25 cm thick rubble layer.
1.
Introduction
To be carried out based on grading and most quality testing as stipulated in the revised
European standard for type EN-13450 rubble layer.
2.
Production
The aggregate is a product of an entirely natural-occurring substance without blending raw materials from various geological sources.
3.
Physical and mineralogical properties of a rock for aggregate production
The rocks from which the aggregate will be produced must meet the requirements outlined in the following tables:
Property Testing method
Specific
Gravity
(simulated)
Bulk specific gravity
Specific
Gravity
(actual)
Apparent specific gravity
Water
Absorption
NB
13.2021
1/0/195
Unconfined compressive stress
Mineralogical restrictions
EN 1097-
6: 2000
Annex B
ASTM
D2166-00
Dolomite/chalky
Dolomite
More than 2.72 grams/cm grams/cm
Kg/cm 3
3
More than 2.65
3
Less than 1.5%
More than 800
Basalt
Over 2.85 grams/cm 3
More than gra
2.65 ms/cm 3
Granite
More than
2.80 grams/cm 3
More than
2.68% grams/cm 3
Min. number of tests
Based on table 3
Less than
2%
Over 1000
Kg/cm 3
Less than
1%
More than
1000
Kg/cm 3
EN-932-3
When required
When required
Mineral Dolomite content CaMg
(Co3)2 over 25%
EN-932-3

General physical and mineral properties of rock for aggregate production carried out as preliminary tests (patrographic screening according to 1997: EN932-3 by a certified quarry geologist with a proven record in Israel and abroad).
Property Basalt Granite Dolomite/chalky
Dolomite
Non-existent Test carried out Non-existent Sonnenbrand
Sunburn test
Shade Dark grey Dark grey to black Bright grey to pink for granite. Brown to quartz porphyry ball
Texture Moderate to thin granules, free of any small pores, and lamination free.
Unfossilized. free of psueobarcasian texture. Minimal calcite fiber
The rock will not be vesicular, not contain large granules, and have no signs of exfoliation.
The rock will not contain large crystals or weathering crusts.
In one type of rock the minerals will be evenly dispersed, without lamination
Allowable
Production Method
Excavation from open excavation walls only
Compilation and excavation from open walls
Excavation from excavation wall, free of worn-out material

51.08
Laying down type 60 railing– UIC on columns or concrete plates
Laying down type 60 railing– UIC over concrete sleepers
A.
Overview
The entire railing structures, including sleepers and accessories (other than armatures) will be supplied by Israel Railways on site. (The contractor is liable for cost and unloading).
The railings are of UIC-60 type, the same type supplied to Israel Railways.
Special consideration should be made for maintaining the technical condition of the railings and to prevent any potential damage that may occur by overloading, transporting, storing and any work done on the rails.
Rail-specific tongs should be used on the railings, as approved by Israel Railways for working on the railings. The railings should be carefully fitted and not dropped down in when storing them or placing them down. They must be repositioned if they are fitted too tightly in the center (positioning them horizontally and not diagonally). The railings should be positioned one next to the other on top of the surface. In addition, lifting the railings up separates each board from the other by four meters, keeping the external boards at a distance of 1-1.5 meters away from the edge of the railing between each
"level". Belts should only be used for conveying the railings. Chains with round links should never be considered for this purpose.
B.
The contractor's working method
The railings will be laid over the ledges or the pillars by means of appropriate lifting equipment approved by Israel Railways. There are no distributors in this line of work.
The contractor's work will include welding.
C.
Placing the rails
The rails will be placed either over the ledges, the columns or the concrete plates. The gaps between the ledges will be as indicated in the plans or as the supervisor determines for each separate section. The fastening of the bolts will be carried out in a controlled torque and by means of screwing machines equipped with a moment gauge.
The closing torque will be at a range of 230-250 Newton-meter.
At the crescents, the contractor will cut down with a disc saw the internal stripes with respect to the horizontal radii in the internal stripe (making the connection between the two rails of one side of the rail directly opposite the connection of the two rails on the opposite side of the track).

When using connection suspensions: The holes for the bolts of the connection suspensions on the rail ends are normally located 21 cm away from the edge of the rail.
If, as a result of rail friction or any other reason the hole is at a distance less than 15 cm away, the contractor will cut off the edge of the rail (with the hole) with a disc saw and drill instead a new hole 28cm in diameter and 21 cm away from the edge of the shortened rail edge.
The positioning of the rail, as already described, will be carried out with a high level of accuracy that ensures its position (see measurements and deviations).
The rails are to be connected to the ledges, the columns or the concrete plates based on the design specifications. It should be noted that the connection to the columns and the concrete plates includes drilling, supply, and an anchor installation with a screw-nut, as well as grouting between the head of the column and the base of the plate.
D.
Preliminary acceptance of the top structure
The initial assignment of the project will be given after the rail sections have been connected to each other by means of connection racks. Israel Railways representatives jointly running the project are:
 Infrastructure maintenance division
 The national division for rails maintenance
 The communications division
 The traffic division
The contractor will take measurements and submit for the supervisor's approval a list of coordinates and track elevations, in a format accepted by the supervisor. The supervisor will compare the data for such a list with the implementation plans and the theoretical track specifications according to which the contractor had to place the top structure.
The geometrical condition of the track (the deviations in the gap between the two rails, relative height between the rails, the bending and the deviations at the rails level relative to the base, line will be measured by a representative from the engineering department. The findings are to be analyzed based on the acceptable criteria for rail maintenance. The gaps between the ledges will also be looked into.
Locations with accompanying rails will have to stand by the permitted deviations regarding gaps between accompanying rails and track rails. Israel Railways' representatives, through the inspector, are authorized to ask for any document that indicates the quality of the work done, the implementation of repeated measurements for review and appropriate corrections made.
The project is to be initially and provisionally accepted after all the flaws have been corrected and approved by the inspector and Israel Railways' representatives. The inspector has the authority to set the timetable for carrying out the repairs in line with the required repeated work.
E.
Ledges

The ledges are made of locally-produced concrete according to Israel Railways specification. They will be placed over the rubble layer as specified.
F.
Measurements and permitted deviations
1.
The rail's width
Standard rail width:
Permitted deviation:
1435 mm about 2mm
The most change allowed along the rail width: 1mm along 1m.
2.
The rail's position
The position of the rail axis: curved beginning and ending and strait lines of about 300m are to be outlined from polygons at an accuracy of about 20mm.
The axis point that will be outlined from the polygon will be used as a base for outlining the strait and curved lines.
The maximum permitted deviation
From base line in a strait section: about 2 mm.
Maximum change allowed on site: 2 mm along 20 m.
Application (curved bending and passing): about 2 mm.
Maximum change allowed on arch: 2mm along 10m.
The arch deviation will be based on the difference between the measured arrow by using a 10m long string (having a radius smaller than 250m: a 5 m long string at the center) and the appropriate theoretical arrow. The maximum permitted deviation on rail axis location is relative to the calculated delineation according to coordinates.
3.
Distance between ledges
The distance between the ledges axes:
Maximum deviation allowed:
58 cm (IR decision) about 20 mm
On the arcs, the distance between the axes of the ledges will be measured below the external rail and the arrangement of the ledges will be radial.
4.
The rail joints' position:
The joints between the rails will run along a perpendicular line across the rail axis (joint against joint). Over the arches, the joints will run on the radial line.

Maximum deviation allowed: about 10 mm in the strait section and 30 mm around curves. Rail joints will not be allowed in the connection point between a straight line and the arch – not even 1.5m from any side of such point.
G.
Measurement and payment
The placing of the rails will be measured for pricing purposes as outlined in the sections describing quantities. The price includes the entire details of the above specifications as well as the entire materials, equipment, and work needed to perfectly place the rails according to the plans and the specification. The price does not include rubble, and as already mentioned, it does not include any rail material.
All costs associated with preparation, planning, coordination, getting approvals, maintenance, and restoring the storage area, are included with the various departments in the quantities' report.
Placing ledges
The contractor will place the ledges over the rubble infrastructure. The gaps between the ledges are to be as indicated in the plans or as set by the supervisor for each separate section. For deviations, see the above section.
Welds
A.
Welding rails by means of the thermal method
1.
General
1.1
Requirements from the company
Installing a quality assurance system to ensure the quality of each welding portions. The company's quality assurance system will also include the following tests:
1.1.1
Testing the chemical composition of raw materials.
1.1.2
Testing the welding strength.
1.1.3
Rapture tests by loading and immersion at the rapture point.
The company responsible for this specification is a welding technology thermal manufacturer as suggested by the contractor.
1.2
Welding quality requirements
1.2.1
The welds will not have any apparent flaws of any kind.
1.2.2
The welds' chemical composition has to comply with the chemical composition requirements of the actual rail based on EN 13674-1 standard.

1.2.3
The micro-structure of the welding area must be perlit.
1.2.4
The macro-structure of the welding area must be clear of any metal contaminant and of any flaw in discontinuity.
1.2.5
The toughness of the welding area has to comply with the table requirements that follow.
1.2.6
The difference between the toughness around the welding area and on the rail will exceed 20%.
1.2.7
The fracture load difference has to meet the table requirements that follow.
1.3 Requirements for welding approvals during the contract (tests without
demolitions)
1.3.1. An ultrasonic test – The welds will show no signs of pores or infiltration of sags, unless the small flaws register an amplitude of no more than 8 DB. (When the non-value level complies with the returning area of 2m 2 ).
Welds with a single flaw between 8-16 DB – A repeated test and IR's decision on the welding approval.
Welds with more than one flaw greater than 8DB – The welding is disqualified.
Over 16 DB – The welding is disqualified.
Cracks of lack of welding at any rate will not be allowed.
1.3.2 Geometric test – The weldings will meet the geometrical requirements outlined by this specification.
1.4 Disqualifying welds during the contract
Any welding that will not comply with the requirements of section C above will be disqualified.
In addition to section C above, any welding showing signs of "combustion", cracks, geometrical changes (bulges, pits, and insufficient material) around the welding area as opposed to the other rail areas will be disqualified based on the visual test alone, without having to carry out a geometric or ultrasonic test.

1.5 Tables
Minimum fracture load requirement:
Rail Type Fracture Load at welding area
54UIC (54E1)
60 UIC (60E1)
No less than 940 KN
No less than 1130 KN
One meter is provided for testing.
Pressure will be mounted on the center of the rail.
The pressure will be mounted on the rail head.
1.6 Harness of the welding area (hardness HB 5/570/10)
Steel Grade Hardness
Requirements
700 N/mm 2
900 N/mm 2
1100N/mm 2
230 about 20HB
275 about 20HB
335 about 20 HB
The test will be carried out over the rail head in the welding center, perpendicular to the rail's length axis.
2.
Technical Requirements
2.1
General
The rails slated for welding are of the following types: 54E1-UIC-54
(Type A 900, type A1100), -60E1-UIC-60 (Type A900), (1100) UIC 60
320 CR, U-50 (Types 700 and 900A) U-36, as well as crossing rails of various kinds.
The nominal rail width is 1435 mm.
This specification relates to rail weldings in a regular track, in distributors, and in installing insulating rails 3.6 m to 5.0 m long in existing lines inside the rail.

2.2
Welding portions
The contractor is obligated to supply a welding kit compatible for every welding he makes. To dispel any doubt, the contractor will supply all the material and means necessary to carry out the entire projects included in the quantities report and the technical specifications, including any welding works. The entire material and means mentioned above will be included in the quantities report section for each work separately.
2.3
Implementing welding and polishing
2.3.1
Completing the welding will be made by cutting the excess material over the rail head and polishing it up.
2.3.2
Roughly polish the welding without touching the rail head body.
2.3.3
Clean the welding from any sand or any waste by means of a blunt scalpel (not sharp). Be careful not to touch the rail or create grooves within the welding.
2.3.4
Polish the running surface of the rail head and the rail head sides by using a meter-long ruler.
The permitted deviations of the rail head: +0.3 mm
Over the raid head side:
-0.2 mm
+0.0 mm
-0.3 mm
2.3.5
Such deviations can be corrected by polishing the length that goes over deviation 500 times more from both sides.
2.3.6
Thoroughly clean the welding from any left over sand or mold particle. If required, do so from beneath the base rail.
2.3.7
For carrying out ultrasonic tests in welds, the contractor has to clean the rail in the welding area when completing his work, as outlined in the following breakdown:
A.
Base metals and rust should be cleared by at least 500 mm from both ends of the welding. Excess material caused by grinding the surface from the top mold should be removed.

B.
Excess welding should be cleared to the point of the casting line and be polished from both sides of the welding 100 mm from either end, until the rail is polished and clean steel free of rust or foreign agents is obtained.
2.3.8
Do not finish the work day without having completed the polishing in all welds carried out throughout that day.
Before leaving the welding area, do everything needed to return the track to its normal condition. Return the ledges from both sides of the welding to their places (if they were held back for the welding work). Tie the rails to the ledges and return the deck to its place. Fasten the ledges around the welding area in order to maintain the rail in order on all levels.
2.3.9
In special circumstances, when the contractor is required to weld rails placed outside of the track (on the track sides or between track rails), such rails will be placed by IR employees to enable the contractor to carry out any welds without having to shift the rails over a long distance. Before carrying out any welding work, the contractor will make the rails exactly overlap by using jacks and wedges.
2.4
General work conditions
To make the rails ready for normal welding, define appropriate parallel gaps between them, and carrying out welding work without interruption, the contractor will need to partially or fully remove ledges from their positions or to cut through rails. In case of moving ledges from their places, the contractor is responsible to put them back in their exact location. In any case, the welding areas must form between the ledges and by no means on top of them.
Cutting the rails will be carried out with a mechanical saw or with a disc.
We consider the rail cutting as an indispensable part of the welding and will not be paid for separately.
Opening the joints between rails and ledges for shifting the rails mandates their reclosing by the contractor, in a controlled fashion. For this purpose, the contractor will use a drill equipped with a torque gauge. The closing torque will operate at the rate of 230-250 Newtronsmeters.
The contractor will make sure not to remove any bolts from their dowels to prevent rubble or foreign objects from entering when screwing, which may cause the ledge to be "blasted" when the bolt is fastened. Any ledge damaged from this described instance will be replaced by the contractor at his expense.

At the end of the work day, the contractor has to collect all the connecting joints of the screws, the nuts, and the elastic rings. He has to connect each pair of suspenders by the two bolts (including the nuts and elastic rings), and to centralize the entire pairs of suspensions at the collection point determined by the supervisor. The contractor also has to clear up the area between the ledges on both sides of the welding from any kind of waste and replace the removed rubble for welding purposes back to its position. Do not discard any waste in the train area or the drainage tunnels next to the rails. Comment: The places that centralize the rails outside of the track will be given to the contractor without being connected with suspension joints.
In welding projects of rail sections placed over wooden ledges, the contractor will have to make sure not to burn the ledges or cause any other damage to them as a result of the heat and fire related to such process. The contractor will take any required measure and will have to repair at his expense.
A rail should be operational at the end of every work day without carrying out final polishing in all welding jobs. If the work is carried out at a section that does not need to be opened up for normal train traffic but for a working train and transporting mechanical equipment only, provisional polishing can be carried out temporarily with an accuracy of
1.0mm. The final polishing will be completed at a later date.
2.5
Welders' agreement
Welding the rails will only be carried out by certified welders by the company that developed the welding technology. Hiring such a welder requires another approval by the supervisor. There is no need to qualify the contractor's other employees if they only serve as assistants for the welding works. The contractor will not initiate the welding works as long as the welders were not qualified and the supervisor approves their qualification.
The contractor has to produce for the supervisor their qualification certificates in order to get his approval for their qualification. The certificates must include a welders' list detailing the practical experience in the field of each one of them.
2.6
Welding marking
Each welding job will be marked and numbered in a special code to better identify the welding area, its production year and the welder's identity. The marking will be made over a clean area over the rail, 50 cm away from the welding. It will be carried out by a water-resistant paint, which is also resistant to wear and tear, as well as scraping.
(such as Tambur's Polyor or a different kind approved by the supervisor).

The shade will be determined by the supervisor. The marking will be made based on the following example: 94, 95, C, 11, when:
"11" denotes the kilometers or the rail's distributor.
"C" denotes the welder's code.
"94" denotes the production year
"45" denotes the serial number of the welding (within the kilometer or the distributor ranges).
Each welding job will go through geometric and ultrasound tests by an authority on behalf of Israel Railways. The welds will be approved or disqualified based on the findings.
Markings of repeated welds will be carried out with these changes:
The letter "A" or "B" will be added to the normal marking (or different for each of the repeated welds). For example: Instead of a disqualified welding numbered 94, 95, C, 11, the two repeated welds will be marked as 11, C, 94, 95A accordingly.
In case of more repeated welding disqualifications, the new welding will be marked in the letters "C", "D","E" etc. accordingly.
2.7
Welding tests
The welds are required to pass the following tests:
A.
An ultrasound test – porosity and base-metal infiltration will not be accepted, unless the flaws are small enough for the amplitude picked up by the testing instrument will exceed 8DB (When the zero level is compatible with the returning area of 2 mm 2 ).
Fractures or lack of welding will be not allowed in any size and at any given rate. The ultrasound test will be carried out whenever possible, beginning on the day after the welding.
B.
Geometric test – The test will be carried out after the final polishing, by using a steel ruler 1 meter long and a gap gauge.
2.8
Disqualifying welds
Any welding that does not comply with the requirements outlined in section 1.7 above will be disqualified. In addition and despite of section 1.7 above, any welding displaying signs of "combustion", fractures of geometric changes (bulges, dents, and insufficient material) in the welding area compared to the other rail areas, will be disqualified based on the visual test alone, without having to conduct another geometric or ultrasound test.

2.9
Conducting repeated welds
If a specific welding did not comply with the specification requirements and its appendixes, and was subsequently disqualified by the supervisor, the contractor has to take the following steps:
The rail from both sides of the welding (at least 3 meters from both sides, meaning at least 6 meters overall) is to be cut off by the contractor with a mechanical saw, and will be approved and removed from the train area. The cuttings will only be made in the center of the gap between the two ledges.
Instead of this specific rail section, the contractor will insert a new rail section (provided by Israel Railways on site, and based on the contractor's requirements). The contractor will cut off the new rail to the appropriate measurement, taking into account the required gaps needed for the welds between the two rail sides and the existing rails. The contractor will implement these cuts based on the quality requirements detailed above.
If the repair was not properly carried out, a repeated repair will be made as follows: The rail will be cut off from both sides of the welds, at a distance of about 600 mm beyond each welding (the exact measurement will be determined by the fact that each cut will be made exactly between the distance of the two adjacent ledges). This way, a rail section of about 7.2 meters long goes out of the rail, and a new rail with an appropriate length replaces it.
The contractor will implement the repeated welds that are required of him by coordinating with the supervisor and at his own expense.
In any case, the contractor has to carry out the repeated welds within seven days of acceding to the supervisor's request.
2.10
The contractor's responsibility
The contractor is responsible for the quality of the welds, marking a period of one calendar year from the day of completing the work based on this contract.
If a flaw or any damage to the welding emerges, caused by inefficient welding (whether discovered or not by the contractor), the contractor will be liable to repair the flaw or the damage, and pay a compensation fee of NIS1000. The client can decide that repairing the flaw or the damage will be carried out by a different body. In such a case, the contractor is obligated to pay for compensation agreed in advance to the client at a contractual cost of two welds (index-linked to the contract) at an added cost of NIS1000.
2.11
Additional requirements
A.
Rail cuttings will only be carried out with a mechanical saw or a specific disc approved by the supervisor. The cut will be made

perpendicular to the rail, to prevent an uneven gap of two rails intended for welding.
B.
The contractor's quality assurance – The contractor will run his own quality assurance system on site, to ensure that the welds meet the geometric standards.
The contractor is liable to pay for any repeated test done by the authority, in line with its actual cost. Therefore, the contractor has to make sure he attained the necessary accuracy before he can confirm his readiness for the test.
3.
Registration and reporting
3.1
Administrating a report book
The contractor will run a report book on welds and tests. The book will indicate any welding words done on a specific section. The contractor has to fill in columns 0-5. Columns 6-18 will be filled in by the examiner following a welding test. A sample page from the book is outlined in appendix 3 A for this specification.
The book indicates entire kilometers. Specifications of two or more kilometers should not be indicated on the same page, but a specific kilometer can contain a number of pages.
In case of welding distributors, the welds for each distributor should be marked on a separate page and it should not contain other welding works.
3.2
Reports
At the end of each work day, the contractor will submit to the supervisor (personally or by fax) welding works already carried out
(pages of the report book).
C.
Welding done by the flash method
The flash method is an alternative to the welds. A technical description and requirements are outlined in appendix 1. The client gets to choose the alternative, after he proves his experience and the method's benefits.
D.
Special measurement methods
Each welding will be priced as a single unit. The cost includes all the material, equipment and labor needed for perfectly carrying out the welding, including molding and polishing done according to the specification and the supervisor's approval.
The contractor will not be paid separately for any extra work, security, storage, disconnecting and reconnecting rails,

unplanned waiting times, guarding equipment and installations from fire etc.
A distinction will not be made between the welding done on the rail and externally or between the existing rails.
E.
Special measurement methods
Each welding will be priced as a single unit. The cost includes all the material, equipment and labor needed for perfectly carrying out the welding, including molding and polishing done according to the specification and the supervisor's approval.
The contractor will not be paid separately for any extra work, security, storage, disconnecting and reconnecting rails, unplanned waiting times, guarding equipment and installations from fire etc.
A distinction will not be made between the welding done on the rail and externally or between the existing rails.