
Rerouting the streetcar alignment to mitigate clearance impacts can be an acceptable
approach.However,itisimportanttoconsidertheplanningdecisionsthatweremadetoplace
the streetcar alignment on the current route. Careful consideration with the County and
stakeholdersisvitalinordertopursuethisapproach.
3.5 ApplyforaCodeVariance
This option would require the local agency having authority of the safe operation for the
streetcar system to approve any variance from the NESC Code. As stated in Section 1, NESC
does allow for reduced clearances where local conditions make it impractical to obtain the
clearance given. However, NESC does require that lower clearances are carefully maintained
along with warning signs posted to alert drivers of the low clearance and high voltage
conditions.
3.6 OperatetheStreetcarsinExclusiveLanesundertheBridges
Inthisapproach,vehiculartrafficwouldbeseparatedfromthestreetcarbyuseoflanedropsor
lane shifts. Traffic control and enforcement measurements would need to be established to
ensurevehiculartrafficseparation.Theuseofalanedropwouldhavetobeanalyzedfortraffic
impacts. If the existing vehicular lanes are maintained via lane shifts, a new roadway layout
withsidewalkand/orrightofwayimpactswouldneedtobeprepared.
3.7 UseAlternateVehiclePropulsionTechnology
Currently, there are two alternative vehicle propulsion technologies other than the overhead
catenary system. These options are the use of onboard energy storage such as batteries or
capacitors and embedding an isolated conductor system in the track between the two rails.
Examples of these systems are currently in operation in several European cities; however an
analysisshouldbedoneonthecostofsuchsystems.
3.8 UtilizeaTrolleyPoleSystem
This approach replaces the pantograph with an extendable trolley pole. The trolley pole is
attachedtothewireandanyverticalorlateraldifferencesareaccommodatedbytheextension
and retraction of the pole. This option resolves the clearance issue, by moving the OCS wire
over the sidewalk or median in the segments of low clearance. Similar systems are utilized in
SeattleandSanFranciscoalongtheirtrolleybusnetworks.Analysisbyavehicleprocurement
specialist is recommended to weigh the tradeoffs of a trolleypole system including feasibility,
maintenance, cost and compatibility with other systems such as the planned Columbia Pike
Streetcarsystem.
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4.0 EXPERIENCEWITHOTHERSYSTEMS
Several transit systems throughout North America have installed OCS wires in mixed traffic
below the 18.0 minimum clearance, in accordance with the exception provided by the NESC.
Theresultingclearanceshavebeenaslowas12.25feet.Table2providesexamplesofOCSwire
heightsthatareinusewithotherNorthAmericantransitsystems.
Table2.LowwireheightclearancesinTransitsystems
City TypeofService
Contact
Mechanism
Min.WireHeight
AboveRoadway
Memphis,TN Streetcar Pantograph 12.50ft
Norfolk,VA LightRail Pantograph 13.5ft
Philadelphia,PA Streetcar Pantograph/Pole 12.25ft
Phoenix,AZ LightRail Pantograph 14.67ft
Sacramento,CA LightRail Pantograph 15.17ft
Seattle,WA TrolleyBus Pole 14.00ft
Toronto,ON LightRail Pole 13.17ft
Tucson,AZ Streetcar Pantograph 13.50ft

The Tide Light Rail in Norfolk, Virginia has a low clearance located on Union Street, passing
undertheI264Bridge,asshowninFigures2and3below.Figure2showsthewarningsignfor
thehighvoltage,placedjustpriortothebridge.MUTCDlowclearancesignswerenotneeded
in this location as the light rail ran in exclusive lanes (not in mixed traffic), and the minimum
14.0 clearance was maintained along the parallel vehicular traffic lanes. Figure 3, shows the
TidelightrailpassingunderthebridgewheretheOCSwireshavebeenattachedwithbrackets.

Figure2.TideLightRailatUnionStreet,Norfolk,VA
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Figure3.TideLightRailatUnionStreet,Norfolk,VA

The Memphis Area Transit Authority (MATA) Streetcar, in Memphis, Tennessee has a low
clearancelocatedonMainStreetattheconventioncenter,asshowninFigure4.AManualon
Uniform Traffic Control Devices (MUTCD) standard low clearance sign is mounted along with a
High Voltage supplemental sign plaque. The lane configuration in the direction shown on the
photograph allows trucks to avoid the wire by using the middle of the street. In the opposite
direction, however, such a move is prohibited by yellow pavement markings; in this case,
overhead low clearance warning signs are posted at the beginning of the block, and an active
warning sign is located at the structure to provide additional notice to drivers of over height
vehicles.

Figure4.MATAStreetcaratMainStreet,Memphis,TN
Figures 5 and 6 also show similar low clearance scenarios in Tucson, Arizona. A MUTCD
standardclearancesignismountedonthestructurewithspecialHighVoltagesignsmountedon
thestructurenexttoeachofthewires.
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Figure5.LowclearanceOCSwireinTucson,AZ

Figure6.OCSmountingbracketandwarningsigninTucson,AZ

5.0 RECOMMENDATIONS
Two alternatives should be considered for addressing the low clearance at the Jefferson Davis
Highwayoverpassat12
th
StreetS.

First, it is recommended that the project apply for a code variance as discussed in Section 3.5.
Thisrequiresthejurisdictionalauthority,inthiscaseArlingtonCounty,toapproveavarianceto
the NESC 18.0 clearance requirement. This process can be lengthy depending on the variance
applicationproceduresrequiredbytheCounty,andaddressedearlyinthefinaldesignprocess.
Additionally, this issue should be included in the projects safety certification documentation.
The low wire clearance should be identified as a hazard and mitigated through the Preliminary
Hazard Analysis (PHA) process. As part of the mitigation, appropriate warning signage may be
posted to alert drivers of the potential hazardous conditions. Additional signs may also be
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placed in advance of this location, for example, at nearby intersections, to alert drivers of the
highvoltageconditionandallowvehiclessufficienttimetoavoidtheobstruction.

Thesecondalternativetoconsiderismodifyingthedesigntooperatethestreetcarsinexclusive
lanes with the option of allowing public buses to operate in the lanes as well. Operating
streetcars in exclusive lanes would require widening the street to accommodate an additional
lane.Wideningtheroadwayispossibleunderneaththebridgewithoutimpactingthestructure
due to an oversized sidewalk along the west bound lane. Although the contact wire will be
locatedwithindedicatedtransitlanes,theprojectshouldstillconsiderapplyingforavarianceto
NESC,asdiscussedabove.

In addition to these alternatives, the design of the OCS system under the bridge should be
carefully considered. Instead of using OCS poles that would severely reduce the bridge
clearance, bridge attached supports for the OCS contact wire can be designed to maximize
vertical clearance above the top of rail and existing roadway. This could be accomplished by
attachingabracketsupporttotheexistingbridge,creatingaminimumverticaloffsetoftwelve
inchesbetweenthebridgebeamandwire.AttheJeffersonDavisHighwayoverpass,thiscould
result in a clearance of approximately 16.0 above the roadway, including an additional
clearance factor to account for wire sag. This attachment method will still allow for the
maximum height vehicle (13.5) to pass under the OCS wires in shared lanes with a sufficient
clearanceofapproximately2.5.ItshouldbenotedthatVDOTcoordinationandapprovalwillbe
required to attach directly to the bridge. Previously, this type of design has been approved by
VDOTandinstalledunderneathI264inNorfolkaspartoftheTideLightRail(seeFigures2and3
above).