SECTION 34 11 00
TRACKWORK
PART 1 - GENERAL
1.01
SECTION INCLUDES:
A.
1.02
Requirements for the design and construction of permanent trackwork, including
continuous welded rail, fastening assemblies, derailers, insulated joints and other
trackwork materials.
STANDARDS AND REGULATIONS:
A.
American Association of Railroads (AAR) Manual for Railway Signaling.
B.
Long Island Rail Road MW-2000, Recommended Practice for the Inspection,
Maintenance, and Construction of Track.
C.
Long Island Rail Road CE-1 Specifications for the Design and Construction of
Track, Third Rail, and High Tension System.
D.
American Railway Engineering and Maintenance of Way Association (AREMA),
Manual for Railway Engineering, 2015
E.
American Railway Engineering and Maintenance of Way Association, Portfolio of
Track Work Plans, 2015
F.
Conrail Standard Plans for Turnouts (except as modified by Long Island Rail Road
for third rail installation).
G.
American Society for Testing and Materials (ASTM):
E 164
H.
1.03
Ultrasonic Contact Examination of Weldments
Railway Tie Association (RTA) Specifications
RESTRICTIONS AND QUALITY CONTROL:
A.
The Design Builder shall be responsible for removal of existing paving and track.
B.
Nicked or gouged rails, defined in accordance with AREMA Manual, Chapter 4, will
be rejected by the Engineer.
C.
Design Builder shall not cut rail strings except as required to fit rail to turnouts,
insulated joints, or crossings.
D.
Rail layout and staking shall be by a land surveyor registered in the State of New
York.
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1.04
E.
Perform field welding under the direct supervision of an experienced welding
foreman or supervisor with a minimum of two years experience in field flash butt or
thermite railroad welding.
F.
Perform tolerance, location and field tests continuously during welding and after.
1.
Test rail welds through the use of a certified testing agency using the
Ultrasonic testing method in accordance with ASTM E 164.
2.
Each completed weld shall have full penetration and complete fusion and
be entirely free of cracks. Total area of internal defects such as porosity
and slag inclusions shall not exceed 0.060 square inch and the largest
single porosity or slag defect permitted shall not exceed 1/8" in diameter.
SUBMITTALS:
A.
Design and calculations of all trackwork including slab track and pedestal track and
installation method.
B.
Shop drawings and product data.
C.
List and description of all construction equipment to be used in installing track.
D.
Plan and method of delivery for the movement of rail or CWR strings, and ballast
to the site if movement is made by rail, for coordination with Long Island Rail Road
operations.
E.
Plan and equipment for handling and installation of track including slab track.
F.
Field Welding: Materials, methods and procedures to be used for field welding of
CWR. If Design Builder elects to perform field welding of CWR using the thermite
welding process, submit proposed method subject to the Engineer’s approval. For
either method, include procedure, materials and methods and the following items:
1.
Manufacturer's trade name for the welding process.
2.
Method for cutting and cleaning of the rail ends.
3.
Minimum and maximum spacing between rail ends.
4.
Method for maintaining the rails in alignment during welding.
5.
Method for preheating including time and temperature.
6.
Tapping procedure including the minimum time required to cool the weld
under the mold insulation.
7.
Method including a description of special tools and equipment, for
removing the gates and risers and finishing the weld to the final contour.
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G.
Manufacturer's certifications for all materials.
H.
Certifications and test reports.
I.
Rail temperature and anchoring record.
J.
Field welding record and field bonded insulated joint record continuously
maintained and furnished bi-weekly to the Engineer. Records shall include the
following details:
1.
Date and time of weld(s).
2.
Location by station, stating track and rail.
3.
Design Builder’s foreman.
4.
Weather, air and rail temperature.
5.
Track condition, anchorage and rail stress.
K.
Rail Anchorage Record.
L.
The Design Builder shall perform track horizontal geometric and vertical profile
calculations that shall be signed and sealed by a Professional Engineer licensed in
the State of New York.
M.
Final specifications for the demolition of existing pavement and tracks and
construction of the new trackwork.
N.
Clearance diagrams for any proposed trackwork in existing constricted areas that
does not meet Amtrak’s current roadway clearances.
O.
Locations and site plans of proposed on and off-site material laydown, equipment
staging, and rail welding areas.
P.
Locations and layouts of temporary crossings needed on site.
crossings may not be installed over turnouts.
Q.
Proposed disposal sites and method of transportation for rails, ballast, ties,
concrete rubble and other materials being demolished as part of this project.
R.
Unloading plans for placement of the new running rail from flat cars to storage
piles at the designated rail welding areas.
S.
Unloading plans for placing the concrete ties on the prepared substrates.
T.
List and description of all railroad and construction equipment to be used in
demolishing and installing track.
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U.
Site Specific Work Plans for each track and power outage required to perform
work on either LIRR or NYAR controlled tracks. Submit outage plans 45 days
in advance of proposed track and power outage.
PART 2 - PRODUCTS
2.01
GENERAL:
A.
2.02
CRITERIA:
A.
2.03
2.04
2.05
All track materials shall be new unless otherwise indicated.
Noted under Part 1.02 above.
STEEL RAILS:
A.
New 136 pound RE section conforming for profile and manufacture with AREMA
specifications, Chapter 4, Section 2.1 and LIRR CE-1 Standard Specification S2SS4-136, shall be used for inside the Locomotive Shop, for shop leads, all yard
tracks, and all turnouts.
B.
New 136 pound – 115 pound RE section transition rails conforming for profile and
manufacture with AREMA specifications, Chapter 4, Section 2.1, shall be used to
join all new tracks to existing 100 PS tracks. Minimum length of compromise rails
shall be 19’-0”.
C.
Salvaged 100 pound PS section shall be used to replace turnouts removed from
the Richmond Hill Lead and to repair any existing tracks damaged during cut and
throws or lining and surfacing operations.
RAIL FASTENERS:
A.
Pandrol rail fastening system consisting of elastic fastening “e” type clips and
elastic fastener tie plates, or approved equal, for use with wood ties. Supply screw
spikes to fasten tie plates to ties.
B.
Direct fixation rail fastener conforming to Model F25R0, L.B. Foster Company, or
approved equal, for use in slab track.
C.
Pandrol rail fastening system consisting of elastic fastening “fastclip” type clips, or
approved equal, for use with concrete ties.
TURNOUTS:
A.
Standard AREMA except as herein modified: Turnouts shall have switch points
manufactured per AREMA detail 5100, with uniform risers, and appurtenant
hardware for powered switches. Number 8 switch geometry per LIRR Standard
Plans 73180 and 73208. Number 10 equilateral switch geometry per Amtrak
Standard Plans 73181 and 73401.
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2.06
2.07
2.08
2.09
B.
Rail: New head hardened including closure rails; 136 pound RE.
C.
Switch Ties: Wood in accordance with Section 341133, Wood Ties, with Pandrol
Type “e” fasteners and screw spikes or approved equal, or concrete in accordance
with LIRR CE-1 Standard Specification S2-SS11 and LIRR Standard Plan 76000.
Use hollow steel movement ties on all concrete tie turnouts as shown in the
contract drawings.
D.
Frogs: 18’-0” long rail bound manganese number 8 size frogs per LIRR Standard
Plan 74160, and 27’-0” long rail bound manganese number 10 size frogs per LIRR
Standard Plan 74161, tested per AREA Portfolio Specification M2.5 Workmanship.
E.
Rail braces: Bethlehem Boltless Adjustable Braces.
SWITCH STANDS AND SWITCH MACHINES:
A.
Switch Stands: Low profile, heavy duty cast iron housing with ergonometric switch
handle, latches, connecting rods and rotating target showing switch point position
that is capable of being trailed or thrown manually. Target colors will be
determined by Long Island Rail Road.
B.
Provide solar-powered switch machines with pushbutton control stations at each
switch as indicated.
JOINT BARS:
A.
High carbon steel for use on running rail and guard rails joints of the type and
quality conforming to AREMA Manual, Chapter 4, Section 2.7, for required rail
section. Joint bars shall have six bolt holes and be 36 inches long.
B.
Where the new 136 RE–115 RE compromise rail is installed to be connected to
existing 100 PS size rail, forged compromise joints shall be used, manufactured to
the same standards for standard joint bars given above.
TRACK BOLTS, NUTS AND SPRING WASHERS:
A.
Track bolts and self-locking nuts: Heat-treated carbon steel conforming to AREMA
Manual, Chapter 4, Section 2.9.
B.
Spring Washers: Conform to AREMA Manual, Chapter 4, Section 2.10.
BUMPING POSTS:
A.
2.10
WOOD TIES:
A.
2.11
Wester-Cullen-Hayes bolted fixed bumping post Type HD with Hayco Shockfree
Head or approved equal. Install reinforcing rails as required by manufacturer.
Refer to Section 341133.
DERAILS:
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2.12
2.13
2.14
A.
Hand-thrown sliding block derails with integrated blue flags shall be provided and
installed by the Contractor on all tracks entering and exiting the shop.
B.
Hand-thrown sliding block derails with wheel crowders for use on wood ties shall
be provided and installed immediately after Switch T4 on each leg exiting the
turnout to protect the Bone Yard, Shop, and Motor Lead from run-away equipment.
INSULATED JOINTS:
A.
Epoxy bonded full contact type, 48 inches long plus or minus 1/8 inch, preassembled by the manufacturer and fabricated from material that meets or
exceeds the requirements of AREMA and LIRR CE-1 Standard Specification 2SSS10-2, except as herein noted otherwise.
B.
Joint bar with tapered outer edge and finishing height, with insulation, within plus
zero to minus 1/32 of an inch of the standard rail section; no stamping of branding
on contact surfaces. Contact surface of the joint bars adjacent to the rail smooth
and straight within plus or minus 1/32 of an inch using a 36-inch straight edge.
High strength bolts, nuts and washers conforming to ASTM A 490 or A 325;
washers heat treated with a Rockwell hardness of C38 to C45.
C.
Rail: Cut rail ends; 4 inch hardened end by the manufacturer with non-heat treated
rail. Final assembly length not less than 19 feet 6 inches and as approved by the
Engineer.
D.
Insulation: Characteristics greater than or equal to fiber insulation meeting the
requirements of AAR Manual Part 116, paragraph 8 with electrical resistance of
240,000 ohms to indefinite. End post thickness 0.355-inch minimum, 0.395
maximum. Structural adhesive bonding agent shall produce minimum lap shear
strength of 3,500 PSI at 75˚ F in accordance with ASTM D1002.
E.
Field-Bonded Insulated Joints fabricated on-site to the same tolerances set forth
above may be used in lieu of pre-assembled insulated joint plug rails at the ends of
the shop buildings to avoid putting bolted joints or welds in the paved roadway
areas. The locations of field-bonded joints will be noted on the trackwork layout
plans.
FLANGEWAY FILLER STRIP:
A.
Rubber-resin filler.
B.
Super Cushion Pad Filler Strip manufactured by Goodyear or approved equal to be
installed in non-roadway areas.
BALLAST:
A.
2.15
Conform to Section 341126.
CLEARANCE SIGNAGE:
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A.
The Design Builder shall provide clearance signage according to AREMA and
Long Island Rail Road Standards and shall review all areas with Long Island Rail
Road in the field.
PART 3 - EXECUTION
3.01
3.02
3.03
PREPARATION:
A.
Transmit submittals and deliverables required by this Section.
B.
Furnish products as indicated.
C.
Ensure substrates are in suitable condition to receive the work.
INSTALLATION:
A.
Coordinate with Long Island Rail Road and/or New York and Atlantic Railroad for
all connections to existing tracks.
B.
Install in accordance with Long Island Rail Road and AREMA Standards.
C.
Installation and placement:
Place wood third rail ties every fifth tie (maximum 10 feet apart), except
every other tie at ends for ramp rail.
3.
Spacing deviations greater than 24” (wood) or 27” (concrete) shall be
approved by the Engineer prior to installation.
4.
Re-spiking of new wood ties will not be permitted.
Install plates in accordance with Long Island and AREMA standards.
Conform to the product specifications and Long Island and AREMA standards for
either resilient fastening system or standard rail fastening.
RAIL ANCHORING INSTALLATION:
A.
3.06
2.
RAIL FASTENING:
A.
3.05
Place wood cross ties on 24-inch centers. Place concrete cross ties on
27-inch centers.
TIE PLATES:
A.
3.04
1.
Anchor in accordance with Long Island and AREMA standards.
RAIL FASTENING ON CONCRETE SLAB:
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A.
3.07
3.08
Install direct fixation rail fastener in accordance with the design and Design
Builder’s approved shop drawings and manufacturer’s requirements.
INSTALLING TRACK ON BALLAST:
A.
Submit equipment for approval to the Engineer.
B.
Install, tamp, lay and raise track over ballast in accordance with Section 341126,
Long Island Rail Road standards and approved installation procedures.
C.
After track is in service for 3 to 6 months and had a chance to settle, return to
worksite and raise track back to design elevations as needed.
INSTALLING INSULATED JOINTS:
A.
Insulated Joints:
1.
Factory or field assemble as noted with adhesive bond and section of rail.
Assemblies shall be tangent and properly identified with manufacturer’s
name, serial number, month and year of manufacture.
2.
After drilling bolt holes for the joint, brush away and remove all metal burrs
and shavings from the rail cutting and drilling operations, and thoroughly
clean rail ends with an alcohol based cleaner prior to applying joint bars or
bonding agent to the rail. Apply bonding agent to ensure proper
distribution throughout the contact area, rail and joint bar bolt holes and
bolt thread. Distribute excess epoxy around joint bar, nut and thread to
form an insulated layer.
3.
Finish assembly so that no openings or exposures of insulation material or
glass fiber remain which could permit penetration of moisture. Paint entire
joint area with General Electric “Glyptal 120" insulating paint, or approved
equal.
4.
After assembly, perform electric Megohmmeter Test and insulation
breakdown test (Hi-Pot); insulation shall resist the application of 500 VDC
at 10 megohms for a duration of 5 seconds. Insulation shall resist
application of 3,000 VAC at 60 Hz for a duration of 60 seconds.
a.
5.
At any field bonded joint that fails the electric Megohmmeter test,
remove and discard the insulated joint bars and the joint bolts,
washers, and nuts. After the bonding agent has hardened, grind the
rails clean of all bonding agent, then wash and clean rail ends with
an alcohol based cleaner prior to installing a new insulated joint from
a new insulated joint kit.
Qualification Testing:
a.
Test two completely assembled joints by the manufacturer, and one
completely assembled field bonded joint fabricated by the Design
Builder. Utilize two 2' long rail sections for each joint. Saw each
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b.
c.
6.
3.09
joint in half where the rails are butted together, perpendicular to the
centerline of the top of the rail with a tolerance of plus or minus 1
degree and in a manner that prevents overheating and damage to
the bonding agent. Utilize a testing device so that the reaction
occurs only perpendicular to the sawed end of the joint bars when
the load is applied parallel to the running surface of the rail, at the
centroid of the rail, at the opposite end.
Apply loads in increments of 25,000 LBS, with the load maintained
constant until the longitudinal deflection of the rail ceases, before
increasing the load to the next increment. Record the load and
differential movement of the rail and joint bars, measured to 0.001
inch, at each increment. Increase the load in increments until a total
load of 650,000 LBS is attained.
Longitudinal compression test acceptance criteria: Joint shall not
show any slippage during or before the total load is applied. At
completion of the test and after the load is removed, the relative
position of the rail and joint bar shall be within 0.01 inch of the
original value.
Install on both rails at required locations.
between two ties.
Suspend insulated joints
INSTALLING TRACK ON CONCRETE SLAB:
A.
Install direct fixation rail fastener in accordance with the design and the Design
Builder’s approved shop drawings.
B.
Location:
C.
1.
After the concrete slab has cured for a minimum of 7 days and has
reached 85% of the 28 day compressive strength and when approved by
the Engineer, the locations of the fastener assemblies shall be laid out.
2.
Coordinate the locations of anchors with placing of reinforcing bars in the
slabs.
3.
Adjust locations to avoid cracks.
4.
Spacing of the rail fastener may be changed to plus or minus 2 inches in
the longitudinal direction to avoid coring through shrinkage cracks.
5.
After the locations of all anchors for the running rail fasteners have been
marked on the slab, the positionings will be checked by the Engineer.
6.
The bearing area of the concrete surface under the rail fastener assembly
shall be level in all directions. Leveling may be accomplished by grinding
or other method approved by the Engineer. Submit proposed method and
equipment for approval.
Submission of “Method” for prior approval and “Laboratory Testing”:
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D.
1.
At least 35 days prior to coring the slab, submit proposed method of
locating, coring and setting anchorages for the Engineer’s approval.
2.
Include the procedures and equipment necessary to core the slab and to
ensure the “normality” of the anchorage to the desired transverse and
longitudinal planes of the rail to be anchored.
3.
Include certified reports from an approved independent certified testing
laboratory, engaged by the Design Builder, of laboratory tests conducted
on anchorges installed according to the submitted method in specimen
slabs of the same thickness, concrete mix and composition as the concrete
slab, with the insulating epoxy grout and insert anchors to be used in the
work.
4.
At least six laboratory specimen tests shall be made simulating field
conditions of slab and working temperatures, and results shall prove that
the anchor has withstood a direct “pull-out” total test force of 14,000 LBS
applied through an anchor stud fully threaded into the anchorage. This
force shall be applied in three increments. Two anchors shall be tested to
failure (complete pullout) in order to determine factor of safety. Prior to the
tests, submit a sketch of the test apparatus, including measuring devices.
Coring Holes and Setting Anchors:
1.
The term “anchorage” as used herein shall refer to the anchor bolt and
hex-rod coupling assembly. Anchorages shall be epoxy coated with
“Epoxiplate” or approved equal.
2.
Upon approval of the method positioning, core the slab for anchorages,
followed closely by setting and grouting the anchorges. Coring work for rail
fasteners shall not be performed until the concrete slab has been in
position a minimum of 21 days.
3.
The cored hole shall be cleaned of loose material by a vacuum and a blast
of compressed air; securely cover the hole until the anchorage is to be
placed.
4.
Position with a bolt or stud with thread coated with “No-Krode” grease or
approved equal.
5.
Set into the cored holes truly perpendicular (normal) to the base plate of
rail fasteners so that top surfaces are flush with the track slab.
6.
If any reinforcing bars are encountered during coring, such bars shall not
be cut and Long Island Rail Road shall be immediately notified.
7.
The thoroughly mixed two-component insulating epoxy grout shall be
poured around the anchor to fill the hole, and then struck off flush with the
slab surface.
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E.
F.
3.09
8.
Manufacturer’s instructions shall be followed for preparation, handling,
mixing, pouring, “pot-life” and contaminated prevention of insulating epoxy
grout system.
9.
Grouting shall not be done when the air or concrete temperature is below
40˚ F, or where there is moisture present in any of the materials or surfaces
it will be in contact with while in the uncured state.
Field Testing of Anchorage:
1.
After the grout has cured for a minimum of 14 days and before the rail
fastening assemblies are set in place, the Engineer will select anchorages
for field testing. These tests will be witnessed by the Engineer as a total
pullout force of 14,000 LBS is applied in the same manner and with similar
equipment as used for the laboratory tests.
2.
The number of tests to be performed will be based upon the performance
results obtained by initially testing one anchorage in each 25 feet of slab
per track.
3.
Test anchorages for “normalcy” to the design plane of the rail fasteners.
4.
Anchorages failing either testing or inspection shall be cored out of the slab
and a new anchorage installed and grouted.
Field Testing for Electrical Resistance:
1.
After installation in the concrete slab, designated anchor assemblies shall
be tested for electrical resistance. One third of the total number of the
anchorage assemblies and anchor bolts installed in the concrete slab will
be designated by the Engineer for testing.
2.
A 1,000-volt megger will be provided by Long Island Rail Road for the
tests. The tests will be supervised by the Engineer. Provide all necessary
labor to assist Long Island Rail Road, and to move the testing instruments,
operate the testing instruments, and record the test results.
3.
Anchorage assemblies or anchor bolts that do not register satisfactory
resistance as determined by the Engineer shall be removed and replaced,
then retested until test results are acceptable.
INSTALLING TURNOUTS:
A.
Installation of frog plates, switch plates, and plates under the closure rails shall
conform to AREMA trackwork standards and approved Shop Drawings.
B.
When installing, verify the following:
1.
Alignment, gage and surface through the turnout.
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3.10
3.11
Bolts, nuts, cotter pins, and other fastenings are in place, in good condition,
and properly tightened.
3.
Switch points fit snugly against rail when switch is thrown in either position.
4.
Connecting rod and switch rod bolts are equipped with cotter pins properly
spread.
5.
Test operate the switches for lost motion and loose connections and adjust
as necessary.
6.
Rod and fastenings that connect the switch point to the switch box are in
place and an in good condition.
C.
Field weld joints within turnout limits for turnouts. Compromise welds are required
where joining different rail sections. Do not field weld rails to frog rails, switch
points, or stock rails.
D.
Install switch stands to hold the switch point tightly against the stock rail when
stand is in normal position. Adjust switch rods to hold the opposite point tightly
against the rail when stand is in reverse position. Mount switch stands, for both
switches and derails, on two 13’-0” ties (headblocks).
E.
Keep switch stands securely spiked to the headblocks. Set the headblocks square
with the track and keep firmly tamped.
F.
Switch stand target colors shall conform to either Long Island Rail Road
requirements for the yard, otherwise AREMA Engineering Standards.
G.
Lubricate all sliding surfaces of special trackwork assemblies with a dry film
graphite lubricant in accordance with the manufacturer’s recommendations.
H.
Tamp in accordance with “Installing Track on Ballast” of this Section, except tamp
the whole length of each switch tie.
RAIL ENDS:
A.
Cut rail with rail saw to a tolerance of 1/32 inch from square. Remove burrs and
make ends smooth. Torch cut rails will be rejected.
B.
Battered or mismatched ends shall be built up or ground off to conform to minimum
tolerance of 1/16 inch on top and gage side to adjoining rail.
PLACEMENT AND ANCHORING OF CWR:
A.
3.12
2.
Install in accordance with approved procedures. Use a rail neutral temperature of
100º F per Long Island Rail Road MW2000 +25º F/-0º F.
ADJUSTMENT BY MECHANICAL HEATING:
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A.
3.13
Adjust rail for temperature after it has been laid on tie plates but before it is
anchored.
ADJUSTMENT BY NATURAL TEMPERATURE CHANGE:
A.
When it is necessary to adjust the rail already in track, determine the required
increase or decrease by taking the difference between measured and recorded rail
temperatures at each string of CWR and calculating the amount of adjustments, as
specified herein.
B.
Calculate the adjustment for a temperature higher or lower than that at which it
was anchored or adjusted, by taking the difference between the two temperatures,
multiplying that difference in degrees Fahrenheit by the length of the rail in feet,
and multiplying the product by 0.000078.
Rail Temperature
0
10
20
30
40
50
60
70
80
90
100
Higher
3.14
RAIL ANCHORAGE RECORD:
A.
3.15
Inch of Increase for 600 foot of Rail
4.7
4.2
3.7
3.3
2.8
2.3
1.9
1.4
0.9
0.5
0.0
0.0
Provide in an acceptable, reproducible form, containing the following data for each
end of a CWR and at each 500 foot interval during installation:
1.
Date and time
2.
Track number and rail (East or West, North or South)
3.
Station location
4.
Weather, air, and base of rail temperature
5.
Type of fastener
6.
Length of rail being anchored
TRACK CRITERIA AND TOLERANCES:
A.
Construct to the alignment and grade prescribed.
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1.
Gage shall be 4 feet 8-1/2 inches meeting the following tolerances as well as
standards for FRA Class 5 track.
Track Tolerances
Deviation from correct gage
Track Surface:
Runoff in any 31 FT of rail at the end of a raise
Deviation from uniform profile on either rail at the midordinate of a 62 FT chord
Deviation from zero cross level at a point on tangent
Difference in cross level between two points less than
62 FT apart on tangents
2.
1/8 inch, maximum
1/8 inch, maximum
1/8 inch, maximum
1/8 inch, maximum
Alignment: Maximum deviation from uniformity measured in conformance
with FRA Safety Standards Section 213.55.
a.
b.
3.16
+/- 1/8 inch
Tangent Track: 1/8 inch at mid offset on a 62-foot chord.
Curved Track: 1/8 inch from correct mid-ordinate on a 62-foot chord.
FIELD WELDING:
A.
For thermite welding, methods and procedures: comply with the AREMA Manual,
Chapter 4, Section 2.5, specification for "Thermite Welding-Rail Joints-1980," and
with the welding kit manufacturer's recommendations and as specified herein.
B.
Prepare rail ends for thermite welding in accordance with the recommendations of
the welding kit manufacturer.
C.
The completed weld shall be finished by mechanically controlled grinding to
conform to the same requirements specified for shop welding.
D.
Welds shall not be made within 6 inches of boltholes, or pinholes, or within 3 feet
of plant weld.
E.
Follow manufacturer's recommendations for compromise welds.
F.
Follow recommendations of rail manufacturer for welding heat treated or high
strength rails.
G.
Welds must be in cribs between ties and located no closer than 4 inches to
nearest tie.
H.
Rail shall be painted in legible characters at least 1-1/2 inches high at each field
weld with the following information:
1.
Date of Weld (Month/Day/Year)
2.
Initials of welder performing weld
3.
Air temperature at time of weld (AT XXX°)
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3.17
4.
Rail temperature at time of weld (RT XXX°)
5.
Adjusted rail temperature, if rail is pulled to achieve thermal adjustment.
6.
Example: 5/5/93 ABC AT90 RT120 or 5/5/93 ABC AT70 RT80 ART115.
TOLERANCES OF FIELD WELDS:
A.
Measure with a straight edge 36 inches in length, applied to finished welded joint
area, showing the following maximum variations:
1.
Rail Head:
Vertical Offset
Horizontal Offset
Vertical Crown
Horizontal Kink
2.
Rail Base:
Horizontal Offset
Offset Bending
3.18
0.060 inches
0.010 per inch
FIELD WELD TESTING:
A.
Test a minimum of 10% of rail welds by a testing agency using the Ultrasonic
testing method in accordance with ASTM E 164.
B.
Each completed weld shall have full penetration and complete fusion and be
entirely free of cracks. Total area of internal defects such as porosity and slag
inclusions shall not exceed 0.060 square inches.
C.
Other causes for rejection of welds:
D.
3.19
0.020 inches
0.040 inches
0.030 - 0.045 inches
0.020 inches
1.
Cracks that show in the finished weld.
2.
Pit holes that show in web and base of weld after finish grinding. Pit holes in
head not exceeding 1/4 inch in depth may, if approved by the Engineer, be
repaired by gas welding.
Cut out defective welds and insert a new section of rail not less than 18 feet long;
weld and retest.
FINISHING OF FIELD WELDS:
A.
Remove sharp edges and burrs by grinding, including chimneys from welds.
B.
Weld joints shall be ground smooth on top and sides of ball and straight in line. No
overgrinding is permitted.
LIRR Morris Park C6168-2-23-A
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October 14, 2016
C.
3.20
CUTTING IN SHORT SECTION RAIL AND THERMITE WELDING ENDS:
A.
3.21
Weld joints shall be ground rounded and smooth on web and top of base. Offset
blending permitted at rate of 0.010 per inch.
For the following reasons:
1.
To repair defective rail
2.
To repair defective welds
3.
To de-stress rail
4.
To make a connection between rail strings or adjust rail to meet a specific
point (i.e., to connect CWR to stock rail or frog).
5.
To install sections of rail that contain insulated joints.
B.
The short section of rail to be cut in shall be at least 19 feet long and of the same
weight, size, section, and class of rail being replaced or joined.
C.
Before cutting out rail in CWR, prevent remaining CWR from further movement by
applying anchors. After cutting CWR, use rail expander/puller or other means to
prevent rail movement.
D.
The ends of the short rail section and the CWR shall be sawed or abrasive cut.
E.
Follow procedures specified for completing field welding by thermite process.
F.
When repairing defective rail or weld, new rail shall be the same length as rail
being replaced.
FINAL TESTING:
A.
After the Design Builder has completed installation and tested the track for
compliance with requirements, Long Island Rail Road will perform final testing of
the trackwork installation.
END OF SECTION
LIRR Morris Park C6168-2-23-A
Jacobs
Final Design
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Trackwork
October 14, 2016