Rail Transit Track Inspection Practices (2013)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

46 Item 3—Variation in alignment with a 31-foot cord in tan- gent: The same principles apply as in Item 2, but using a 31-foot cord instead of a 62-foot cord. (Note that some agencies do not use a 31-foot cord on curves; also note that the middle ordinate offset for a 62-foot cord is not one-half for a 31-foot cord but one-fourth. For example, if a middle ordinate offset of 4 inches is recorded for a 62-foot cord, then for a 31-foot cord it would be 1 inch.) Item 2—Variation in alignment for 62-foot cord on tangent (straight) track: Any given 62 feet of track may not have more than the middle offset measurement in the table. During manual measuring, a 62-foot piece of string is used and pulled taut with each end held against the gage face of one running rail. The measurement (offset) that is recorded in the middle of the string is the measurement that is applied to the table, giving the maxi- mum speed that a train may operate. This measurement is also to be considered under load and any obvious movement must be added to the actual measurement. Geometry cars typically do not apply enough loads to represent the transit vehicle. GRMS can be programmed to apply to any given load. APPENDIX F Explanation of Standards This section offers a discussion that explains the aspects of track safety. It is based on certain parameters that can affect the safe passage of trains. The basic format was developed by the FRA and titled 213 Track Safety Standards. Freight and passenger systems have used this format and applied their own mainte- nance standards based on a particular maximum speed. Item 1—Variation from standard gage: Gage is the distance between the two rails measured ? inch below the top of rail. Tran- sits with a ¾-inch wheel flange typically measure ¼ to 5⁄8 inch below the top of rail. This measurement is considered to be under load, and if obvious movement is observed it must be added to the static measurement. Gage Restraint Measuring Systems (GRMS) will apply a given load based on the vehicle “crush” load and apply that to both rails, then record the gage. Typically, geometry cars are not considered to be GRMS, although some, such as the FRA geometry car, may be. Item 4—High water: This item expresses that when ground water reaches a certain elevation with respect to the rail, action should be taken. Note that FRA has no criteria for this. Item 5—Runoff in 31 feet: During maintenance activities, it may be necessary to adjust the elevation of the track to cor- rect defects or simply to smooth out the profile. When these activities are completed, the track must be gradually transi- tioned back to the original elevation. This criterion expresses the maximum transition in 31 feet to accomplish that activity based on a particular speed. Item 6—Surface deviation in 62 feet: The same concept applies in horizontal alignment as it does in these criteria for

47 Maximum ties in a row vertical alignment. Any given 62 feet of track may not experi- ence more than the allowable “dip” or “hump” in the track. The 62-foot string line is stretched on top of the rail to obtain this measurement recorded at the 31-foot mark. Item 7—Surface deviation in 31 feet: The same concept applies as in Item 6 but with the use of a 31-foot string. The middle measurement at 15 feet 6 inches is used to apply to the table. Note that FRA has no criteria for this. Item 8—Deviation from zero cross level in 62 feet: This criterion applies to tangent track that should have zero cross level. (Cross level is the difference between the two rails.) This is considered to apply to any given 62 feet of track, not each 62 feet of track. The table expresses the maximum change from zero cross level that any given 62 feet of track may experience. Item 9—Deviation from theoretical cross level in a 62-foot cord in spirals: This applies to the change in cross level or super elevation in a spiral. It applies to the theoretical change in eleva- tion to achieve full super elevation prior to entering the full body of the curve. The spiral has an increasing radius, whereas the curve has a constant radius. As an example: A 2,865-foot radius curve (2°) would have a 2-inch offset for a 62-foot cord. For a 31-foot cord, it should be ½-inch offset (one-fourth of the mea- surement, not one-half). Item 10—Warp (twist) in 62 feet: This is similar to item 8; however it pertains to the difference or change in cross level measurements in any given 62 feet. A track could experience a ½-inch cross level and 62 feet away it might be ½ inch the other way, which would be a combined 1-inch warp. This is an important measurement, since it is reflected in rider comfort when a train experiences side movement. At higher rates of speed, warp may cause “wheel lift off” or harmonics resulting in a possible derailment. Item 11—Warp (twist) in 31 feet: This is the same applica- tion as in item 10, however using 31 feet for the application. Item 12—Non-defective ties or fasteners in 39 feet: This is the number of good ties (non-defective) in a given piece of track. Agency C uses the number of good ties or fasteners in 62 feet of track. Item 13—Non-defective ties in 39 feet for curves greater than 2°: This is the same as item 12 except this applies to curves. Item 14—Maximum defective ties or fasteners in a row for curves with greater than a 2,000-foot radius: This is self- explanatory. Note that FRA has no criteria for this item. Item 15—Maximum defective ties or fasteners in a row for curves with 1,000 to 2,000-foot radii: This is self-explanatory. Note that FRA has no criteria for this item. Item 16—Maximum defective ties or fasteners in a row for curves with less than 1,000 foot radius: This is self-explanatory. Note that FRA has no criteria for this item. Item 17—Quarter-cracked joint bars with loose bolts: A quarter crack is a crack in one of the joint bars between the sec- ond and third holes in a four-hole joint bar, or between the third and fourth holes on a six-hole joint bar. Item 18—Center-cracked joint bars: This refers to a crack in a joint bar between the middle holes where the two rail ends come together.

48 Item 22—Number of ties within 24 inches of the center of a joint: There must be at least one good tie within 2 feet of the rails coming together. This distance is measured from the center of the joint to the center of the tie. Item 23—Reconfiguring joint bars with a torch: If a joint bar needs to be trimmed or the hole in a joint bar made larger, it is permitted for Class 1 & 2 (30 mph) by APTA and Classes 1 & 2 (25 mph) by FRA. Item 24—Tread mismatch: When two rails are joined together, if there is a difference in elevation creating a “step,” then this item applies. Item 25—Gage face mismatch: The same principles apply as in item 24 but on the gage face of the rail, which creates a blunt end for the flange of the wheel to contact. Item 19—Fewer than two bolts per rail for Classes 2–5 and one bolt per rail for Class 1: Each joint must be held tightly together using at least four bolts for Classes 2–5 (two per rail) or two bolts for Class 1 one per rail) in order to comply with this standard. The bolts counted must be tight and secure. Item 20—In CWR, at least two bolts per rail: This is similar to item 19 except that there is no distinction for class of track. Item 21—Torch-cut holes or torch-cut rail: This is self- explanatory. Note that both APTA and FRA permit torch cutting for Class 1 track (speeds 15 mph for APTA and 10 mph for FRA). Item 27—Restraining rail flangeway: This is the minimum distance between the gage face of the running rail and the back side of the restraining rail (guard rail). Item 28—Double guard face gage with restraining rail on both rails: This is a maximum distance measured between both guard faces (from inside to inside). This can be a major factor with different wheel gages. Item 29—Frog flangeways: The minimum distance between gage line and guard face of the frog creates the flangeway. Item 30—Minimum flangeway depth in a frog: This measure- ment is taken from the tread surface to the bottom of the flange- way in a frog. Item 31—Tread wear on frog: This is the same as top wear on rail. The actual measurement is subtracted from the measure- ment as it was when new to give the wear measurement. Typi- cally, the wing rails are not worn at the frog point and can be used as a surface to measure wear with a straight edge. Item 26—Rail end batter: This is similar to item 25. The dif- ference is how much the end of one rail is worn compared to the wear measurement 18 inches from the end of the rail. Typically, both ends where the rails are joined are worn to the same degree, creating a “speed bump” at the joint.

49 Item 37—Frequency of rail flaw detection testing on main- line: APTA has requirements for this and the FRA applies this criteria to freight railroads based on MGT’s (million gross tons) and passenger Class 3. All (100%) of the transit agencies sur- veyed utilize a rail flaw detection vehicle with frequencies rang- ing from six times per year to every two years. Item 38—Rail wear limits: Neither FRA or APTA have criteria for this. AREMA has recommended practices pertaining to maxi- mum wear limits on the rail. Item 32—Guard check gage: This is a measurement from the gage face of the frog to the guard face of the opposing guardrail. This is a minimum measurement. If this measurement is less than the criteria, then there is an opportunity for the wheel oper- ating over the frog to hit the point of the frog or traverse in the wrong direction, causing a derailment. Item 33—Guard face gage: This is a measurement taken from the guarding face of the guard rail to the guarding face of the frog. In slang terms, it is called the back-to-back gage. This is a maximum dimension so that the back sides of both wheels do not come in contact with the guarding faces at the same time. Item 34—Frequency of high rail or walking inspection on mainline and siding: This is self-explanatory. APTA has some criteria on this activity. The range reported by transit agencies varies from twice weekly to monthly. The FRA requires a mini- mum frequency of once per week for speeds up to 60 mph and twice per week for speeds higher than 60 mph. Item 35—Frequency of gage restraint testing on mainline: See definition of GRMS under Item 1. Note that the FRA (§213.110. (o). (1)) requires that a GRMS check is done annu- ally on passenger systems traveling greater than 30 mph. APTA has no criteria for this item. Item 36—Frequency of geometry car testing on mainline: Both APTA and FRA offer safety standards for this item. Item 39—Continuous Welded Rail (CWR) plan (yes) or (No): A CWR plan encompasses a wide range of standards that each railroad must adhere to. Each railroad should produce a CWR plan according to APTA, and if under FRA jurisdiction should have submitted it to the FRA by October of 2009. According to the survey, 65% of transit agencies have a CWR plan but they may not follow the requirements of FRA. When question- ing different transit professionals, it was determined that each

50 – Establishing a range that causes buckling. – In formulating the procedure the owner shall deter- mine duration of speed restriction based on sufficient stabilization. – Taking into consideration the type of crossties. • Procedure for physical inspection to determine potential track buckles. • Locations where tight or kinky rail will occur. • Determine areas prone to buckles and pull-aparts. • Recently performed track work • In formulating the procedure, owner shall specify the timing of inspection and specify remedial action taken. • Owner must have a comprehensive training program with written procedures and provisions for annual re-training. The program shall be available to FRA upon request. • Owner shall have accurate recordkeeping requirements and a history of all track built with CWR. At a minimum, records must include: – Rail temperature, location, and date of CWR installation retained for at least one year – Records of any non-conformance with the procedures. agency’s definition was different and not that of the FRA. The FRA requires that at a minimum the following be addressed: • Installation, adjustment, maintenance, and inspection of CWR and CWR joints • A training program for application of procedures • Designation of a desired rail temperature (DRT) and a de-stressing procedure to obtain DRT • Rail anchoring or fastener requirements to restrain the rail from movement, especially around bridges • Specific procedures for maintaining the DRT during rail cutting, welding rail, and buckles and pull-aparts with exist- ing temperature so that: – When rail is removed; the installed rail length is calculated using the DRT. – Under NO circumstances shall rail be added when rail temperature is below the DRT. • A procedure for adjusting CWR on curves • Procedures which control train speed when: – Any work disturbs the roadbed or ballast that will reduce the longitudinal or lateral restraint.

Abbreviations used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACI–NA Airports Council International–North America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation