662RAILROAD TRACK CONSTRUCTION

662

6-237SECTION 662 – RAILROAD TRACK CONSTRUCTION

662.01DESCRIPTION . This work shall consist of constructing new ballasted track with jointed or

continuous welded rail (CWR); removing and replacing rail; removing and resetting track; removing and replacing ties; raising, aligning, and surfacing track; removing track; instal ling other track material ( OTM ) such as tie plates, anchors, and spikes as required; and de -stressing rail as required in accordance with the CWR program of the Operating Railroad.

662.02MATERIALS . Materials shall meet the requirements of the followings ubsections:

Aggregate for Railroad Ballast ................................ ................................ .................. 704.03 Railroad Ties ................................ ................................ ................................ .............. 709.04 Rail ................................ ................................ ................................ ............................. 715.0 6 Other Track Material (OTM) ................................ ................................ ..................... 715.0 8

662.03SUBMITTALS

review and approval by the Engineer . Submittals shall meet the requirements of Subsection 105.0 6.

the source of the material. Information to be provided on rail shall include the rail weight, rail section, rail wear, drilling pattern, typical rail length, date rolled, and the name of the mill where the rail was rolled.

Section 3.12 .

are incorporated into the work.

vibration and the type of mechanical vibratory equipment to be used.

662 6-238 (9) Thermite Weld Submittals .

thermite weld kit, and the method and detailed procedure for making field welds. If there are different types of welds in the Contract (e.g. different sizes or types of rail, compromise joints), a procedure shall be provided for each. Installation procedures submitted shall comply with these provisions and those of the weld kit manufacturer.

welding have been trained by the welding kit manufacturer. The documentation shall include the name of the trainee, the location of the tr aining, name of the instructor, and date of the training.

work under the Contract. Weld supervisors and welders shall be required, when requested by the Engineer, to submi t their qualification certificates throughout the duration of the project.

laboratory and the persons who will perform ultrasonic testing of field welds have previously tested a minimum of 250 welds.

equipment, including calibration blocks, that will be used in the t esting process.

include, but not be limited to, identification of test equipment used, calibration, weld number and location, members of the test crew, date and time of test, descr iption of defects, and a recommendation to accept or reject weld.

each rail.

662 6-239 (b) Post-Construction Submittals . No more than 2 working days following the completion of the work related to the submittal, the following information shall be prepared and submitted for review and approval by the Engineer . The following submittals by the Contractor shall meet the requirements of Subsection 105.0 6.

or exceed the requirements specified herein.

on the approved Contractor created form and shall include, but not be limited to, the following information for each weld:

the weld wa s made. Rail identification including section, rail strength and chemistry, heat number, and date rolled.

string number, the weight of the rail, the manufacturer, the year, the temperature at which the rail was laid, the mileage location, and whether the string was the north or south r ail (for east/west rail lines) or the east or west rail (for north/south rail lines).

be submitted within 48 hours of the completion of work or upon the request of the Operating Railroad or Agency. Records shall be filled out on forms in accordance with the Operating Railroad ’s CWR plan.

662 6-240 662.04 REMOVAL OF TRACK . Existing rail, anchors, spikes, or other rail fastening devices, bolts, nuts, washers, joint bars, tie plates, concrete ties, wood cross ties, and wood switch ties shall be removed within the limits shown on the Plans.

deemed to be fit for reuse and shall be stockpiled and protected from damage due to construction operations. The rail shall be reused at the locations indicated on the Plans. When necessary, cutting of rai l shall be performed as specified in Subsection

662.07(c)(10)

rail holding devices in a manner that does not damage any existing materials. Flame cutting of bol ts to be removed will be permitted providing the joint bars and rails are not damaged. Existing hardware shall include but not be limited to track spikes, rail anchors, joint bars, tie plates, and shim plates. The Engineer will determine which track hardw are is fit for reuse.

ties.

spaced along the l ength of the rail.

amount of wear.

mid-height of the stack. These markings shall be painted neatly near one end of the rail. The Contactor shall mark rail ends in yellow designating fit relay rail. The Contractor shall also mark the centerline of each rail length on the rail head in yellow.

662 6-241 (2) Stacking of Joint Bars, Gage Rods, and Tie Plates for Reuse on the Project .

condition.

other approved containers.

determined by the Engineer, as well as any waste material, including ties, shall become the property of the Contractor and shall be removed from the site and disposed of properly at the Contractor’s expense.

662.05BALLAST HANDLING . The Contractor shall handle ballast in accordance with the requirements

of AREMA Chapter 1, Section 2.5 and the following. Processed ballast shall be handled at the producing plant in such a manner that it does not segregate. Ballast shall be washed prior to loading. Ballast shall be loaded into rail cars or vehicles that are in good order and tight enough to prevent leak age and waste of material, and that are clean and free from rubbish, sand, dirt, or any substance that would foul or damage the ballast. Broken stone for ballast shall be delivered from the screens directly to the rail car (or other vehicle) or to clean bi ns provided for the storage of the output of the crusher.

662.06BOTTOM BALLAST INSTALLATION . The depth of ballast required shall be as shown on the

Plans.

surface upon which the track will be constructed. The Contractor shall remediate and correct any deficiencies as directed by the Engineer.

Bottom ballast shall be installed to the underside of the ties to the depths shown in the Contract.

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6-242To the extent practicable, ballast shall be unloaded for use with minimum redistribution and

dressing. Care shall be taken when unloading ballast cars to ensure that they are completely unloaded. Railroad ballast shall be distributed so that ample clearance below top of rail is provided for rolling equipment, switches are not fouled, and guard rails are unobstructed. Care shall be taken when unloading and dressing ba llast near open deck bridge approaches.

TRACK CONSTRUCTION . Ballasted track shall be constructed in accordance with the

applicable sections of AREMA Chapter 5, Part 4 ; AREMA Chapter 5, Part 5; and as specified herein. Ballasted track includes the rail, ties, fastenings, OTM, and ballast. The Contractor shall connect new rail to existing rail sections as indicated on the Plans by the use of standard or compromise joint bars, or by the use of standard or compromise welds whe n connecting to existing CWR.

Chapter 30, Section 3.5.11 .

the ties with the outside (field) end of the tie used as a reference line to align the ties.

as a reference line unless otherwise designated by the Engineer.

tie tongs. The use of picks will not be permitted.

ties to avoid damage to the ties.

not skewed and approximately centered about the centerline of track. Ties shall be spaced

in accordance with the Contract.

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ties. Tie plates shall not be placed directly under thermite welds.

the shoulders bearing firmly against the sides of the rail base. Under no circumstances shall

the tie plate shoulder be allowed under any portion of the rail base. Care shall be taken to

ensure that the tie plates are well seated on the ties and the rail properly seated on the tie

plates. Canted tie plates shall be placed so as to cant the rail inward towards the gage side

of the rail. Tie plates with different amounts of cant or flat plates shall not be intermixed

except as directed by the Engineer. This requirement shall also apply to any surfacing

within the limits of the project.

extraneous material shall be removed by blowing or brushing off the surface of the tie and

tie plate to prevent damage and to ensure proper seating of the rail.

completed track gage is correct and within the specified limits in Subsection 662.07(c).

and replacement of rail shall be installed in accordance with the following requirements. When

laying CWR strings or welding lengths of rail into CWR, bolted joints may be used for temporary

works where applicable and as indicated in the Operating Railroad’s CWR plan.

subject to inspection and acceptance by the Engineer.

shall be placed so that it can be laid with as little handling as possible.

tie shall be gaged on tangents and every third tie shall be gaged on curves. The gage shall

be 56-1/2 inches between points 5/8 inch below the top of the rail on the two inside edges

of the rail.

the rail in existing track abutting the new rail is not at or within those limits, gaging shall

be performed within existing track for a sufficient length to meet the limits specified in

Table 662.07B for rate of change of track gage. The limits of gaging will be determined by

the Engineer.

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When correcting gage, all spike pulling and driving shall be done on the rail opposite the

rail used for lining. Where spikes are pulled, the holes in the ties shall be plugged with tie

plugging material meeting the requirements of Subsection 709.04(e). New spikes shall be

driven as specified in Subsection 662.07(g).

TABLE 662.07A – EXISTING TRACK GAGE LIMITS

Minimum

Gage (in.)

Maximum

Gage (in.)

56-1/4 56-1/2

TABLE 662.07B – EXISTING TRACK GAGE RATE OF CHANGE LIMITS

Track Gage Parameter Class of Track

1 2 3 4

The rate of change within

31 feet shall not exceed 1 in. 1 in. 3/4 in. 1/2 in.

bolt threads shall be lubricated with an approved corrosion-resistant lubricant in

accordance with the manufacturer’s instructions before they are applied. When joint bars

are used in temporary works prior to welding, they shall not be lubricated.

use of a hammer, maul, or other similar tools to drive the rail into position will not be

permitted.

chamfered. All chips and burrs shall be removed. Holes shall not be burned with a torch.

in AREMA Chapter 4, Section 3.3. Rail ends shall be drilled with three holes.

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bars being utilized. If a rail end which is currently drilled requires drilling for

another pattern, the Contractor shall not double drill the new pattern on the existing

rail end. The Contractor shall crop off the rail end and then drill the new pattern.

shall be in accordance with the Operating Railroad’s CWR plan.

Joint bars shall be properly seated in the rail.

middle of the bar and working towards the ends. The Contractor shall strike both bars with

a sledgehammer during the tightening process to help seat the bars properly. The

Contractor shall then perform a final re-tightening of the two middle bolts. The Contractor

shall torque the bolts as required by AREMA for the respective bolt size. All bolts shall be

torqued with a mechanical bolt machine and set to apply the required torque. The

Contractor shall not use this method to of striking the bars when installing insulated joint

bars.

with a mechanical tamper as specified in Subsection 662.07(i). Ties shall be tamped after

rail is bolted and laid in tie plates and prior to gauging and spiking.

the rail end of the lighter of the two rail sections being joined. Hardwood ties meeting the

requirements of 49 C.F.R. § 213.109 for non-defective crossties shall be used under

compromise joints. When using temporary compromise joints as part of rail change-out or

turnout change-out programs, it is permissible to use track shims to support the joint until

the shims and compromise joints are removed the next day. The ties shall be tamped to

support any permanent compromise joints left in the track. Shims to support permanent

compromise joints will not be permitted.

unless otherwise indicated on the Plans.

shall not be installed on bridges, nor shall they be installed on roadbed approaches within

300 feet of the ballast walls at either end of the bridge.

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or horizontally on the gage side of the rail head shall be corrected. The rail end mismatch

shall be measured after the standard or compromise joints have been applied and tightened.

If mismatched rail ends already contain rail end batter (due to the larger rail having been

struck by wheels), the amount of rail end batter shall be taken into account when calculating

the mismatch. Mismatches shall be corrected by changing joint bars and bolts, by being

built-up with weld material on the offending rail, or by substituting a different piece of rail.

The length of ramp required for this procedure will be calculated as the ramp slope, which

shall be the rail end mismatch measurement (in thousandths of an inch) divided by 0.012.

(d) and Subsection 662.07(e)

temperature (PRLT) range in accordance with the requirements of the Operating Railroad’s CWR

plan.

Laying and adjustment procedures for CWR will be dependent on the maximum and minimum rail

temperatures expected.

If CWR is laid at rail temperatures above the maximum preferred rail laying temperature, the CWR

shall be adjusted within 48 hours after being installed.

If CWR is laid at rail temperatures below the minimum preferred rail laying temperature, rail

heaters shall be used to bring the rail temperature within the PRLT range.

The rail temperature of any CWR string laid shall be measured with an accurate and reliable rail

thermometer placed on the base of the rail near the web. The thermometer shall be designed for

measurement of rail temperature and shall be placed away from the wind and out of direct sunlight.

the minimum preferred rail laying temperature, the rail shall be heated to the preferred laying

temperature with a propane rail heater. The rail shall be heated directly following it being laid or

vibrated. The temperature of the rail will determine the amount of heat required.

On the base of the rail next to a tie plate which has been set to proper gage and spiked, the exact

distance the rail will need to expand based on the difference between the current rail temperature

and the PRLT shall be marked. The rail string shall be marked at each quarter point and at the end.

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The rail shall be vibrated by a mechanical vibrator to ensure proper rail movement in accordance

with the approved rail vibration plan. In no case will the Contractor be permitted to simultaneously

apply mechanical vibrations and heat to perform rail expansion.

Under no circumstances shall the rail be vibrated by using spike mauls, sledgehammers, or other

types of hammers or tools to strike the rail.

Equipment such as hydraulic rail pullers may be used to expand the rail to the proper PRLT

equivalent length.

Adjustment of CWR shall occur after all work specified in Subsection 662.07(i) has been

completed.

track electric flash-butt welding.

Electric flash-butt welding shall be performed in accordance with the requirements of AREMA

Chapter 4, Section 3.10 and AREMA Chapter 4, Section 3.11.

Thermite welding shall meet the requirements of AREMA Chapter 4, Section 3.13 and Subsection

662.14

Field welds shall be completed using in-track electric flash-butt welding to connect continuous

welded rail strings, connect turnouts to adjacent rail strings, weld shop-fabricated rails containing

bonded insulated joints into track, and weld shop-fabricated transition/compromise rails into track.

Thermite welding shall be used within turnouts, for compromise welds, and at other locations

noted on the Plans or designated by the Engineer.

Excessive rail grinding of the weld that causes a depression on the head and or gage face of the

rail after a weld is completed will not be accepted. The weld shall be cut out beyond the heat

affected zone and replaced.

The Engineer will visually inspect welds for visible defects, such as any incomplete portion or

inclusions. The weld will be rejected and shall be replaced if it contains these defects.

otherwise specified.

opposite rail by more than 100 feet.

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vertically and square with the rail and driven so as to allow 1/8 inch to 3/16 inch in the

space between the underside of the head of the spike and the top of the base of the rail.

Opposite holes on the gage and field side of the rail shall be used for rail holding spikes.

The rail holding spiking arrangement shall be in accordance with Table 662.07C unless

otherwise specified in the Contract.

vertically so the head has full bearing against the tie plate. Plate holding spiking

arrangements shall be in accordance with Table 662.07C unless otherwise specified in the

Contract.

TABLE 662.07C – TIE SPIKING TABLE

Degree of Curve Tie Spiking Arrangement

Main and Siding Track Yard and Industrial Track

0°-00' to 2°-00' 0°-00' to 2°-00' 2 rail holding and 0 plate holding

2°-01' to 6°-00' 2°-01' to 13°-00' 2 rail holding and 1 plate holding –

1 field side

6°-01' and greater 13°-01' and greater 2 rail holding and 2 plate holding -

1 field side and 1 gage side

other and spikes on the field side of the running rail shall be placed across from each other.

Spikes on the field side shall be placed in the hole on the north or west side of the plate.

The spiking pattern shall be held consistent through the limits of work.

against the rail. Spikes which are bent while being driven shall be discarded and replaced.

No spikes shall be driven against the end of joint bars. No spikes shall be driven in a slot

in a rail joint.

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If spikes are pulled, the ties shall be plugged with synthetic tie plugging material meeting

the requirements of Subsection 709.04(e). Track spikes may be driven through tie plugging

material. The Contractor shall remove and replace any tie where the tie plugging material

is not completely and tightly filling the track spike hole or where the tie plugging material

is not properly holding a driven track spike.

5.4.

The rail anchor pattern shall be spaced approximately uniformly along the rail length. To avoid tie

skewing, the anchors shall be applied against the same tie on opposite rails.

Rail anchors shall have full bearing against a sound tie.

New rail anchors shall firmly grip the bottom of the rail to which they are applied to provide

longitudinal rail restraint. Rail anchors shall not be installed at ties which support rail joints, where

they will interfere with bond wire, boot legs, insulated joints, and other signal or track appliances.

Rail anchors shall be installed manually or with standard anchor machines.

For track constructed with jointed rail, rail anchors shall be installed immediately after rail is laid.

All rail laid in a given day shall be fully anchored on that same day.

Unless otherwise specified, the Contractor shall anchor CWR in accordance with the following

and the CWR program of the Operating Railroad:

rail anchors shall be applied and boxed at every tie in both directions, including where

joints are to be field welded. For the remainder of the string, rail anchors shall be applied

and boxed at every second tie for restraint in both directions.

shall be box anchored for 200 feet in each direction.

on every second tie.

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lengths at every third tie in both directions.

in accordance with the following:

when anchors are applied to one rail, anchors are also required on the opposite rail

of the same side). Rail anchors shall be applied on the gage side of the rail except

where insufficient clearance restricts the use of the anchor or application tool, in

which case anchors may be applied from the field side of the rail where clearance

permits.

distance to prevent rail movement from disturbing the switch point and frog.

200 feet past the frog on each track on each side of the turnout.

at either end of a bridge.

shall be as shown on the Plans. Track shoulders shall be a minimum of 12 inches. Work shall be

performed so that the track alignment, surface, and elevation will be maintained after tamping.

shall be distributed in advance of the track surfacing in sufficient quantity to properly

surface, align, tamp, and dress the track to the required ballast cross section.

redistribution and dressing. Care shall be taken when unloading ballast cars to

ensure that they are completely unloaded.

provided for rolling equipment.

approaches.

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the track structure or shoulders for the purpose of tamping or dressing the ballast

sections. Any sod, vegetation or foreign matter inadvertently pulled in shall be

removed by the Contractor prior to tamping.

as are needed to bring the track into the tolerances specified in Table 662.07D while

meeting the following requirements. The Contractor shall consider overhead clearances

where present.

of the rail, straining of the joints, and damaging or loosening the fastenings. The

amount of track lift in a single operation shall neither exceed 4 inches nor endanger

the horizontal or vertical stability of the track. The track shall be raised such that

the lift required to reach the final surface shall not be less than 1 inch nor more than

3 inches. The final raising and aligning operations shall fill cribs to the top of tie

and the shoulders with ballast. A minimum of 2 inches of clearance shall be

provided between metallic portions (non-rail) of the track structure and ballast.

Particular attention shall be given to the tamping of ties not attached to the rails, to

ensure that they maintain firm bearing against the base of the rail, without admitting

ballast between the rail and tie. No portion of the tie plate shoulder, or stone, or any

foreign material shall be permitted under the base of rail.

be thoroughly cleaned of ballast in the rail seat area, the tie raised to firm bearing

against the rail, and re-tamped until the tie plate is bearing firmly against the rail

base.

shall comply with the construction tolerances specified in Table 662.07D.

tamping machine having at least sixteen tools, on traversing work heads, per tie. The work

heads shall be capable of penetrating cemented or fouled ballast in the event that providing

a smooth transition requires tamping existing track. A uniform squeeze shall be applied to

all tools and the tools shall remain perpendicular to the tie during the entire tamping cycle.

The tamping tools shall have sufficient length and head and face area, based on the

manufacturer’s specifications, to compact the ballast under the tie. The tamper shall be

capable of tamping both ballasted open track and ballasted special trackwork. The tamper

shall be capable of automatic lift, level, and alignment of tangent and curved track, as well

as turnouts.

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insertions of the vibratory tamper. Tamping tools shall be inserted simultaneously

inside and outside of both running rails on opposite sides of the same tie. The ballast

under the tie shall be completely and uniformly tamped from 15 inches inside of

the rail to the end of the tie. The tamping tools and limit switches shall be set to

avoid damage to the track structure directly beneath the ballast layer.

When the tamping operation is completed, all cribs shall be filled in.

dressed by utilizing a ballast regulator to provide the ballast section shown on the Plans.

Following dressing, the ballast shall be flush with the top of tie and cribs shall be full.

There shall be no ballast material left on the base of the rails, tie plates, or top of the ties.

spikes become damaged, loose, or are otherwise not functioning as intended, the Contractor

shall remove damaged spikes, fill the resulting holes with synthetic tie plugging material

specified in Subsection 709.04(e), and drive a new spike in accordance with Subsection

damaged such that the ties are defective as defined in 49 C.F.R. § 213.109, the damaged

ties shall be removed and replaced with new ties and fastenings at no additional expense to

the Agency.

Plans and meet the alignment of the existing tracks to which it will be connected. The final track

alignment shall be continuous throughout and within the tolerances specified in this Subsection.

The actual centerline of track shall be within ± 1/4 inch of the locations indicated on the Plans.

The top of rail elevation shall be within ± 1/4 inch of the elevations indicated on the Plans.

The Contractor shall perform a conventional survey to measure the horizontal and vertical

alignment, track geometry, superelevation, and gage of the as-built track. The as-built alignment

shall be compared to the design alignment indicated on the Plans. The track shall be within the

tolerances shown in Table 662.07D. Any deviations above the allowable specified shall be

corrected at no cost to the Agency.

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TABLE 662.07D – TRACK SURFACE AND ALIGNMENT CONSTRUCTION TOLERANCES

Track Surface and Alignment Parameter Maximum Allowable

Construction Tolerance

Deviation from uniform profile on either

rail at the mid-ordinate of a 62-foot

chord shall not exceed

1/4 in.

Deviation from zero cross level at any

point on tangents or the specified

elevation on curves shall not exceed

1/8 in.

The difference in cross level between

any two points less than 62 feet apart on

tangents or curves shall not exceed

1/4 in.

Deviation from uniform alignment at the

mid-ordinate of a 62-foot chord on

tangent and curved track shall not exceed

1/4 in.

specified in Table 662.07D, the Contractor shall perform an additional conventional survey after

corrective action has been performed to bring the track to within tolerances for final surface,

alignment, gage, cross level, and superelevation.

Track inspections shall be performed in the presence of the Engineer. The Contractor shall notify

the Engineer 7 calendar days in advance of requesting any track inspection.

Track deviations, as disclosed by the inspection described above, which exceed tolerances

specified herein shall be corrected by the Contractor at no additional cost to the Agency. Additional

inspections are required to ensure the corrections have been made.

Traffic shall not be permitted upon the newly installed track section until the track has been

accepted by the Engineer.

662.08REMOVE AND REPLACE RAIL. The Contractor shall remove existing jointed rail and furnish

and install replacement jointed rail or CWR at locations shown in the Plans. The Contractor shall supply

and install new joint bar bolts, washers, nuts, track spikes, and as many new joint bars, tie plates, rail

anchors and welds as necessary to complete this work.

Relay rail shall be subject to inspection and acceptance by the Engineer prior to installation. Relay rail

shall meet the requirements of Subsection 715.06(b).

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Existing rail and track hardware shall be removed within the limits shown on the Plans. Existing rail and

track hardware shall be removed and disposed of as specified in Subsection 662.04.

Any material damaged or lost due directly to the Contractor’s operations shall be replaced at the

Contractor’s expense.

Sufficient ballast shall be removed from the cribs for adzing and anchor application. On ties that require

adzing, the ties shall be adzed to get a full and even bearing for new tie plates. Excessive adzing shall be

avoided. The adzed surface shall be parallel to the top of the ties.

All spike holes shall be plugged in accordance with Subsection 662.07(g)(6). All newly adzed surfaces

shall be coated with a preservative meeting the requirements of AWPA Standard M4 in accordance with

Subsection 726.01.

The replacement rail and joint bar assemblies shall be installed in accordance with Subsection 662.07(c).

Additional requirements for laying and adjusting CWR are specified in Subsections 662.07(d) and

Subsection 662.07(e). Rail shall be laid on tie plates as specified in Subsection 662.07(b). Rail shall be

spiked as specified in Subsection 662.07(g) and anchored as specified in Subsection 662.07(h). CWR shall

be welded in accordance with Subsection 662.07(f) and Subsection 662.14.

After rail installation is completed, the ballast shall be dressed in accordance with Subsection 662.07(i)(4).

662.09REMOVE AND RESET RAILROAD TRACKS. The Contractor shall remove and reset existing

jointed rail track as shown in the Contract or as directed by the Engineer. The Contractor shall furnish

new joint bars, joint bar bolts, washers, nuts, track spikes, and rail anchors.

Existing rail, ties, and track hardware shall be removed and stockpiled for reuse within the limits shown

on the Plans in accordance with Subsection 662.04.

New ballast shall be installed as required in accordance with Subsection 662.05, Subsection 662.06, and

Subsection 662.07. Track shall be reconstructed to the alignment and profile shown on the Plans using

existing rail, ties, and new track hardware in accordance with Subsection 662.07. The Contractor shall

surface, align, tamp, and dress the track as specified in Subsection 662.07(i).

662.10REMOVE AND REPLACE CROSS TIES. The Contractor shall remove existing cross ties,

properly dispose of all removed cross ties, and install new cross ties, including tie plates and tie attachment

hardware, as detailed in the Contract and as directed by the Engineer. The size of the replacement ties

shall be as indicated on the Plans.

The Contractor shall clean the tie surfaces sufficiently to permit the identification of defective cross ties.

The Contractor shall remove only those cross ties designated by the Engineer as being defective.

Cross ties shall be removed in such a manner that the existing line and surface of the rails is not disturbed.

The crib shall be excavated sufficiently to allow for the installation of the new cross tie without jacking

or otherwise disturbing the rails.

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New cross ties shall be installed in accordance with Subsection 662.07(a), except ties shall be spaced in

accordance with the existing spacing, unless otherwise noted in the Contract.

Ties shall be plated as specified in Subsection 662.07(b). Existing rail anchors which affect the installation

of a new tie plate shall be removed and reinstalled.

Ties shall be spiked as specified in Subsection 662.07(g) with the following additional requirements:

within, the limits specified in Table 662.07A.

The Contractor shall be responsible for gaging if the existing track gage is not within the above

limits. Limits of gaging shall extend to the limits of tie replacement in the Contract.

installed on an existing joint:

fully tightened.

After the installation of the cross ties, tie plates, track spikes, and rail anchors, the

Contractor shall replace the ballast that was removed for this operation. The Contractor

shall tamp the ballast as specified in Subsection 662.07(i).

If the existing rail is CWR, the rail shall be thermally adjusted in accordance with Subsection 662.07(d)

and Subsection 662.07(e).

662.11REMOVE AND REPLACE BRIDGE TIES. The Contractor shall remove all existing bridge ties,

properly dispose of all removed existing bridge ties, and install new timber bridge ties, including tie plates

and tie attachment hardware, as detailed in the Plans and as directed by the Engineer.

Installation of new timber bridge ties required to complete the work shall be performed in accordance with

AREMA Chapter 7, Section 1.7.8; AREMA Chapter 7, Part 4; and AREMA Chapter 15, Section 8.3.

Holes for bolts connecting bridge ties to stringer top flanges shall be drilled the same diameter as the bolt.

Bridge tie to stringer top flange connectors shall be installed in accordance with the manufacturer’s

instructions.

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All field cut ends and connection holes in timber members shall be treated with a field-applied preservative

treatment meeting the requirements of AWPA Standard M4 in accordance with Subsection 726.01.

Tie plates shall be installed on all new ties in accordance with Subsection 662.07(b).

662.12RAISE, ALIGN, AND SURFACE TRACK. The Contractor shall raise, align, and surface track

at the locations indicated in the Contract, or as directed by the Engineer.

The completed track section shall conform with Table 662.12A for the FRA class of track as defined in

the Contract.

The track shall be raised in 2-inch maximum nominal lifts unless otherwise approved by the Engineer.

TABLE 662.12A – ALLOWABLE TRACK SURFACE AND ALIGNMENT MAINT. DEVIATIONS

Track Surface and Alignment Parameter Class of Track

1 2 3 4

The runoff in any 31 feet at the end of a

raise shall not exceed 2-5/8 in. 2-1/4 in. 1-1/2 in. 1-1/8 in.

Deviation from uniform profile on either

rail at the mid-ordinate of a 62-foot

chord shall not exceed

2-1/4 in. 2 in. 1-5/8 in. 1-1/2 in.

Deviation from zero cross level at any

point on tangents or the specified

elevation on curves shall not exceed

2-1/4 in. 1-1/2 in. 1-1/4 in. 1 in.

The difference in cross level between any

two points less than 62 feet apart on

tangents or curves shall not exceed

2-1/4 in. 1-5/8 in. 1-1/2 in. 1-1/4 in.

Deviation from uniform alignment at the

mid-ordinate of a 62-foot chord on

tangent and curved track shall not exceed

3-3/4 in. 2-1/4 in. 1-1/4 in. 1 in.

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accordance with Subsection 622.07(i) with the following modifications:

the Contractor shall tamp the tie up tight so that it is in full contact with the base of the rail.

No portion of the tie plate shoulder, stone, or any foreign material shall be permitted under

the base of rail at these locations.

the track surface to the geometric parameters in Table 662.12A for the designated FRA

class as indicated in the Contract.

comply with surface and superelevation tolerances specified in Table 662.12A for the

designated class of track.

in a situation where there is greater than allowable deviations in the runoff of the top of rail

elevations due to meeting the existing grade at a highway grade crossing, bridge, or turnout,

the Contractor shall surface out of face consistent with designated FRA class of track

requirements and tolerances or as directed by the Engineer. Such work shall be incidental

to the Contract.

with Subsection 662.07(d) and Subsection 662.07(e).

662.13TEMPORARY RAIL CONNECTIONS. The Contractor shall furnish and install temporary

connections between the new rail and existing rail to allow for the passage of a train (during work periods

of non-exclusive and interruptible access) and at the end of an exclusive occupancy period. The closure

rail shall be connected to the new rail by a compromise joint if the rails are of different sections. The

connection rail shall have a full number of bolts and spikes.

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THERMITE WELDING

personnel. The training shall include specific training provided by the welding kit manufacturer.

Training shall include classroom and hands-on instruction with the course curriculum set by the

manufacturer.

The Contractor shall provide for a representative of the welding kit manufacturer to be on call with

2 working days’ notice to assist in case any unusual problems arise in the field. The welding kit

manufacturer shall be prepared to provide for laboratory testing needed to solve a problem and

shall have the capability of tracking their kit materials backward through the chain of production.

the weld kit, weld procedure, and each welding crew shall be qualified as specified below.

Welding crews shall prepare, in accordance with the approved method and procedure for

thermite field welding, at least three samples of a thermite weld. Each welding crew shall

perform at least one of each type of sample weld. Sample welds shall join two pieces of

each type of running rail used in the Contract, each a minimum of 30 inches and a

maximum of 36 inches in length.

Sample weld testing and inspection shall be performed by an approved certified

independent testing laboratory. The Engineer may audit operations to ensure that

inspection and tests are being performed in accordance with the specified procedures.

The Contractor shall test three sample welds. A manual ultrasonic test shall be performed

on all sample welds from each type of rail as specified in Subsection 662.14(a)(2). Sample

welds shall be ultrasonically inspected in accordance with ASTM E164. Acceptance criteria

for this test shall be as specified in Subsection 662.14(a)(2)e. and Subsection

(a)(2)g

Approval of the weld kit, welding process, and welding crews will be contingent upon all

sample welds satisfying the specified requirements. Should any sample weld fail to satisfy

the specified requirements, the welding process, the welding crew, or both, will not be

qualified for the work.

A supervisor shall be employed for each welding crew who has been trained and certified

for performing thermite field welding by the manufacturer supplying the weld kits. Should

the supervisor of the welding crew be replaced during the work, the welding crew shall be

re-qualified under the new supervisor.

If the Contractor changes the manufacturer of the welding kits or welders during the work

of the Contract, the sample weld testing shall be completed again.

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inspected as specified herein. All welds shall be ultrasonically tested by a certified testing

laboratory as specified in this subsection.

Thermite welds shall be visually and dimensionally inspected as soon as the weld has been

completed.

Manual ultrasonic testing of thermite welds in track designated as in-revenue service shall

be completed within 24 hours of weld completion.

Manual ultrasonic testing of thermite welds in track designated as out-of-revenue service

shall be completed within 30 days of the date of welding but in all cases prior to the

resumption of train operations.

The ultrasonic testing calibration process shall be able to permit detection of defects of

size, type, and location described under the acceptance criteria. The test procedure and

equipment shall include, but not be limited to, the following:

least every hour.

probes or cables.

catch configuration.

probes.

probe.

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pitch-catch configuration.

up and down to cover the entire cross-section of the weld.

from the center of the weld so that the beam is following the path as defined

in the approved test procedure.

probe from side to side.

weld.

form.

accepted in the head, web, or base of the rail.

determine conformance with the alignment and finishing tolerances

specified herein.

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be checked for obvious failures such as an incomplete weld.

physical inspections shall be made by the Contractor to verify acceptance

criteria.

to be considered acceptable by the Engineer during the physical inspection.

which have been ground.

except to remove notches created by upset conditions. Sharp protrusions

and gouges shall be blended into the rail and weld collar contour to

eliminate possible stress risers.

of 200°F or less, shall not exceed 0.060 inches. No dip camber will be

allowed.

rail head, at a rail temperature of 200°F or less, shall not exceed 0.060

inches.

the parent section of rail head surface will be allowed.

section of new or like relay rail, and welded in place, at no additional cost to the

Agency.

detector car.

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welds shall be made to join jointed rail or CWR. Thermite welds will be required in

turnouts and in areas of bituminous concrete pavement crossings to eliminate rail joints.

The ends of rails to be welded shall be saw-cut. Torch cutting of rails will not be allowed.

If plug rails are required to meet the requirements, or to replace a defective weld, the

minimum length of the plug rail shall be 19-1/2 feet.

Thermite welds shall not be located within the following areas in standard track work. In

the case of special trackwork, some exceptions will be allowed with the approval of the

Engineer.

staggered a minimum of 4 tie cribs from any thermite or flash butt weld in the

opposite rail.

clearance prior to the welds being made.

feet on curves) or as directed by the Engineer.

require minimum preheating.

Rail ends shall be saw-cut at right angles to the rail. The surface of the rail shall be cleaned

for a length of approximately 6 inches from each end, so that the surface of the rail is free

of all grease, dirt, loose oxide, scale, and moisture. Burrs and lipped metal which would

interfere with the proper fit of molds shall be removed.

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Rails shall be aligned with respect to alignment prior to welding.

Proper rail end alignment shall be achieved by the use of an alignment device designed and

manufactured for this purpose. In no case will the use of track jacks or track spikes be

allowed for rail end alignment.

Striking of rail with blunt tools, such as a maul, is prohibited with the exception of brass

hammers.

The Contractor shall ensure that rail ends are secured against longitudinal, vertical, lateral,

or twisting movement during and immediately after the welding process. Rail pullers or

expanders shall be used to prevent movement. Rail clips or anchors shall be installed if

there is a chance of longitudinal movement.

At the time of field welding, the rail gap shall be as specified by the manufacturer of the

weld kit. A hydraulic rail puller or expander shall be used to establish the proper rail end

gap at all thermite weld locations.

Field welds shall not be made when the ambient temperature is below 40°F or during

inclement weather such as rain, mist, sleet, or snow unless approved by the Engineer and

in compliance with the Operating Railroad’s CWR plan.

The weld shall not be subjected to a sudden strain by releasing hydraulic pressure too

quickly. The rail puller or expander shall be left in place until the rail has cooled to below

500°F. Any movement of the rail before the weld has cooled to at least 500°F may result

in the failure of the weld.

When welding rail in track on lines in service, sufficient time to complete welding shall be

allowed so that the surface finish and temperature of the welded joint will permit safe

operation of scheduled trains without delay to service. The temperature of the welded joint

shall be 200°F or less before rail traffic is allowed to pass over the weld.

When welding rails in track on lines in service, the Contractor shall ensure that rail

fastenings and anchors are properly installed prior to restoration of service.

Thermite field welds shall be made in accordance with and shall not deviate from the

manufacturer’s recommendations and AREMA Chapter 4.

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otherwise specified by the manufacturer:

remove weld upset. Use of a saw, cutting torch, or other handheld devices

is prohibited.

finish grind the top and sides of the weld. Use of a handheld grinder is

prohibited.

to remove notches created by upset conditions, sharp protrusions, and

gouges. These shall be blended into the rail and weld collar contour to

eliminate possible stress risers. Defects visible to the unaided eye shall be

removed by grinding. If removal by grinding cannot be accomplished

without damaging rail, the weld shall be removed. Precautions shall be

taken to avoid excessive pressure during grinding of a weld in order to

prevent overheating of the rail surface.

than 200°F.

cooled to below 200°F prior to grinding, the temperature rise due to

grinding shall not exceed this temperature.

introduced into the sides of the weld where it will be ground.

to the operation of trains over the weld.

permanent metal marker and the required information shall be recorded in conformance

with these specifications.

records as specified in Subsection 662.03.

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662.15METHOD OF MEASUREMENT. The quantity of Railroad Ballast to be measured for payment

will be the number of tons placed in the complete and accepted work, as determined based on vehicle

loads. A load ticket shall be furnished to the Engineer for each load delivered to the job site.

The quantity of Remove and Replace Bridge Ties of the size specified in the Contract to be measured for

payment will be the number of existing bridge ties removed and replaced in the complete and accepted

work.

The quantity of Remove and Replace Cross Ties of the size specified in the Contract and as directed by

the Engineer to be measured for payment will be the number of existing cross ties removed and replaced

in the complete and accepted work.

The quantity of Remove and Replace Switch Ties to be measured for payment will be the total linear feet

of existing switch timbers removed and replaced in the complete and accepted work.

The quantity of Remove and Replace Jointed Rail to be measured for payment of the type specified will

be the number of linear feet of rail installed in the complete and accepted work. Individual rails will be

measured separately.

The quantity of Remove and Reset Jointed Railroad Track to be measured for payment will be the number

of linear feet of track removed and reset in the complete and accepted work. Individual rails will not be

measured separately. Measurement will be along the centerline of the track.

The quantity of Remove Railroad Track to be measured for payment will be the number of linear feet of

track removed in the complete and accepted work. Individual rails will not be measured separately.

Measurement will be along the centerline of the track.

The quantity of Ballasted Track Construction with Jointed Rail to be measured for payment will be the

actual number of linear feet of track constructed to final grade in the complete and accepted work.

Individual rails will not be measured separately. Measurement will be along the centerline of the track.

The quantity of Ballasted Track Construction with CWR to be measured for payment will be the actual

number of linear feet of track constructed to final grade in the complete and accepted work. Individual

rails will not be measured separately. Measurement will be along the centerline of the track.

The quantity of Remove Jointed Rail and Install CWR to be measured for payment of the type specified

will be the number of linear feet of track installed in the complete and accepted work. Individual rails will

not be measured separately. Measurement will be along the centerline of the track.

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The quantity of Raise, Align, and Surface Track to be measured for payment will be the number of linear

feet of track raised, aligned, and surfaced to final grade in the complete and accepted work. Individual

rails will not be measured separately. Measurement will be along the centerline of the track. The

Contractor shall perform as many raising and surfacing passes to achieve final grade or as directed by the

Engineer to bring the track to the designated design standard as indicated in the Contract. Multiple passes

will not be measured separately for payment.

The quantity of Gaging Track to be measured for payment will be the number of linear feet of track gaged.

Measurement will be taken along the centerline of the track.

662.16BASIS OF PAYMENT. The accepted quantity of Railroad Ballast will be paid for at the Contract

unit price per ton. Payment will be full compensation for furnishing, transporting, handling, testing,

placing, and tamping the materials specified, and for furnishing all labor, tools, equipment, and incidentals

necessary to complete the work.

The accepted quantity of Remove and Replace Bridge Ties will be paid for at the Contract unit price per

each. Payment will be full compensation for furnishing, transporting, handling, and placing the material

specified, including removal and disposal of old ties, furnishing and installing tie plates where required,

furnishing new ties, spikes, and tie plugging material as required, and for furnishing all labor, tools,

equipment, and incidentals necessary to complete the work.

The accepted quantity of Remove and Replace Cross Ties will be paid for at the Contract unit price per

each. Payment will be full compensation for furnishing, transporting, handling, and placing the material

specified, including excavation, removal, and disposal of old ties, furnishing and installing tie plates where

required, furnishing new ties, spikes, and tie plugging material as required, and for furnishing all labor,

tools, equipment, and incidentals necessary to complete the work. Railroad Ballast will be paid for

separately.

The accepted quantity of Remove and Replace Switch Ties will be paid for at the Contract unit price per

linear foot. Payment will be full compensation for furnishing, transporting, handling, and placing the

material specified, including excavation, removal, and disposal of old ties, furnishing and installing tie

plates where required, furnishing new ties, spikes and tie plugging material as required, and for furnishing

all labor, tools, equipment, and incidentals necessary to complete the work. Railroad Ballast will be paid

for separately.

The accepted quantity of Remove and Replace Jointed Rail will be paid for at the Contract unit price per

linear foot of rail. Payment will be full compensation for removing existing rail, tie plates, joint assemblies,

track spikes, and rail anchors; furnishing, transporting, distributing, handling, and installing the materials

specified, including jointed rail, tie plates, spikes, and other miscellaneous materials; and for furnishing

all labor, tools, equipment, and incidental necessary to complete the work.

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The accepted quantity of Remove and Reset Jointed Railroad Track will be paid for at the Contract unit

price per linear foot of track. Payment will be full compensation for supplying new rail hardware,

removing, handling, and resetting rail, ties, and rail hardware, and for furnishing all labor, tools,

equipment, and incidentals necessary to complete the work.

The accepted quantity of Remove Railroad Track will be paid for at the Contract unit price per linear foot

of track. Payment will be full compensation for furnishing all materials, labor, tools, equipment, and

incidentals necessary to complete the work.

The accepted quantity of Ballasted Track Construction with Jointed Rail will be paid for at the Contract

unit price per linear foot of track. Payment will be full compensation for furnishing, transporting,

distributing, handling, and installing the materials specified, including jointed rail, tie plates, spikes, and

other miscellaneous materials, and for furnishing all labor, tools, equipment, and incidental necessary to

complete the work. Railroad Ballast will be paid for separately.

The accepted quantity of Ballasted Track Construction with CWR will be paid for at the Contract unit

price per linear foot. Payment will be full compensation for furnishing, transporting, distributing,

handling, and installing the materials specified, including CWR, tie plates, spikes, and other miscellaneous

materials, and for furnishing all labor, tools, equipment, and incidental necessary to complete the work.

The costs for thermite welding, all preparation and training activity will not be paid separately but shall

be considered incidental to this item. Railroad ballast will be paid for separately.

The accepted quantity of Remove Jointed Rail and Install CWR will be paid for at the Contract unit price

per linear foot. Payment will be full compensation for removing existing rails; installing new CWR;

installing OTM such as tie plates, anchors, and spikes; scrapping of non-salvaged track materials; de-

stressing rail as required; and for furnishing all labor, tools, equipment, and incidentals necessary to

complete the work. Thermite welding will be considered incidental to this item.

The accepted quantity of Raise, Align, and Surface Track will be paid for at the Contract unit price per

linear foot. Payment will be full compensation for furnishing all materials, labor, tools, equipment, and

incidentals necessary to complete the work. Verification surveys, corrections of track deviations, and re-

inspections shall be considered incidental to this item. Tightening of all loose bolts within the limits of

this item shall be considered incidental to this item. Multiple passes will be considered incidental to the

actual length of track feet raised, aligned, and surfaced to final grade. Railroad Ballast will be paid for

separately.

The accepted quantity of Gaging Track will be paid for at the Contract unit price per linear foot. Payment

will be full compensation for furnishing all materials, labor, tools, equipment, and incidentals necessary

to complete the work. Replacing missing spikes with new track spikes will be considered incidental to this

item.

The cost of temporary rail connections will be considered incidental to the other Contract items of this

section.

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Payment will be made under:

Pay Item Pay Unit

662.0010 Railroad Ballast.........................................................................................Ton

10 Remove and Replace Bridge Ties .............................................................Each

20 Remove and Replace Cross Ties...............................................................Each

30 Remove and Replace Switch Ties.............................................................Linear Foot

00 Remove and Replace Jointed Rail ............................................................Linear Foot

50 Remove and Reset Jointed Railroad Track ...............................................Linear Foot

00 Remove Railroad Track ............................................................................Linear Foot

50 Ballasted Track Construction with Jointed Rail .......................................Linear Foot

60 Ballasted Track Construction with CWR .................................................Linear Foot

662.0400 Remove Jointed Rail and Install CWR .....................................................Linear Foot

10 Raise, Align, and Surface Track ...............................................................Linear Foot

50 Gaging Track ............................................................................................Linear Foot

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6-269SECTION 663 – RAILROAD -HIGHWAY GRADE CROSSINGS

663.01DESCRIPTION . This work includes rehabilitation of existing railroad -highway grade crossings

and construction of new full depth bituminous concrete or precast concrete railroad -highway grade crossings, including furnishing all required materials and necessary incidentals in accordance with the Contract and as directed by the Engineer.

663.02MATERIALS . Materials shall meet the requirements of the following subsections:

Aggregate for Railroad Ballast ................................ ................................ .................. 704.03 Cross Ties ................................ ................................ ................................ ................... 709.04( c) Corrugated Polyethylene Pipe (CPEP) ................................ ................................ ......710.03 Polyvinyl Chloride (PVC) Plastic Pipe ................................ ................................ ......710.05 New Rail ................................ ................................ ................................ .................... 715.06(a) Relay Rail ................................ ................................ ................................ ................... 715.06(b) Other Track Material (OTM) ................................ ................................ ..................... 715.0 8 Bituminous Concrete Mixtures ................................ ................................ .................. 716.02 Geotextile under Railroad Ballast ................................ ................................ .............. 720.03 Precast Concrete Grade Crossing Systems ................................ ................................ 781.01 Rubbe r Rail Seal ................................ ................................ ................................ ........ 781.02

663.03SUBMITTALS . The following information shall be prepared and submitted for review and

approval by the Engineer . Submittals shall meet the requirements of Subsection 105.0 6.

staging, any proposed temporary paving or temporary detours, and material storage sites. The work shall comply with the approved traffic control plan.

related sections and production quality control documentation.

operation.

construction affects existing CWR, the Contractor shall submit a plan (CWR Maintenance Plan) for maintenance of the Operating Railroad’s neutral temperature in accordance with their CWR program or submit a plan to adjust the CWR to the Operating Railroad’s neutral temperature.