SECTION 19400 RAIL PART 1 - GENERAL 1.01 …...Section 19400 – Rail 19400-2 19400-6 04-04-11...

Section 19400 – Rail

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SECTION 19400

RAIL

PART 1 - GENERAL

1.01 INTRODUCTION

A. This Section specifies the furnishing, fabricating, treating, testing,inspecting, shipping, and delivering standard and high strength 115 RErail, precurved rail, and restraining rail.

B. The Supplier shall furnish all labor, tools, materials, equipment, facilitiesand transportation to supply and deliver rail.

C. All work shall be in accordance with AREMA Specifications except asmodified herein.

1.02 DEFINITIONS

A. The term “Contractor” and “Construction Manager” as used in thisSection shall mean the Houston Rapid Transit (HRT) Joint Venture.

B. The term “Supplier” shall mean the entity which that undertakes thefurnishing rail as specified in this Section.

C. The terms “Fabricator” or “Manufacturer” shall mean the entity thatmanufactures rail as specified in this Section.

1.03 RELATED WORK

A. Section 19415 Other Track Material

1.04 QUALITY CONTROL

Comply with the Supplier’s Quality Plan.

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Text Box

All references in these specifications to "Construction Manager", "HRT/Rapid Transit Joint Venture" and "Engineer" shall be defined as METRO for this contract.


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1.05 REFERENCED STANDARDS

A. Where a date is given for reference standards, the edition of that date shall be used. Where no date is given for reference standards, the latest edition in effect on the bid due date shall apply to the Work included in this Section.

B. Rail shall be in accordance with the American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual for Railway Engineering, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, except as modified herein.

1.06 SUBMITTALS

A. Submit the following to the Construction Manager, for review and approval, at least four weeks prior to the manufacture of rail: 1. Schedule showing dates of rail production, testing, inspection,

shipment, and final delivery. 2. A document explaining the Quality Control program of the

Manufacturer. 3. Testing facility information. 4. Description of the test method for verification of mechanical

properties to achieve the required rail hardness. 5. Manufacturing process. 6. Casting process. 7. Method used for hydrogen elimination. 8. Chemical composition of alloy high-strength rail, if to be supplied,

including the average Brinell hardness attained. 9. Ultrasonic testing work plan, method, equipment and records,

certification of testing personnel. Construction Manager approval of the ultrasonic instrumentation systems calibration will be based on the system's ability to repeatedly identify the known internal defects in the calibration reference rail. The Construction Manager shall be notified at least 72 hours in advance to witness each calibration.


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10. The method of handling, shipping, unloading and stacking rail.

B. Submit the following to the Construction Manager, for review and

approval, at least two weeks prior to delivery: 1. Result of rail steel chemical analysis. 2. Completed Rail Inspection Forms or equivalent. 3. Control cooling and heat treating process records. 4. Brinell hardness test reports.

PART 2 - PRODUCTS 2.01 MATERIALS

A. Provide new 115 RE rail in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 1 Design, Figure 4-1-1 115 RE Rail Section, subject to tolerances as specified in, and in accordance with, AREMA Chapter 4, Part 2 Specifications.

B. Provide standard and high strength rail as specified. C. High strength rail shall be head-hardened rail. Only one type of high

strength rail shall be used throughout the contract. D. Precurved rail for radii equal to or less than 300 ft. E. Restraining Rail for radii equal to or less than 300 ft. Restraining Rail shall

precurved and pre-drilled .

2.02 MANUFACTURE

A. Rail shall be manufactured in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.2 Manufacture.

B. The steel shall be made by one of the following processes: basic oxygen or

electric furnace. C. All rail shall be cast by continuous process.


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D. Sufficient discard shall be taken from blooms or ingots to ensure freedom

from injurious segregation and pipe.

2.03 CHEMICAL COMPOSITION AND MECHANICAL PROPERTIES

A. Chemical composition and mechanical properties of the rail shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.3 Chemical Composition and Mechanical Properties.

B. Surface hardness of the rail shall be as specified in Sub-Article 2.1.3.2

Surface Hardness, shall be within the limits found in the AREMA Rail Hardness Tables for the rail steel grade specified.

C. Internal hardness of the high strength rail shall be as specified in Sub-

Article 2.1.3.3 Internal Hardness of High-Strength Rail. D. Tensile properties of the rail shall be as specified in Sub-Article 2.1.3.4

Tensile Properties, for the rail steel grade specified.

2.04 PROPERTIES OF AREMA RAIL GRADES

A. Rail grades shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.4 Properties of AREMA Rail Grades.

B. Phosporous and sulfur contents specified in Table 4-2-1-4-1a

Product/Chemical Analysis Table for Standard Chemistry Rail Steel shall not be exceeded.

C. Minimum percent elongation in two inches specified in Table 4-2-1-4-1c

Tensile Properties Table for Standard Chemistry Rail Steel shall not be exceeded.

2.05 SECTION

A. Steel rail shall conform to rail section in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 1 Design, Section 1.1 Recommended Rail Sections, Figure 4-1-1 115 RE Rail Section.


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B. Tolerances on dimensions of the steel rails shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.5 Section, Table 4-2-2 Section Tolerances.

C. Restraining Rail shall be manufactured from head-hardened 115 RE Rail

by planing the base. Base planing shall provide a minimum clearance of one inch to the base of the running rail.

a. All restraining rails shall be drilled at ends for joint bars. Joints in

restraining rails shall be offset longitudinally from joints in the running rail by a minimum of 5 feet except where they connect to frog or crossing castings.

b. The minimum length of bolted restraining rail, except end

approach sections, shall be 21 feet.

c. Drawings shall be prepared for restraining rail to show complete details of the location of rail fasteners beneath the assembled restraining rail and running rail. The shop drawings shall show the spacing of the restraining rail separator blocks. Separator blocks shall be located not to exceed 54 inches center-to-center, and shall not create interference between the separator block bolts and the spring clips on the rail fastener assemblies. Running rails and restraining rails shall be furnished in lengths such that separator blocks will not be located within 6 inches of a field weld in the running rail and that field welded joints in the running rail will not be located at rail fastener locations.

d. Separator blocks and associated appurtenances shall be in

accordance with Section 19415 Other Track Materials. e. Requirements for the location of restraining rail are found in

Section 19440 General Track Construction.

2.06 BRANDING AND STAMPING

Branding and Stamping shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.6 Branding and Stamping.

2.07 HYDROGEN ELIMINATION


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Hydrogen elimination shall be in accordance with the AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.7 Hydrogen Elimination, and Article 2.1.18 Appendix 1.

2.08 ULTRASONIC TESTING

A. Ultrasonic testing shall be in accordance with the AREMA Manual,

Volume 1 Track, Chapter 4 Rail , Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.8 Ultrasonic Testing.

B. All rails shall be ultrasonically tested by a computerized in-line unit.

2.09 INTERIOR CONDITION/MACROETCH STANDARDS

A. Interior condition/Macroetch standards shall be in accordance with the

AREMA Manual, Volume 1 Track, Chapter 4 Rail , Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.9 Interior Condition/Macroetch Standards.

2.10 SURFACE CLASSIFICATION

A. Surface classification shall be in accordance with the AREMA Manual,

Volume 1 Track, Chapter 4 Rail , Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.10 Surface Classification.

2.11 LENGTH

A. Lengths shall be in accordance with AREMA Manual, Volume 1 Track,

Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.11 Length, except as amended herein.

B. The standard rail length shall be 80 feet.

2.12 WORKMANSHIP

A. Workmanship shall be in accordance with AREMA Manual Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.13 Workmanship, except as modified below.

B. Precurved Rail

1. Pre-curve rail used for track curves having less than

300-foot radius for continuously welded rail (CWR).


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2. Pre-curved rail may be cropped at 36-foot lengths at

no additional cost. 3. All rails shall be straight before pre-curving. 4. Uniformly curve rail, such that the deviation of the

interior mid-ordinate offset from the theoretical offset is within the tolerances for straight rail using the appropriate chord distance required by the straight rail Specification. Pre-curved rail bases shall be level when laid out on a flat surface and distortion to laying flat in pre-curved rail base will not be acceptable.

5. Curved rails shall be pre-curved in the shop by either

gag press or roller bending methods. 6. Identify pre-curved rail with painted identity

numbering per approved Shop Drawing code at the end of each rail, and paint identity numbers so that they are visible from both the top and the side of the rails.

2.13 ACCEPTANCE

A. Acceptance shall be in accordance with AREMA Manual, Volume 1 Track,

Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.14 Acceptance.

B. Rail which does not comply with the accepatance criteria or which, not

withstanding tests, inspection or acceptance at any previous time or location, is found to contain deficiencies, will be rejected.

C. The Construction Manager will have authority to reject any material, work

in progress or finished work that fails to meet the requirements of these Specifications, and will have authority to specify corrective work necessary to meet the requirements.

2.15 MARKINGS

A. Markings shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.15 Markings.


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PART 3 - EXECUTION 3.01 QUALITY ASSURANCE

A. The Supplier shall have in effect a recognized quality control program.

This program shall be submitted to the Construction Manager for review and approval.

B. All testing and inspection shall be at the expense of the Supplier, and may

be performed at the Manufacturer’s facility. In any case, the testing facility shall meet the requirements of AREMA and shall be approved by the Construction Manager.

3.03 INSPECTION

A. Provide the Construction Manager free entry at all times to the Supplier's shop to inspect the processing and manufacture of rail while work on this contract is being performed. Have the Supplier, at no additional cost to HRT or METRO, provide the Construction Manager with all labor, machinery, material, tools and equipment necessary to inspect test specimens to satisfy the Construction Manager that the rail is being furnished in accordance with this Specification. Perform all rail tests and inspections at the shop and provide certified test results for all chemical, physical and mechanical tests prior to shipment at no additional cost to HRT or METRO.

B. Schedule in-shop inspections at a time agreeable to the Construction

Manager. Provide the inspection schedule to the Construction Manager at least 30 days in advance of the initial in-shop inspection and 10 days in advance for subsequent in-shop inspections.

C. The Supplier shall furnish to the Construction Manager computerized rail

inspection reports.

3.04 LOADING

A. Loading shall be in accordance with AREMA Manual, Volume 1 Track, Chapter 4 Rail, Part 2 Specifications, Section 2.1 Specifications for Steel Rails, Article 2.1.16 Loading.


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3.05 STORAGE AND HANDLING

A. Stack rail for easy handling and maintain cleanliness for visual inspection. Protect rail ends from physical damage after fabrication. Rails shall not be stored in direct contact with the ground surface. All rail shall be supported by an approved wood or plastic dunnage material. Adequate space between layers of rail shall be maintained to provide free air circulation.

B. Stacking of rails shall be done in such a way as to prevent sagging.

END OF SECTION 19400

Section 19440 – General Track Construction

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SECTION 19440

GENERAL TRACK CONSTRUCTION

PART 1 - GENERAL

1.01 DESCRIPTION

A. This section specifies general track construction which consists of the mainline and yard trackwork requirements that are common to standard direct fixation track, ballasted track, embedded/paved track, special trackwork, and track appurtenances, including rail welding, laying CWR, anchoring rail, final alignment and site cleaning.

1.02 REFERENCE STANDARDS

A. Where a date is given for reference standards, the edition of that date shall be used. Where no date is given for reference standards, the latest edition in effect on the bid due date shall apply to the Work included in this Section.

B. American Railway Engineering and Maintenance-of-Way-Association (AREMA):

1. AREMA Manual for Railway Engineering (Manual)

2. AREMA Portfolio of Trackwork Plans (Portfolio)

3. AREMA Communications and Signal Manual (C&S Manual)

C. ASTM International (formerly known as American Society for Testing and Materials) (ASTM):

D1784 Standard Specification for Rigid Poly(Vinyl Chloride) (PVC) Compounds and Chlorinated Poly(Vinyl Chloride) (CPVC) Compounds

D1785 Standard Specification for Poly(Vinyl Chloride) (PVC) Plastic Pipe, Schedules 40, 80, and 120

D3786 Standard Test Method for Hydraulic Bursting Strength of Textile Fabrics-Diaphragm Bursting Strength Test Method

D4491 Standard Test Methods for Water Permeability of Geotextiles by Permittivity

D4533 Standard Test Method for Trapezoid Tearing Strength of Geotextiles


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D4632 Standard Test Method for Grab Breaking Load and Elongation of Geotextiles

D4751 Standard Test Method for Determining Apparent Opening Size of a Geotextile

D4833 Standard Test Method for Index Puncture Resistance of Geotextiles, Geomembranes, and Related Products

D5199 Standard Test Method for Measuring Nominal Thickness of Geosynthetics

E10 Standard Test Method for Brinell Hardness of Metallic Materials

G165 Standard Practice for Determining Rail-to-Earth Resistance

1.03 RELATED WORK

A. Section 19400 Rail

B. Section 19405 Special Trackwork Material

C. Section 19410 Ballast

D. Section 19412 Subballast

E. Section 19415 Other Track Material

F. Section 19436 Concrete Crossties

G. Section 19437 Special Trackwork Ties

H. Section 19475 Rail Welding

1.04 DEFINITIONS

A. Approach Slab: A reinforced concrete slab located at the interface of ballasted track with direct fixation track or embedded track to provide a transition of the track modulus between ballasted track construction and a type of track with significantly higher track modulus.

B. Ballast: An integral part of the track structure, generally composed of crushed stone in which ties are embedded. Track ballast includes ballast compacted beneath the ties, in the cribs between the ties, and in the ballast shoulders at the ends of the ties.


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C. Bumping Post: A device placed at the end of stub-end tracks to prevent a moving rail vehicle from inadvertently rolling off the end of the track.

D. Closure Rails: The rails between the parts of any special trackwork layout, such as the rails between the switch and the frog in a turnout; also the rails connecting the frogs of a crossing or of adjacent crossings, but not forming parts thereof.

E. Continuous Welded Rail (CWR): A number of rails welded together into a single length.

F. Crossing, Road: The intersection of one or more tracks and a street, road, or highway, at grade.

G. Crossing, Railroad: The intersection of two tracks, at grade, consisting of four frogs, also known as a ''diamond''.

H. Crosslevel: The difference in elevation of the tops of heads of opposite rails measured at right angles to the track alignment.

I. Crossover, Single: Two turnouts with the track between the frogs arranged to form a continuous passage between two nearby and generally parallel tracks.

J. Crossover, Double: Two crossovers which intersect between the connected tracks.

K. Crossover, Universal: Two single crossovers, one being right hand and the other left hand, joining two nearby parallel tracks. The two single crossovers are located in close proximity to one another and typically are operated by the same signal interlocking.

L. Dutchman: A short piece of running rail temporarily placed between the ends of two rails. A Dutchman is placed at the zero thermal stress length before the two rail ends are welded into CWR, to reduce the damage which would occur to the rail ends as a result of rail mounted track equipment passing over those ends.

M. Frog: A device used at the intersection of two running rails to provide support for wheel treads and passageways for their flanges, thus permitting wheels traversing either rail to cross the other.

N. Frog Number: The number used to designate the size of a frog, and being equal to one-half the cotangent of one-half the frog angle.

O. Grade Line: The line on the profile representing the top of the roadbed ready to receive the subballast at the intersection of the roadbed with a vertical plane through the track center line.


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P. Guard Rail: A rail or other device laid parallel with the running rails of a track to prevent wheels from being derailed; or to hold wheels in correct alignment to prevent their flanges from striking the points of frogs. A rail or other device laid parallel with the running rails of a track to keep derailed wheels adjacent to running rails.

Q. Inside Rail: On curved track, the rail closest to the curve center, the rail with the shorter radius. Sometimes referred to as the "low rail".

R. Joint Bar: A steel member, embodying beam-strength and stiffness in its structural shape and material; commonly used in pairs for the purpose of joining rail ends together, and holding them accurately, evenly, and firmly in position with reference to surface and gauge-side alignment.

S. Outside Rail: On curved track, the rail farthest from the curve center; the rail with the longer radius. Sometimes referred to as the "high rail".

T. Pocket Track: A track located between the two mainline tracks on which an out-of-service train may lay over or reverse direction.

U. Profile Grade Line (PGL): The datum line which defines the vertical alignment of the track, applied at the top of the low rail.

V. Rail Fastener - Ballasted Track: A resilient device used to secure the running rail to the concrete tie at the proper track gauge to provide proper vertical, lateral, and longitudinal restraint of the rail.

W. Rail Fastener -Direct Fixation Track: A resilient device used in track to secure the running rails to concrete on aerial structures and slab track at the proper gauge to provide proper vertical, lateral, and longitudinal restraint of the rail. Also known as direct fixation fasteners or DF fasteners.

X. Rail Joints: A fastening designed to unite the abutting ends of contiguous rails.

Y. Rail Joint, Insulated: A rail joint designed to arrest the flow of electric current from rail to rail by means of insulation so placed as to separate the rail ends and other metal parts connecting them. Commonly called insulated joints or ''IJ's''.

Z. Restraining Rail: A guard rail installed parallel and concentric with, and on the gauge side of the inside running rail of curved track, providing a flangeway of 1-7/8 inches. It extends into the tangent track on each end of the curve, bears against the back side of the wheels, and steers the inside wheels of each truck around the curve, thereby reducing the degree of contact of the leading outside wheel flange with the outside rail. It also reduces gauge wear on the outside running rail.


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AA. Roadbed: The foundation (prepared subgrade) on which the track structure consisting typically of subballast and ballast is placed.

BB. Special Trackwork: A generic term referring to turnouts, single and double crossovers, track crossings, and other such items.

CC. Standard Rail: A synonymous term to 115 RE rail.

DD. Stock Rail: A running rail against which a switch rail bears in a turnout.

EE. Stub-up: A conduit temporarily terminated in the roadbed for later use by signal, communication, or traction power installers.

FF. Subballast: A material which provides a semi-impervious layer between the finished subgrade of the roadbed and the ballast, to provide better drainage, and better distribute the load over the roadbed.

GG. Subgrade: The finished surface of the roadbed below the level of subballast or track slab.

HH. Superelevation: The vertical distance of the outer rail of a curve above the inner rail. It is provided to overcome or partially overcome the centrifugal forces due to curvature and speed. It is measured in inches, and is applied in 1/4 inch increments.

II. Switch, Point of: The tip of the tapered end of a switch rail; the end of a switch rail farthest from the frog or heel block.

JJ. Switch Point, Undercut: A switch point planed to mate with a stock rail having a planed undercut, in order to provide an effective point width of zero.

KK. Switch Rail (Switch Point): A planed, tapered, movable rail which mates with a stock rail to enable movement of a train from one track to another.

LL. Switch, Split: The common type of track switch consisting essentially of two planed, movable switch rails.

MM. Top of Rail (T/R): The top surface of the head of the running rail.

NN. Track, Ballasted: Track constructed of rails, crossties, and ballast. It is the predominant form of track constructed at-grade, but it is also used on short bridges.

OO. Track, Direct Fixation: Track constructed of rail and rail fasteners attached by means of anchor bolts to concrete, located on aerial structures and slab track.


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PP. Track, Embedded: Track constructed on a track slab and, except for the flangeways, embedded in asphalt, concrete, paving blocks, elastomeric grout, or other such material to the elevation of the top of rail.

QQ. Track, Gauge: The distance between the inside faces of running rails measured at a point 5/8 inch below the top of each running rail. Standard gauge: 4 feet 8-1/2 inches.

RR. Track, Mainline: A track designated by route name and direction, and which is for the purpose of carrying revenue passengers.

SS. Track, Secondary and Yard: Track constructed for the purpose of switching, storing, or maintaining rail vehicles or connecting such tracks to mainline tracks.

TT. Trackway: The foundation on which the track is constructed. It usually consists of an earthen roadbed, but it may also be one of the following: a concrete roadbed for support of direct fixation track or embedded track; a ballasted bridge deck (designed to receive ballast); or an aerial structure.

UU. Turnout: An arrangement of a switch and a frog with stock rails and closure rails, enabling rail vehicles to be diverted from one track to another.

VV. Turnout Number: The number corresponding to the number of the frog used in the turnout.

WW. Zero Thermal Stress: The state of uniform stress in CWR, while the rail is unrestrained and free to move longitudinally.

XX. For additional definitions, refer to AREMA Manual and Portfolio.

1.05 DOCUMENTATION

A. Test Reports: Maintain summaries of test results for field weld tests, Brinell Hardness Tests, insulated joint continuity tests, track geometry vehicle measurements, and any other periodic testing required by Contract.

B. Rail Laying Record: Maintain records in accordance with Article entitled “Laying Continuous Welded Rail,” herein.

C. Maintain Track-to-Earth Resistance and Rail Insulated Joint Testing Information


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1.06 QUALITY ASSURANCE

A. Comply with:

1. Codes and regulations of the jurisdictional authority.

2. AREMA Manual.

3. Contractor’s Quality Plan.

B. Employ personnel qualified by experience in conventional and Special Trackwork installation as foremen or leaders for Trackwork installation. Employ workers experienced in concrete construction for forming and pouring reinforced concrete track slabs, second pour concrete plinths and embedded track.

C. Use proper tools and equipment for track construction.

D. Use a qualified land surveyor registered in the State of Texas to establish and maintain alignment and elevation.

E. Isolation of running rail from the concrete invert is essential to contain the returning traction power current within running rails. Clean site of miscellaneous materials and contaminants such as moisture, dirt, debris and metallic wires and banding. Unkempt trackways will degrade the results of electrical testing specified elsewhere in these specifications. Where tracks will be constructed to connect to existing operating tracks and railroads, install two insulated joints at the connection point. Tracks shall remain electrically segregated until track under construction has passed the electrical isolation test or as directed by the Construction Manager.

F. Lubricate special trackwork with approved lubricants.

1.07 PRODUCT DELIVERY, STORAGE, AND HANDLING

Furnish materials required for track construction.

1.08 SURVEYING

A. Set monuments at all points as shown on the contract drawings.

B. Perform surveying required and assume full responsibility for all dimensions and elevations taken and the setting of lines and grades relating thereto.


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1.09 CONSTRUCTION EQUIPMENT

A. No excess load is permissible for ballast cars, tie cars, or the rail train, and all equipment loads shall conform to the loading requirements.

B. Oversize Equipment: Operate equipment only on parts of the system where clearances have been checked for the equipment, with the following restrictions:

1. Past station platforms: Stop clear of platforms, check clearances, then proceed at 10 mph or less, and be prepared to stop.

2. Under overpasses: Stop clear of structure, check clearance, then proceed at 10 mph or less, and be prepared to stop.

3. Tangents: Speed restricted to avoid excessive rocking.

4. Curves:

a. Track not at final alignment and superelevation: Proceed at speed of 10 mph or less, and be prepared to stop.

b. Track at final alignment and superelevation: Speed controlled to avoid excessive lean or rocking.

C. Equipment Condition:

1. Operate only equipment on the roadbed which is in good state of repair and with all safety appliances and protective devices in place and functioning.

2. Brakes shall be capable of stopping and holding equipment on a 6 percent grade. The Construction Manager may require braking demonstrations at any time, in any weather condition, and with any allowable load, to verify the safe operation of the equipment.

3. Rail-mounted equipment shall be provided with brakes, including trailers and push carts. Semi-permanently coupled units may be treated as a single braking system.

4. Rail-mounted equipment shall be provided with mechanical devices to permit the equipment to be securely anchored to the rails while unattended.

5. Rail wheels with flat spots whose length exceeds 8 percent of the wheel diameter are prohibited. Equipment with a wheel having a flat spot exceeding 5 percent of the wheel diameter is restricted to a maximum speed of 10 mph on aerial structures and ballasted deck bridges. Remove


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equipment with a wheel which develops a flat spot whose length exceeds 8 percent of the wheel diameter.

1.10 STRUCTURAL WEIGHT LIMITS AND CLEARANCES

A. For the purposes of this Article, structure shall be understood to mean any constructed element within the completed roadbed which may interfere with or obstruct the track construction, including bridges or aerial structures, station platforms or foundations, road crossing headers, manholes, foundations, and conduit terminations (stub-ups).

B. Roadbed Structural Capacity:

1. Aerial structures, ballasted deck bridges, culverts, and other structures under the roadbed are designed to support train loads applied through the track structure only, unless otherwise shown.

2. If any construction vehicles are to be moved across bridge structures, the move shall be approved by the Construction Manager, the Contractor shall submit calculations signed and sealed by a registered Professional Engineer in the State of Texas to indicate the developed stresses do not exceed those of the equivalent train load.

PART 2 - PRODUCTS

2.1 METAL TAGS

A. Provide anodized aluminum elevation identification tags stamped in 1/4 inch increments from zero superelevation to maximum superelevation to mark the superelevation on curved track. These tags shall be 1-1/4 inches wide by two inches long by 0.050 inch thick, and stamped with numerals 1/2 inch high.

B. Adhesive for Bonding Tags to Concrete: As proposed by the Contractor and approved by the Construction Manager.

2.2 RAIL

A. 115 RE section either standard or premium rail as specified in Section 19400 Rail.


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2.3 TIES

A. All ballasted track construction on main line, special trackwork, yard track and pocket tracks shall use concrete crossties.

B. Concrete crossties: 8 feet 3 inches in length unless specified elsewhere, and conforming to Section 19436 Concrete Crossties.

C. Concrete switch ties of varying lengths, and conforming to Section 19437 Special Trackwork Ties, and the Manufacturer’s shop drawings.

D. Concrete ties for at-grade road crossings shall be 10 feet in length, and conforming to Section 19437 Special Trackwork Ties, and the Manufacturer’s shop drawings.

2.4 NON-WOVEN FILTER FABRIC (GEOTEXTILE)

A. Geotextile fabric shall be non-woven polypropylene, Mirafi 1100N, or approved equivalent. The geotextile fabric shall have the following properties:

Property Acceptable Value, min.

Water Permeability (k) (ASTM D4491) 0.20 cm/sec

Thickness (ASTM D5199) 2.25 mm

Apparent Opening Size (U.S. Standard Sieve) (ASTM D4751)

100-120

Grab Strength, Ultimate (ASTM D4632)* 250 lbs.

Grab Elongation, Ultimate (ASTMD 4632)* 50%

Mullen Burst Strength (ASTM D3786) 450 psi

Puncture Strength (ASTM D4833) 120 lbs.

Trapezoidal Tear Strength (ASTM D4533) 100 lbs.

* Tests shall be run on wet samples soaked 24 hours in water at ambient temperature.


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2.5 BOLTED JOINTS

Joint bars, bolts, nuts and washers for bolted joints shall be suitable for the rail size indicated and conform to Section 19415 Other Track Materials. Provide 6-hole joint bars unless otherwise noted.

2.6 TRACK DRAIN AND TRACK UNDERDRAIN PIPE

1. All PVC Schedule 80 pipes shall be manufactured from a Type I, Grade 1 Polyvinyl Chloride (PVC) compound with a Cell Classification of 12454 per ASTM D1784.

2. The pipe shall be manufactured in strict compliance to ASTM D1785 for physical

dimensions and tolerances. Each production run of pipe manufactured in compliance to this standard, shall also meet or exceed the test requirements for materials, workmanship, burst pressure, flattening, and extrusion quality defined in ASTM D1785.

3. Product marking shall meet the requirements of ASTM D1785 and shall include: the manufacturer’s name (or the manufacturer’s trademark when privately labeled); the nominal pipe size; the material designation code; the pipe schedule and pressure rating in psi for water @ 73°F; the ASTM designation D1785; and the date and time of manufacture.

4. Perforations shall be 1/2 inch diameter holes at three inches on center and 60 degrees on each side of bottom centerline.

PART 3 - EXECUTION

3.01 TOOLS AND EQUIPMENT

A. Track gauge, flangeway width, curve radii, rail sections and special trackwork components are designed for light rail vehicle operation and are as specified herein and indicated on the plans. The width of flangeway for all frogs and frog guard rails shall be 1-7/8 inches. The Contractor's on-track equipment shall be modified, if required, to operate over this track without causing damage to the track structure, passenger station platforms, or other obstructions within the


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envelope of the Contractor’s equipment. Damages to the track structure shall be repaired by the Contractor.

B. Contractor's equipment shall not exceed the design loads shown in Figures 3.06-1 and 3.06-2 of this Section. Further information concerning vehicle characteristics will be provided upon request by the Contractor. Contractor shall verify that proposed equipment meets these requirements.

C. Rail trains shall be worked in an up-slope direction wherever possible to reduce the chances of runaway equipment.

D. Tools used in track construction shall conform to AREMA Specifications and Plans for Track Tools, or approved equal. All tools shall be calibrated as appropriate for use.


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3.02 NON-WOVEN FILTER FABRIC

A. Use non-woven material for subgrade stabilization at locations indicted on the Approved Drawings.

B. Install fabric in accordance with Manufacturer's installation instructions.


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3.03 GAUGE

A. Measure the track gauge between the inside faces of running rails measured at a point 5/8 inch below the top of each running rail.

B. Tangent and curved track above 300 foot radius shall have a gauge of 4 feet 8-1/2 inches. Curved track with less than 300 foot radius will widen incrementally from 4 feet 8-1/2 inches to 4 feet 8-3/4 inches.

C. Gauge widening shall be at a constant transition rate of 1/4 inch in a distance of 31 feet.

D. In spiraled curves, gauge widening shall be applied and removed within the length of the spirals. If the spiral is too short for full gauge widening to be accomplished at the rate of 1/4 inch in 31 feet, sufficient gauge widening shall be placed in the approach tangents to meet the rate of 1/4 inch in 31 feet.

E. For curves without spirals, full gauge widening shall be accomplished on the tangent in approach to the point of curve and removed following the point of tangent.

F. Special trackwork track gauge: 4 feet 8-1/2 inches.

G. Allowable gauge variation is listed in Table 19440-1.

3.04 ALIGNMENT

A. Alignment consists of a series of straight lengths of track referred to as tangents, connected by simple, compound or reverse curves, with or without spirals. Alignment is based upon centerline of track, and on tangent track is equidistant to the gauge sides of the running rails.

B. The track shall be constructed to the alignment and profile indicated on the plans, within the tolerances specified in Table 19440-1.

C. Alignment of curved track is based on centerline of track, with the gauge line of the low rail locate 2 feet 4-1/4 inches measured horizontally from the profile grade line in the plane of the rails. Measurements to gauge are at 5/8 inch below the top of the rail head. Gauge widening is obtained be offsetting the high rail.

D. Track alignment may use station equations.

E. Profile rail – The Contractor shall designate right or left rail, while facing the direction of increasing stationing, to control the grade of all tangent tracks. The low or inner rail on all curves shall be used to control grade.


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F. Line Rail – The Contractor shall designate right or left rail, while facing the

direction of increasing stationing, to control alignment of tangent tracks. On curves, the inside rail shall be designated the line rail.

3.05 SURVEYING REQUIREMENTS

A. Basic geometry data is indicated on the drawings. Verify layout information shown in relation to the existing METRO-provided monuments and existing structures before proceeding with layout of the actual work. As the work proceeds, check every major element of work for line. Bring discrepancies in location of structures to the attention of the Engineer before starting trackwork. Maintain an accurate surveyor's field book of such checks; make available for the Construction Manager's reference. Record any deviations which are accepted by the Construction Manager on the Record Drawings.

B. Furnish and place markers for the control points and reference points of the track centerlines, as indicated. Stake the centerlines at station platforms, grade crossings, and bridge structures for inspection by the Construction Manager.

C. Furnish the Construction Manager with a plan sheet showing the horizontal distance, azimuth, and angle from the control points indicated to the references indicated.

D. Maintain control points and reference points for the duration of the project.

3.06 SUPERELEVATION, SPIRALS, AND CURVATURE

A. Superelevation:

1. Superelevate track curves as indicated.

2. Maintain superelevation uniformly over the length of curve or as otherwise shown.

3. Superelevate the outer rail above the inner rail; install the inner rail at the required profile indicated.

4. Curves in yards shall be superelevated where practical. Minimum superelevation in yards shall be 1/4 inch.

5. Turnouts shall not be superelevated.


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B. Spirals: Establish the superelevation at the tangent-to-spiral point at zero and increase the superelevation uniformly through the length of the spiral to full elevation of the outer rail at the spiral-to-curve point. Install the spiral at the ends of simple curves and segments of compound curves as indicated.

C. Curves without spirals: the superelevation transition shall occur at a uniform rate. The transition shall be distributed with 1/3 in the circular curve and 2/3 in the tangent. The length of the transition shall be the greatest length obtained from the following formulae:

Lt = 1.17 Ea V

Lt = 1.22 Eu V

Lt = 33 Ea for V ≤ 50mph

Lt = 40 Ea for V > 50mph

Where:

Lt = length of transition in feet

Ea = actual superelevation for the circular curve in inches

Eu = unbalanced superelevation for the circular curve in inches

V = design speed in mph

D. Curvature: Curve information shall be as shown. Shop fabricated rail shall be marked by the Manufacturer for installation.

3.07 TRACK SURFACE

A. Track surface is the relationship of opposite rails to each other in profile and crosslevel:

1. Track profile is the running surface along the top of the grade rail.

2. The ideal surface is a uniform profile consisting of straight gradients connected by vertical curves, with zero crosslevel on tangents, and predetermined crosslevel on curves.

3. Do not raise the profile of track being surfaced above established grades.


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4. When surfacing or raising track, select one rail, usually the lower rail on curves and the line rail on tangents, as the grade rail. Bring the other rail to surface by adjusting the crosslevel as needed.

B. Rail Cant (Inclination):

1. Construct embedded mainline trackwork with 1:40 cant toward the track center and special trackwork with no rail cant.

3.08 RAIL

A. Refer to approved drawings in determining exact location and lengths of premium and standard rail, and for locations of restraining rail.

B. High strength running rail shall be installed under the following conditions:

1. On curves with a radius of 500 feet or less. High strength rail is to extend a minimum of ten feet onto the adjacent tangent.

2. On grades exceeding 5%.

3. Throughout the limits of special trackwork as shown on the contract drawings.

4. Make adjustments to the field welding procedure as required for the welding of high strength rail.

C. Precurved rails shall be installed in horizontal curves with radii equal to or

below 300 feet, or in vertical curves of equivalent radii less than 1,500 feet. Precurved rails shall extend a minimum of ten feet beyond the limits of the curve onto tangent track. Precurved running rail shall be installed in track and joined to CWR by field welding in accordance with Section 19475 Rail Welding. Make adjustments to the field welding procedure as required for the welding of high strength rail. Yard installations shall be jointed as specified herein.

D. Restraining rail shall be used on mainline tracks having a centerline radius of 300 feet or less.

1. The restraining will be attached to the inner running rail and provide a flangeway of 1 7/8 inches.

2. Restraining rail design shall comply with Section 19400 Rail and Section 19415 Other Track Material. The restraining rail shall be manufactured from 115RE rail, and fastened to the substrate and bolted to the running rail being served.


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3. The restraining rail shall extend a minimum of 7.5 feet onto tangent track at each end of the curve. This requirement shall apply to all mainline tracks. It shall apply all yard tracks except where insufficient distance exists between the end of the curve and special trackwork.

3.09 CUTTING AND DRILLING RAIL

A. Use only the following tools for cutting rail:

1. Rail saw

2. Abrasive cutting wheels

B. When jointed rail is called for or required, drill holes:

1. Drill new holes; do not punch, slot, or burn with a torch.

2. Holes in the ends of the rails for joint bar and restraining rail installation shall be located as indicated on the shop drawings, and shall be of the diameter required by the shop drawings.

3. Drill with the joint bars removed or before their application. Mark the location of the center of the hole, or drill through an approved template. Do not drill bolt holes using the joint bars as a template.

4. When bolt holes are drilled with a power track drill, maintain a uniform feeding pressure. Reduce pressure as the bit point breaks through the opposite side of the web. Do not force the drill.

5. Remove all rough edges from drilled rail holes.

6. Do not leave bolt holes in the ends of rail to be welded.

7. Reaming of under sized hole using a reamer specially made for rail and approved by the Construction Manager will be allowed. All other reaming or enlarging incorrectly drilled holes to allow joint bar bolts to be installed will not be permitted. Rejected holes shall be sawcut from the rail.

8. Torch cuts or blown holes will not be acceptable.

9. Rail strings having handling holes shall be cropped before welding to eliminate these holes.


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3.10 RAIL JOINTS

Installation of rail joint and bolt assemblies shall conform to AREMA and Section 19415 Other Track Materials, and shall be prepared and installed as follows:

A. Either weld or bond rail joints as indicated on the Contract Drawings.

B. Field weld rails in accordance with Section 19475 Rail Welding.

C. Install insulated joints in track that is in its final horizontal and vertical alignment, with ballast tamping completed.

D. The fishing area shall be cleaned of all mill scale, rust, and dirt by wire brushing, compressed air, solvents, or a combination of these or other methods.

E. After cleaning, as a protection against rust, all joint bars and the parts of rail covered by joint bars shall be painted with a metal preservative, NO- OX-ID “A-Special”, or approved equal.

F. Bolt Assembly Installation and Tightening:

1. Holes drilled for bolted joints shall conform to the AREMA Manual, Section 4.1.3 Rail Drillings, Bar Punchings, and Bolts. They shall be cylindrical, free from burrs, and with sharp edges removed. Templates that meet the hole tolerances specified shall be used for hole drilling.

2. Joint bars shall be installed with their full number of bolt assemblies unless otherwise noted.

3. Bars shall be properly seated on the rail and the bolts tightened beginning at the center of the joint and working toward the ends of the bars, alternating between rails.

4. Bolts used shall be of the proper diameter and length for the rail and joint

bars at the joint. The use of extra washers to shim out track bolt nuts is prohibited.

5. The nut is sufficiently tight when the spring washer is fully compressed

and closed flat against the joint bar.

G. Metal rail expansion shims shall be used when laying running rail. Shim design shall be subject to the approval of the Construction Manager. Wooden sticks


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shall not be acceptable. The Contractor shall have a large enough supply of each shim available to permit rail laying to progress without delay.

3.11 LAYING CONTINUOUS WELDED RAIL

A. Unload and lay CWR in a place and in a manner that prevents damage to the ties, rails, and structures.

B. Lay opposite CWR strings in a manner which results in a 10 foot minimum stagger of welds unless approved by the Construction Manager.

C. Make every effort to minimize or eliminate field cuts and field welds in CWR. Designate location in finished track by route name, stations of ends of rail string, and right or left rail as determined by facing in the direction of increasing stationing. Place all rail numbers on the same side of the CWR string.

D. Record the following information at the time of laying the rails on the crossties or DF plinth and again at the time of anchoring CWR. Maintain copies of this documentation as a permanent record.

1. Location by station, track designation, and rail.

2. Date and time.

3. Rail weight and section, mill brand, year rolled, and the heat number of the end rails in each CWR string.

4. Length of CWR string in feet.

5. The following temperatures, at the beginning of the activity and again at the end of the activity:

a) Ambient temperature.

b) Rail temperature.

6. Approximate weather conditions.

7. Adjustment applied (type and rail end movement).

E. Between the time of laying the rail (placement on the ties) and anchoring the rail, the Contractor shall monitor rail temperatures and adjust each Dutchman as required to avoid rail buckling or rail end batter


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3.12 RAIL TEMPERATURE

A. Determine rail temperature by means of an AREMA standard rail thermometer as specified in the AREMA Manual.

1. Place rail thermometers on the shaded side of the rail base next to the web and leave in place until no change in its reading is detected, but not less than five minutes.

2. Take rail temperature at the time of adjusting the gap between rail ends.

3.13 RAIL GAP

A. During rail laying below the indicated zero thermal stress temperature, determine the required gap between CWR strings and between CWR and bolted rail by using the equation:

G = (t - T) L K + Q

Where:

G = Required rail gap (inches).

t = Specified anchoring temperature in °F for type of track construction.

T = Actual rail temperature at time of laying in °F.

L = Length of rail in feet (one-half of the sum of lengths of the CWR string being laid and the preceding CWR string).

K = Coefficient of thermal expansion for rail steel (0.000078 inch per foot per °F).

Q = Rail gap as required by Manufacturers of field weld kit in inches. For bolted standard joints, Q equals 0.125 inch, and for bonded insulated joints, Q equals the end post thickness.

3.14 DUTCHMAN

A. Insert a Dutchman after the rail has been laid, equal in length to G minus 1/2 inch where G is determined by the formula above, to prevent damage to the rail ends during rail laying, ballasting, and other operations requiring passage of on-track equipment over the rail joints.

B. Do not insert a Dutchman if the calculated rail gap G is less than 1-1/2 inches.


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C. Remove the Dutchman prior to anchoring or when an increase of temperature results in a calculated closure of the rail gap.

D. Rail end batter in excess of 1/16 inch shall be removed by cutting out at least 15 feet of rail at the joint, replacing the joint with a plug rail, and field welding both ends. End batter repair by welding is not acceptable.

3.15 TEMPORARY FASTENING

A. Temporarily fasten track for use of on-track equipment.

B. Prior to equipment being placed on newly laid rail, secure the rail in a manner that will prevent damage to the CWR, rail fasteners, and other track materials.

C. Move equipment over newly laid rail in such a manner as to prevent damage to trackwork materials.

D. Temporarily fasten newly laid rail on ballasted track at not less than:

1. Every third tie on tangents and on curves having a radius greater than 1,900 feet.

2. Every other tie on curves having a radius of 1,900 feet or less.

E. Do not field weld or bond between contiguous CWR strings, if the combined string length will exceed 1600 feet, and between CWR strings and special trackwork units before the rail has been brought to final vertical and horizontal alignment, before the rail has been adjusted to the indicated zero thermal stress range, and before the rail has been fully fastened.

3.16 PERMANENT RAIL FASTENING

A. Adjust the CWR string lengths for the specified zero thermal stress temperature:

1. Adjust rail on DF bridges before adjusting ballasted track approaches. Anchor 300 track feet on each side at the temperature specified for DF track. When adjusting the approaches, unclip the 300 ballasted track feet up to the structure and adjust the ballasted track string to the appropriate temperature for ballasted track.

2. When closing on a fully anchored string, remove 300 feet of existing rail clips, readjust the existing string for temperature and refasten before executing the field weld.


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3. Fasten the CWR strings in a manner which ensures that there is no unfastened portion of rail greater than 100 feet in length between fastened portions of the same string.

4. When joining newly constructed track to existing track in operation, adjust the adjacent 300 track feet of the existing track for zero thermal stress temperature in conjunction with the de-stressing of the new track.

5. Obtain approval of the METRO's light rail operating department through the Construction Manager prior to de-stressing existing track in operation. De-stressing work of operating track shall not be scheduled during light rail transit (LRT) operating hours.

B. Vibrate the rail to relieve internal rail stresses and fully fasten the string. Record movement at quarter points and submit to the Construction Manager daily.

1. Use vibrators, approved by the Construction Manager, to relieve internal rail stresses.

2. Do not strike CWR with objects which might damage the rail surface.

3. Use approved rail heaters as required.

C. Temperature of a rail, when being fastened opposite a previously fastened rail, shall be within 5°F of the previously fastened rail's temperature at the time of its fastening.

D. Once the rail has been adjusted to achieve zero thermal stress at the specified temperature, maintain the correct rail gap until the rail is fully fastened.

3.17 ZERO THERMAL STRESS TEMPERATURE

A. Zero thermal stress temperature for direct fixation track shall be 90°F plus 10°F and minus 5°F.

B. Zero thermal stress temperature for ballasted track shall be 100°F plus 10°F and

minus 5°F except as follows:

1. For the HBT bridge in North Corridor Segment 1B-3 the zero thermal stress temperature shall be 88°F plus or minus 3°F. This provision shall apply for the length of the bridge and for a minimum of 100 feet beyond each abutment.


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C. Embedded track is not temperature adjusted, thus it has no specified zero

thermal stress temperature. D. The temperature of opposite rails to be within 5°F of each other.

3.18 ZERO THERMAL STRESS

A. Zero thermal stress at the specified temperature in CWR may be achieved by heating, cooling, or pulling the rails, or a combination thereof. When zero thermal stress at the specified temperature is obtained, begin fastening immediately.

B. Maintain the stress within the rail to achieve the specified zero thermal stress range during installation of joints.

C. When zero thermal stress is obtained, begin fastening immediately.

D. The method and equipment proposed for achieving zero thermal stress must be submitted to the Construction Manager for approval.

3.19 FIELD WELDING

A. Perform field welds in accordance with the requirements of Section 19475 Rail Welding.

B. Join CWR strings in the field by the field welding process unless otherwise indicated to be joined in the field by bonded standard joints. The location of bonded standard joints is shown on the Approved Drawings.

C. Do not locate a Thermite weld within the following locations:

1. Within 10 feet of any weld in the opposite rail, except at special trackwork and ends of pre-curved rail.

2. Within 15 feet of a Thermite weld in the same rail.

3. Within 15 feet from the center of a bonded standard joint.

4. Within 5 feet of a shop weld in the same rail.

5. Within 6 inches of a tie.


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6. Within 8 feet of each end of a road crossing unless approved by the Construction Manager.

D. Weld Gap:

1. At the time of field welding, providing the proper rail temperature as indicated is present, establish the rail gap recommended by the Manufacturer of the weld kit.

2. Should the rail gap on fastened CWR be larger than the weld manufacturer's recommended gap after the CWR strings have been readjusted for zero thermal stress, saw a length of rail from one end of one of the fastened CWR strings and insert a rail not less than 15 feet long to provide the recommended gaps for field welding.

3. At a location where the rail gap is smaller than the Manufacturer's recommended gap, obtain the recommended gap by sawing a piece from one rail.

E. Repair of field welds will not be permitted. Excessive grinding, dipped or peaked welds, and shear tears shall be cut out and replaced with a plug rail not less than 15 feet long. The replacement of the rail and the two additional field welds shall be at no expense.

3.20 RAIL END-HARDENING

A. End-harden standard rail ends in the field at all bonded joints. Remove joint bars from rail ends during the end-hardening process.

3.21 END-HARDENING TESTS

A. Personnel to perform end-hardening shall prepare one sample rail in accordance with the AREMA Manual.

1. Test the one sample through an independent laboratory approved by the Construction Manager and submit the test results to the Construction Manager.


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2. Acceptance of the end-hardening procedure and personnel will depend on the sample passing the tests specified below.

B. The sample of end-hardened rail shall be tested for Brinell hardness in accordance with ASTM E10 in a grid pattern of 1/4-inch increments for a distance of 6 inches from the end of the rail.

C. Record the Brinell hardness numbers and locations.

D. A Brinell hardness number not less than 341 nor more than 401 shall be attained when measured at a point on the centerline of rail 1/2 inch from the rail end. The decrease in hardness shall occur uniformly over a distance not less than two inches. The hardness pattern shall be uniform across the top surface of the rail head. End hardening shall be performed only by personnel qualified as specified above, and with procedures which produce sample specimens that have passed the above mentioned tests.

3.22 RAIL BEVEL

A. Bevel rail ends at bonded joints in accordance with AREMA Standard Plan Basic Number 1005.

3.23 RAIL GRINDING

A. Upon completion of the track to the specified tolerances, but prior to the final acceptance, the running rail of all mainline track shall be ground with a high speed fully equipped, self-propelled, rail-mounted grinder.

B. The grinder shall make two separate passes over mainline track. The grinding machine shall remove metal from the surface of the rail in a constant, uniform and consistent manner. The grinding machine must be capable of metal removal of 0.005 inch per pass across the center two inches of the top surface of the rail head. The equipment must be capable of grinding at angles of 45° on the gauge side to 15° on the field side of the rail regardless of the flangeway or field side obstructions.

C. The grinding machine must be capable of grinding to a specified rail surface radius and gauge corner relief without leaving ridges between facets.


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D. The grinding machine must have a positive control system for corrugation removal to ensure that only the peaks of the rail corrugations and other track deformities are removed. No grinding should be done in the corrugation valleys or low spots of the other track deformities.

E. The grinding machine shall be capable of holding grinding patterns centered over the correct location on the rail regardless of curve elevation or changes in rail gauge.

F. The rail grinder must be capable of operation on curves of 175 foot radius, superelevation of up to six inches, grades of up to 7%, and must be of such size and weight that it can safely pass over structures designed for light rail vehicle loadings. LRV design loadings are shown on Figures 3.06-1 and 3.06-2.

G. The grinding machine used must be capable of:

1. Grinding through sections of concrete embedded track, concrete road crossings, and timber grade crossings without damaging the track system.

2. Grinding on one rail or both rails simultaneously.

3. Travel speeds between 10 and 15 miles per hour.

H. The grinding equipment must be supplied with adequate lighting to allow for safe and efficient grinding at night.

I. The grinding machine must have adequate shrouding and protection to retain grinding sparks, slag dropping and broken stones within the confines of the track structure. The shrouding and protection must be in good repair and well maintained.

J. The grinding machine used must be capable of collecting the grinding dust and debris resulting from the grinding operation without spreading the material into the surrounding air.

K. The trackway shall be cleaned of any rail grinding material after the rail has been ground. At insulated joints, filings due to grinding shall be removed throughout an area five feet each side of the centerline of the joint measured along the rail, to prevent electrical bridging of the insulation.

L. The grinding contractor shall arrange for the off-loading and reloading of the


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grinding machine onto the transport vehicle. The contractor must be aware of the 750 volt DC OCS line which runs above each track. The minimum allowable clearance of the OCS line at street intersections is 18 feet.

M. The type of equipment and method of operation shall be submitted to the Construction Manager and accepted by the Construction Manager prior to initiation of rail grinding.

3.24 FINAL ALIGNMENT AND TRACK INSPECTION

A. Survey the track to determine if the horizontal and vertical alignment, gauge, crosslevel, and superelevation are within the tolerances specified for each type of track construction.

B. Correct track deviations which exceed tolerances.

C. Track Geometry Measured Results.

1. All measurements shall be displayed in a format to be approved by the Construction Manager.

3.25 TRACK-TO-EARTH RESISTANCE TESTING

A. Track-to-earth resistance testing shall be conducted in accordance with ASTM G165 and Contractor’s Quality Plan.

1. Testing shall be conducted as track construction progresses to ensure proper rail isolation is being achieved during construction. Test sections shall not exceed 4,000 track feet in length.

2. The Contractor shall notify the Construction Manager when corrosion testing can be conducted in order to avoid construction conflicts. A minimum of three days notice is required.

3. All track shall be retested for final acceptance after all signaling and traction power components and wiring have been installed.

B. The Contractor shall undertake corrective measures at all locations that do not meet the track-to-earth electrical resistance requirements as specified. All repaired locations shall be re-tested until the track-to-earth resistance characteristics meet the required acceptance criteria. All corrective measures and re-testing shall be completed at the expense of the Contractor.


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C. Acceptance criteria: Track-to-earth resistance shall not be less than:

1. Ballasted and direct fixation track: 625 ohms/1000 track feet (two rails).

2. Embedded track: 250 ohms per 1000 track feet (two rails).

3.26 RAIL INSULATED JOINT TESTING

All rail insulated joints shall be tested for electrical insulating characteristics in accordance with AREMA C&S Manual, Part 8.6.35, Recommended Instructions for Insulated Rail Joints and Other Track Insulations.

3.27 TRACK CONSTRUCTION TOLERANCES

TABLE 19440-1

Type of Track Gauge Variation

Cross Level and

Superelevation Variation

Vertical Track Alignment

Horizontal Track Alignment

Total Deviation

Middle Ordinate

In 62' Chord

Total Deviation

Middle Ordinate

In 62' Chord

Direct Fixation and Embedded

Track

+1/8"

+ 1/8" + 1/4" + 1/8" + 1/4" + 1/8"

Mainline Ballasted Track

+ 1/8" + 1/8" + 1/2" + 1/8" + 1/2" + 1/8"

Yard Ballasted Track

+1/8” - 1/8"

+ 3/16" + 1/2" + 1/4" + 1/2" + 1/4"

Shop Track + 1/8" + 1/8" + 1/4" + 1/8" + 1/4" + 1/8"

Notes:

(1) Total deviation is measured between the theoretical and actual alignment centerline at any point in the track.

(2) Total horizontal and vertical deviation in road crossings + 1/4 inch.


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(3) In the station platform areas: total horizontal deviation shall be 0 inch towards platform and 1/8 inch away from platform; total vertical deviation shall be 0 inch above platform and 1/8 inch below platform.


Section 19460 – Embedded Track Construction

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SECTION 19460

EMBEDDED TRACK CONSTRUCTION PART 1 - GENERAL 1.01 DESCRIPTION

A. This Section specifies the construction of insulated embedded track as indicated on the Drawings. Embedded track construction includes placing a reinforced concrete track slab and concrete infill; installing 115RE rail; furnishing and installing rail boot and cuffs, steel channel beams, rail clips; protective isolation; providing and conducting all required testing; and installing track drains for the trackway drainage.

B. The construction of embedded track requires the installation of rail and

rail boot. Elastomeric grout, or other insulating material, will be used around insulated rail joints, electric boxes and bonds.

C. All mainline track shall be constructed with continuous welded 115RE rail

(CWR) throughout including special trackwork locations. D. Construction of the track slab and the seal slab option. E. The construction of embedded track shall include but is not limited to the

following:

1. Hauling construction materials. 2. Welding of rail for continuous welded rail (CWR) construction. 3. Installation of track drains. 4. Construction and support of track system. 5. Construction reinforced concrete track slab.

6. Installation of elastomeric grout to provide electrical isolation of the

rails from earth at a minimum level of 250 ohms per 1,000 track feet during pre-revenue operations.


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7. Provide and install continuous length of rubber boot and cuff complete with jointing procedures, and testing for isolation, tensile strength, shear strength and shore hardness values.

8. Installation of the rail boot.

1.02 QUALITY ASSURANCE

A. Comply with the Contractor’s Quality Assurance Plan B. The quality of all Materials and installation of Work shall be confirmed by

the Construction Manager in accordance with the approved Quality Assurance Plan.

C. The Quality Assurance Plan shall define the tests and measurements to be

conducted by the Contractor, the instruments and equipment required, the frequency of tests, and the documentation of the results. All Quality Assurance Work is the responsibility of the Contractor.

D. The Quality Assurance Plan shall cover all phases of the Work, from

material procurement and manufacture to trackwork completion, including at least the following specific items: 1. Material control and batch traceability. 2. Shipping, handling, and storage controls and measurements. 3. Equipment maintenance including calibration measurements and

tests for contamination of compressed air lines. 4. Surface preparation measurements. 5. Environmental measurements such as temperature, dew point,

relative humidity, rainfall, etc. 6. Mixing, applying and curing measurements such as component

materials viscosity and density, mixing ratios, and material hardness at various cure times.

7. Method of supporting rail during construction and encasement. 8. Provisions for test failure and retesting procedures. 9. Track alignment and geometry measurements and control.


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10. Field rail welding and grinding control.

E. The Construction Manager shall have access to witness all quality control tests and measurements and to review all documentation. Contractor shall give 24 hours notice or schedule to Construction Manager when tests are to occur.

F. Incomplete or inadequate Quality Control Documentation will be

sufficient grounds for rejection of installed materials.

1.03 RELATED WORK

A. Section 19400 Rail B. Section 19405 Special Trackwork Material C. Section 19440 General Track Construction

D. Section 19475 Rail Welding

1.04 REFERENCE STANDARDS

Where a date is given for reference standards, the edition of that date shall be used. Where no date is given for reference standards, the latest edition in effect on the bid due date shall apply to the Work included in this Section.

A. American Railway Engineering and Maintenance of Way Association, (AREMA) 1. Manual for Railway Engineering (AREMA Manual) 2. Portfolio of Trackwork Plans (AREMA Portfolio)

B. ASTM International (formerly American Society for Testing and Materials) (ASTM):

1. ASTM A36 Standard Specification for Carbon Structural Steel


19460 19460-4 04/05/11

PART 2 - PRODUCTS 2.01 MATERIALS

The following track materials shall be furnished as required to construct an acceptable completed embedded track structure.

A. Track Drain per details on contract drawings.

B. Bonded Insulated Joint Kits in accordance with Section 19415 Other Track

Material. C. Rail shall be 115RE standard or premium rail per Section 19400 Rail, and

as indicated on the Drawings. D. Poured in place polyurethane elastomeric grout to be used as

undersealing and embedding material for continuous fixation of rails, and in other locations shown on the drawings.

E. Furnish labor, equipment and materials for the complete and functional

installation of embedded track materials, including: 1. Rail boots and cuffs; 2. Steel Channel beams with appurtenances; 3. Non-conductive rail clips 4. Track slab concrete and infill concrete with steel reinforcement; 5. Restraining rail, separator blocks and associated materials, as

indicated on the drawings and meeting the requirements of AREMA Plan No. 100;

6. Joint sealants and other materials necessary to complete the

installation.

2.02 STEEL CHANNEL BEAM, RAIL BOOT FASTENER ASSEMBLY AND COMPOSITE LEVELING BEAM

A. All components of the steel channel beam assembly shall be manufactured

to be suitable for use with approved rail boot and appurtenances.


19460 19460-5 04/05/11

B. Steel Channel Beam (aka, “leveling beam”)

1. C5 x 9 rolled steel channel per ASTM A36 with leveling hardware and non-conductive rail clips shall be furnished complete for assembly of rail and rail boot.

2. Fabricate steel channel or composite beam sub-assemblies

configured to properly align and support the trackwork vertically at the correct top of rail elevation and position the trackwork at the correct gauge and alignment. a. Place shim on steel channel to provide 1:40 cant on steel ties,

or mill channels to achieve 1:40 cant. b. Fabricate the beam to the dimensions shown on the Contract

Drawings, to suit trackwork positions with circular holes drilled to accommodate bolts for securing rail clips.

c. The steel channel beam assembly shall provide:

(1) Four non-conductive rail clips per beam designed to

fit the base of 115RE rail when encased in the rubber boot.

(2) One 3/4 inch diameter, Grade 5 head bolt and

hexagonal nut per rail clip of sufficient length to accommodate the rail clip lengths.

(3) Flat washer to prevent rail clip rotation. (4) A vertical threaded leveling assembly, consisting of a

nut, threaded rod, and base plate, shall be welded to the leveling beam, near each end, to position the leveling beam. Provide leveling screws that are 13 inches long, or longer as needed, and 1-1/4 inch in diameter with 4 inch x 4 inch x 1/4 inch base plates.

3. An alternative fastening system may be considered for approval by

the Construction Manager.


19460 19460-6 04/05/11

C. Rail Boot

1. Provide extruded rubber rail boot as supplied by lron Horse Engineering, or approved equal. The rail boot shall be fabricated to fit 115RE rail.

2. Provide splices for the rail boot as required, fabricated to be

compatible with the rail boot. Include all required splice materials as recommended by the boot manufacturer to fully isolate the rails electrically.

D. Flangeway Former ( Snap on Flangeway )

1. Flangeway former material shall be designed to have the same

insulating properties that the rail boot exhibits.

2. Flangeway Former shall be designed to have a 2 3/8” flangeway width plus or minus 1/8”.

3. Positive anchorage between flangeway former and concrete shall

be provided, using a stud, nipple, or other approved device. The anchorage device shall be monolithic with the flangeway former.

PART 3 - EXECUTION 3.01 GENERAL

A. Construct embedded track in accordance with requirements of this Section, and in accordance with approved shop and working plans and drawings, Manufacturer's instructions where applicable, and the following requirements.

B. Construction of track shall conform to AREMA Specifications for Track

Construction, except as modified herein. All tracks shall be insulated for signal purposes.

C. The proper long-term functioning and electrical isolation properties of the

embedded track are contingent on clean installation of rail and the gauging system.

3.02 CONCRETE TRACK SLAB AND CONCRETE INFILL


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A. Install reinforced concrete track slab and infill concrete as follows:

1. Top surface of the infill concrete – Place relative to the finished top

of rail boot + 1/4 inch, minus zero inches. 2. Slab penetrations, block-outs and surface modifications for

drainage structures, boxes and electrical conduits shall be as shown on the Contract Drawings.

3. The track slab and infill slab shall be installed in one pour, or two

pours with a cold horizontal pour joint. The first pour shall be placed up to a point level with the top surface of the steel ties.

4. Formed concrete flangeways shall achieve a flangeway width of

2 3/8” plus or minus 1/8” and a minimum depth of 1 7/8”.

3.03 RAIL BOOT AND LEVELING BEAM INSTALLATION A. Bring the rail into its approximate final position, install the rail boot on the

rail, and place rail strings on the support beams. Apply the rail clips loosely using procedures recommended by the supplier.

B. Where rail will require field welding, place rail boots no closer than ten

feet to the proposed weld. Field weld CWR as specified in Section 19440 General Track Construction, and Section 19475 Rail Welding.

C. Prior to placing concrete, join rail strings and adjust the jacking screws

and tighten rail clips to bring rails to correct grade and alignment. Complete installation of the rail boot and verify the correct installation of all boot splices.

D. Beam spacing requirement shall be 10 foot on center for tangent track and

all curves with radii greater than 500 feet. For curves with radii less than or equal to 500 feet and greater than 300 feet spacing shall be 7.5 feet. For curves with a radius less than or equal to 300 spacing shall be 5 feet.

3.04 ELASTOMERIC GROUT INSTALLATION

A. Install elastomeric grout as indicated in the Contract Drawings. B. Installation of precast concrete filler block and elastomeric grout shall be

as per the recommendations of the Manufacturer.


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C. Pouring or injecting of elastomeric grout shall ensure full bearing under

the base of the rail and full embedment to ensure elastic separation and electrical isolation between the rail and the concrete slab.

D. Exposed surfaces of elastomeric grout embedment at pedestrian crossings

and walkways shall have a non-slip or a non-skid finish.

E. Elastomeric grout shall not be applied to any trackwork until adequate inspection has occurred to check for foreign matter within the rail trough. The rail trough, no less than 30 minutes prior to grout installation, shall be 100% inspected to verify that no foreign matter has been introduced into the area being prepared for embedment. If grout installation does not occur for any reason during the specified time period, the rail trough shall be re-inspected for, and prepared to, the same level of cleanliness required by these specifications.

F. Elastomeric grout shall only be applied to completely dry surfaces and

under the environmental conditions recommended by the grout Manufacturer.

G. A minimum separation of 3/4 inch nominal shall be maintained between

the rail and the concrete track slab at all times. This dimension must be confirmed after the rail is set and adjusted in the track and just prior to embedment.

H. The surfaces of in-place elastomeric grout shall receive special surface

preparation prior to the installation of the adjacent pour. The surface preparation shall provide for a clean dry surface free of foreign debris, embedded formwork materials, and other conditions that would cause a loss of adhesion or discontinuities in the grout.

I. The rail shall be set for elastomeric grout installation using apparatus that

suspends the rail in the rail trough. No spacing materials or devices shall be allowed to remain in the elastomeric grout material, except for pieces of cured elastomeric grout. These pieces shall be used only in accordance with the Manufacturer’s instructions.

3.05 TRACK DRAIN INSTALLATION

A. Install drains as indicated in the Contract Drawings.


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B. Install drains so that the drain outlets properly connect to drain pipes as indicated on the Contract Drawings.

3.06 BONDED INSULATED JOINTS

A. Bonded insulated joints shall not be located closer than 3 inches from the the edge of anchor plates or support plates on leveling beams.

B. Bonded insulated joints shall be encased in elastomeric grout for their full

length.

3.07 ELECTRICAL TESTS

A. Track-to-earth resistance testing shall be performed on all trackwork as described in Section 19440 General Track Construction.

B. All rail insulated joints shall be tested for proper electrical insulating

characteristics in accordance with Section 19440 General Track Construction prior to the installation of the elastomeric grout.

3.08 REPAIR PROCEDURES

A. The Contractor shall prepare a repair procedure to assist in the future repair, removal and replacement of rails installed under this Contract. The procedure shall cover at least the following items:

1. Removal methods

2. Replacement materials including source, shelf life etc.

3. Bonding methods

4. Welding methods

5. Installation methods

3.09 SHIPPING, HANDLING AND STORAGE OF ELASTOMERIC MATERIALS


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A. Pourable elastomeric materials shall be delivered to the place of

application in the manufacturer’s unopened, original containers bearing a legible product designation, batch number and date of manufacture.

B. All material shall be stored in accordance with the manufacturer’s latest

published instructions, and shall be protected as required by the Manufacturer from damage, moisture, direct sunlight, and temperatures below or above those recommended by the Manufacturer.

C. Containers of elastomeric materials shall not be opened except for

immediate use. Materials in damaged containers shall not be used if any of the contents were lost or exposed.

D. Material with a shelf life shall be used within six months of their

manufacture and in no case after the Manufacturer’s recommended shelf life.

E. Trackwork materials shall be stored off-ground on pallets, timber

dunnage, platforms, or other approved supports in a manner that will permit easy access for inspection and identification.

F. Operations likely to cause scratching, notching, rubbing, scoring, or

striking of the rails during any handling operations shall not be used. G. All damaged or outdated materials shall be immediately removed from

the site.

3.10 INSPECTION OF MATERIALS

A. All material procured for use in this contract shall be presented for inspection at the place of manufacture. The inspection of rail shall be performed in accordance with Section 19400 Rail.

B. The Supplier shall afford the Construction Manager access, without

charge, to all necessary facilities to examine the work, at any time during this process, as well as the finished product, to ensure that the materials comply with these specifications. Regular examination of the product will take place during normal working hours.

C. Material for inspection shall be presented in a safe area away from

excessive noise and manufacturing activities. Excessive noise shall be considered any sound or sounds in excess of 60 dB.


19460 19460-11 04/05/11

D. The Supplier shall give the Construction Manager written notice for

inspection at least 30 working days in advance of availability for inspection.


Section 19475 – Rail Welding

19475 19475-1 04/05/11

SECTION 19475

RAIL WELDING PART 1 - DESCRIPTION

1.01 INTRODUCTION

A. The Work covered in this Section includes the welding of rails into continuous welded rail (CWR) strings, joining of CWR strings, testing, inspection, transportation of rail and CWR, and qualification of welding and welders.

Rail welds shall be of two types:

1. Pressure Welds: Rail for track outside the limits of special

trackwork shall be welded into continuous welded rail (CWR) strings using the electric flash-butt pressure welding process.

2. Thermite Welds: Thermite welding process shall be used for

joining continuous welded rail (CWR) strings together and to Special Trackwork. Shop precurved rail shall be welded in place in the track by thermite welding process. With the Construction Manager’s approval thermite welds may be used to join individual pieces of rail into strings.

B. Pressure welding may be performed using either a fixed or a mobile

electric flash-butt welding plant.

C. Electric flash-butt welding may be substituted for thermite welding, where practical.

D. The Contractor will make its own assessment as to the number of rails

to be welded, and the number of welds that can be made by each welding process, based on the information contained in this specification and the Contract Drawings. Every effort should be made to maximize the length of CWR strings.

1.02 DEFINITIONS


19475 19475-2 04/05/11

A. The term “Contractor” and “Construction Manager” as used in this Section shall mean the Houston Rapid Transit (HRT) Project Joint Venture.

B. The term “Manufacturer” shall mean the supplier of the welding machine

for pressure welding and/or welding kits for thermite welding.

1.03 RELATED WORK A. Section 19400 Rail B. Section 19420 Ballasted Track Construction C. Section 19440 General Track Construction D. Section 19460 Embedded Track Construction E. Section 19655 Direct Fixation Track Construction

1.04 QUALITY CONTROL

A. Comply with the Contractor’s Quality Plan.

B. Rail Straightness: The Contractor shall check rail for end straightness

before welding. Examine both ends and tops of all rails using a three foot metal straightedge. Deviations from end straightness shall be measured with a metal taper gauge. Rails which exceed the tolerances specified in the Section 19400 Rail, shall not be welded.

C. Plant Rail Welding Procedure Qualification - Prior to beginning of

production welding, two test welds will be made with each welding machine, using the same welding procedure that will be used in production welding. 1. Magnetic Particle Testing: Each weld will be magnetic particle

tested by the coil method (longitudinal magnetization) using the dry powder method in accordance with ASTM E 709.

2. Ultrasonic Weld Testing: Each weld will be ultrasonic tested in

accordance with the requirements contained in Article 1.04.F. 3. Acceptance will be based on the weld quality requirements as

described in Article 1.04.F.3.


19475 19475-3 04/05/11

4. Retesting: If any of the test welds from a single machine are unacceptable, necessary alterations to the procedure must be made by Contractor, and two additional test welds produced and tested.

5. Production welding may not begin on a machine until two

consecutive test welds have passed the Ultrasonic Test and Magnetic Particle Test. Two consecutive acceptable test welds will also be required each time a welding machine is restored after a period of malfunctioning, after a welding crew is replaced in total, or the welding crew supervisor is replaced. Acceptance must be in accordance with Article 1.04.F.3.

D. Laboratory Testing of Qualification Sample Welds - The sample welds

shall be tested as follows:

1. Ultrasonic Test and Magnetic Particle Test: The test samples for pressure and thermite welds shall undergo ultrasonic and magnetic particle testings. Certified test reports shall be submitted to the Construction Manager for review and approval. Acceptance shall be per Article 1.04.F.3 and 1.04.F.2, respectively.

2. Visually examine all the test welds for cracks. Welds with surface

cracks shall be rejected.

3. Hardness Test for Sample Rail Welds: One of each type sample weld, which has passed the ultrasonic test, shall be longitudinally cross-sectioned for a distance of six inches each side of the weld, macro-etcher, and Rockwell-hardness tested with a 150 kgf diamond sphero-conical penetrator. The sample rail weld shall be tested for hardness vertically and horizontally on the longitudinal section in 1/2 inch increments for three inches each side of the centerline of the weld.

Acceptance shall be the decrease in hardness to be uniform and coincide with parent rail within a maximum of two inches from center of weld. The finished weld throughout shall have Rockwell hardness numbers between 24C and 39.5C.

4. Should any sample rail welds fail to satisfy the specified requirements, either the welding process or the welding crew, or both, will not be permitted to perform the welding. Should any supervisor of the welding crew be replaced during the work, the welding crew shall be re-qualified under the new supervisor.


19475 19475-4 04/05/11

E. Qualification of Testing Technician:

1. Testing shall be performed by a technician certified to have met ASNT procedure SNT-TC-1A, Level II or III qualifications.

Ultrasonic inspection of welds shall be performed in accordance

with ASTM E164. Prior to testing of welds, the technician certified in accordance with ASNT procedure SNT-TC-1A, Level II or III shall be tested to ensure the technician’s ability to detect defects in rail. The test shall be conducted with the calibration rail as specified below serving as the test specimen. The technician shall locate all the holes in the calibration rail by ultrasonic testing. This test will be observed by the Construction Manager or an assignee, certified in accordance with ASNT procedure SNT-TC-1A, Level II or III and experienced in ultrasonic examination of rail welds. Failure to pass this test will result in the disqualification of the technician.

F. Field Testing of Production Welds: All production pressure and/or

thermite welds shall be visually, magnetic particle and ultrasonically tested in the field for defects as follows:

1. Visual testing will be in accordance with AREMA standards. Any

rail weld showing surface cracks shall be rejected. 2. Magnetic Particle Testing shall be performed in accordance with

ASTM E709. Testing shall be conducted with the rail temperature below 800°

F.

Acceptance Criteria: Particles shall form a regular longitudinal pattern indicating homogeneity of the weld and freedom and defects, surface irregularities and internal discontinuities

3. Ultrasonic Testing shall be performed in accordance with ASTM

E164 and the specified procedure and equipment in Articles 1.04.G and 1.04.H respectively.

Acceptable Criteria: All welds shall be free from defect or flaw

giving a reflected display of greater than 20 percent of distance-amplitude correction curve at calibration level, or will be as listed in Table 1.


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TABLE 1

MINIMUM ACCEPTANCE LEVELS (DECIBELS)

WELD THICKNESS (in.) AND TRANSDUCER ANGLE

REFLECTOR SEVERITY

5/16 – ¾ ¾ - 1-1/2 1-1/2 to 2-1/2 2-1/2 to 4 4 to 6 70° 70° 70° 45° 70° 45° 70° 45°

Large Reflectors +8 +3 -1 +4 -4 +1 -7 -2 Small Reflectors +9 +4 +1 +6 -2 +3 -5 0 Minor Reflectors +10 +5 +3 +8 0 +5 -3 +2

G. Incorporate the following in the test procedure:

1. Scanning level shall be +20 db minimum. 2. Scan the rail in a zig-zag pattern twisting probe, on one side of the

weld only at a rate not exceeding six inches per second, so that the full weld is scanned. Each pass will overlap a minimum ten percent and the scanning is carried out longitudinally to the rail.

3. Calibrate the equipment at the start and end of each day's work,

and at least every four hours during examination, and hourly checks with DSC blocks. If any point on the distance-amplitude curve has been changed by more than 20 percent, all results since last calibration check shall be void and all welds re-examined. If the curve has moved on the sweep line by more than five percent, all non-complying welds since last calibration check shall be re-examined.

4. When a reflection of greater amplitude than the acceptance criteria

is found, scan around the full perimeter of the weld from both sides, to ensure full weld coverage and determination of size, type, and location of discontinuity.

5. Make permanent trace recording of discontinuity indications. 6. Paint the rail web at non-conforming welds on both sides across the

weld.

H. The following equipment and test report form shall be used for ultrasonic testing:

1. Ultrasonic, pulsed echo, instrument normally used for inspection of

rails with calibrated decibel gain control of minimum 2db


19475 19475-6 04/05/11

increments, operating in the range 1-5 MHz, with CRT screen and scale. Equipment shall be capable of detecting a 3/64 inch discontinuity 6-1/2 inches below top of rail.

2. Calibrated paper tape recording attachments to record accurately

the CRT screen indications when a non-complying weld is located. 3. 2.25 MHz angle beam transducers 1/2 inch x 1 inch at 70 degrees

and 45 degrees. 4. Suitable high viscosity couplets of good wetting characteristics. 5. Standard IIW calibration blocks of rail steel for primary reference

response and to construct distance-amplitude correction curve, and DSC Blocks of rail steel for calibration checks.

6. A "calibration rail", a piece of 115RE running rail, 18 inches long

with a 3/64 inch diameter round bottom hole 6-1/2 inches below top of rail and in which other 1/8 inch diameter flat bottom hole patterns have been drilled as shown in Figure 19475-2.

7. Use an ultrasonic test report form that records 20 inspected welds

per sheet. The form shall include the location of the weld in track, the results of the ultrasonic inspection including size of defects found in the head, web or base of rail, shape identity and location of all reflections, trace record, the results of the visual inspection, name of inspector, and other information as needed. Welds found defective by ultrasonic, magnetic particle, or visual inspection shall be replaced.

1.05 REFERENCE STANDARDS A. Where a date is given for reference standards, the edition of that date shall

be used. Where no date is given for reference standards, the latest edition in effect on the bid due date shall apply to the work included in this Section.

B. Rail welding shall be in accordance with the AREMA Manual for Railway

Engineering, Vol. I Track, Chapter 4 Rail, Part 2 Specifications except as modified herein: 1. Section 2.2 Specifications for Fabrication of Continuous Welded

Rail


19475 19475-7 04/05/11

2. Section 2.3 Specifications for the Quality Assurance of Electric

Flash Butt Welding of Rail 3. Section 2.5 Specifications for the Quality Assurance of Thermite

Welding of Rail.

C. ASTM International (formerly known as American Society for Testing and Materials) (ASTM)

1. E164 Standard Practice for Contact Ultrasonic Testing of

Weldments.

2. E709 Standard Guide for Magnetic Particle Testing.

D. American Welding Society

D1.1 Structural Welding Code E. American Society of Non-Destructive Testing

SNT-TC-1A Recommended Practice for Personnel Qualification and Certification in Non-Destructive Testing.

1.06 SUBMITTALS A. Submittals shall be made in accordance with the Construction Quality

Management Plan.

B. Pressure (Electric Flash-Butt) Welds: The Subcontractor shall provide the following:

1. A written description of the welding procedure, including facilities,

personnel and list of similar completed projects. 2. A list of all equipment and calibration methods, method of rail end

alignment, method of rail straightening, and a schedule of lengths of rail strings to be fabricated.

3. Welding Machines Performance: Submit pressure welding

machine performance standards as provided by the manufacturer. During welding production, a recorder shall be attached to each welding machine to record platen movement and current impulses on the form "Record of Field Welds", a copy of which is attached to


19475 19475-8 04/05/11

the end of this Specification. A record of machine performance for each weld shall be submitted to the Construction Manager, for review and approval. If the record indicates performance which is not in conformance with the approved standards, the weld will be considered defective and shall be rejected.

4. Working Drawings: Submit Working Drawings for the pressure

welding machine and Working Drawings of the proposed method and equipment for handling and laying CWR. This submittal shall include reference data relating to where the proposed equipment and laying method were previously successfully used.

5. Details of the equipment and procedure proposed for straightening

welds if required. The submittal shall include reference data relating to where the proposed straightening equipment and method were previously successfully used.

6. The Manufacturer’s recommended procedure for welding high

strength rail if different from requirements for standard rail. 7. Pressure Weld Samples: Prior to beginning of production welding,

two test welds for each type of rail combination to be welded shall be made using the welding machine and the procedures proposed in the Manufacturer's instructions. Two of the welds shall be standard rail to standard rail; two welds shall be high strength rail to high strength rail; two welds shall be standard rail to high strength rail, if used. The welds shall be tested by the testing service. Certified test reports shall be submitted to the Construction Manager, for review and approval.

8. Proposed location for electric flash-butt welding plant including

methods of transporting materials and equipment to the site, types and locations of environmental controls and duration of welding operations.

PART 2 - PRODUCTS

2.01 MATERIAL A. 115 RE Rail: Comply with Section 19400 Rail


19475 19475-9 04/05/11

B. Thermite Welding: Thermite type rail welds shall be formed utilizing the following brand of rail welding kits, or an approved equal.

1. Railwel – a subsidiary of Railtech International

C. The rail welding kits used when welding head hardened rail shall conform to the Manufacturer's recommended standard for such work.

PART 3 - EXECUTION

3.01 PREPARATORY WORK FOR ALL WELDS

A. Rail which must be cut for any reasons shall be cut square and clean by means of rail saws or abrasive cutting wheels in accordance with AREMA "Specifications for Steel Rails". Torch cutting of rails is prohibited. Rail ends not within 1/32 inch of square shall be cut square.

B. Rails shall conform to the AREMA "Specifications for Steel Rails", for straightness. Rail ends shall show no steel defects, dents or porosity before welding.

C. Rails shall be straightened cold in a hydraulic press or roller machine to

remove twists, waves, and kinks until they meet the surface and line requirements specified herein before. The method of permanent straightening shall be submitted to the Construction Manager for review and approval.

D. Rail that cannot be straightened permanently shall be cut back a sufficient

distance to achieve the required alignment. Burrs shall be removed. The method of end finishing rails shall be such that the rail end shall not have metallurgical or mechanical damage.

3.02 FABRICATION OF CONTINUOUS WELDED RAIL (CWR) STRINGS

A. Welded rail strings shall be of the longest lengths practical to fabricate,

handle and store. String length shall be as required by the track alignment, bonded insulated joint locations, and worksite access consistent with the Contractor’s work plan.

B. A schedule of the placement of all rails by its location in track shall be developed. This rail schedule shall consist of a schedule of lengths and


19475 19475-10 04/05/11

designations of welded rail strings to be fabricated and their proposed location in track.

C. The schedule shall indicate which strings or which portions of strings will

be high strength rail.

D. The schedule shall indicate the locations of the proposed field cuts, if any. The rail schedule shall minimize thermite welds between standard rails and high strength rails.

E. Designation of the location of rail strings:

1. Shall clearly identify location in track by line, survey stationing,

track, and rail. 2. Shall be marked on the web of both end rails of each string with

paint suitable for application to steel in exterior service. 3. The marking shall provide a unique identification for each rail

string coordinated with the welding schedule indicating the location of each rail string by rail and track.

3.03 PRESSURE WELDING

A. Pressure welding shall be in accordance with the AREMA “Specification

for Fabrication of Continuous Welded Rail" except as modified herein. B. Mismatched or jagged rail ends shall be either sawed or cut with an

abrasive rail cutter. Mating rail ends by flashing shall not be accepted.

C. Rails shall have the scale removed down to bright metal in areas where the welding current-carrying electrodes contact the rail. Grind down raised rail brands in electrode areas. The weld and adjacent rail for a distance clearing the electrodes shall be rejected if in the areas of electrode contact there is not more than 95 percent of the mill scale removed. Electrode contact areas shall be examined for evidence of electrode burn. Where metal is displaced or where the oxidized areas exhibit checks or small cracks the weld shall be rejected and the rail cut back clear of the electrode burn.

D. Welds shall be forged to a point of refusal to further plastic deformation

and shall have a minimum upset of 1/2 inch, with 5/8 inch as standard.


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E. If flashing on electric pressure (flash butt) welds is interrupted, because of malfunction or external reason, with less than 1/2 inch of flashing distance remaining before upsetting, rails shall be re-clamped in the machine and flashing initiated again.

F. Whenever possible, grinding shall be accomplished immediately

following welding at an elevated temperature. When grinding must be done at ambient temperature, care shall be taken to avoid grinding burns and metallurgical damage.

G. Alignment of rail in the welding machine shall be at the head of the rail.

1. Vertical alignment shall provide for a flat running surface. Any

difference of height of the rail shall be in the base. 2. Horizontal alignment shall be accomplished in such a manner that

any difference in the width of heads of rails shall be divided equally on both sides of the head. Where the difference, when divided, exceeds 0.040 inches, 0.020 inches of the difference shall be placed on the gauge side and the remaining differences in the width of heads shall be on the field side.

3. In any case horizontal offsets shall not exceed 0.040 inch at the head

and /or 0.125 inch at the base.

H. Surface and Gauge Misalignment Tolerances: Shall meet the alignment tolerances given in the AREMA Manual, Chapter 4, Part 2, "Tolerances for Inspection of Welded Rail New and Mainline Relay Rail".

I. If, at any time, seven or more of a series of 12 consecutive welds made on

one machine exceed 75 percent of the stated surface misalignment tolerances that machine shall be shut down and adjusted before work continues.

J. Re-welds shall be cut out beyond the heat affected zone of the previous

weld. K. Weld Finishing:

1. A finishing deviation of the parent section of the rail head surface

shall not exceed plus 0.010 inch of the lowest rail.


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2. The sides of the rail head weld shall be finished to plus 0.010 inch or minus 0.000 inch of the parent section. The top and bottom of the rail base shall be finished to within 0.010 inch of the lowest rail.

3. The web zone including the underside of the head, the web, and

both fillets on each side, shall be finished to within plus 0.090 inch to plus 0.010 inch of the parent section. Finishing grinding shall eliminate all cracks. Undercutting the parent section shall be cause for rejection of the weld.

4. Notches created by minor offset conditions, twisted or misshaped

rails shall be eliminated by minimum grinding to blend the variations.

5. Fins on the weld due to grinding or shear drag shall be removed

prior to final inspection.

L. One handling hole may be made in each end of a CWR string. Rail ends containing such holes shall be cut off by sawing during track construction as indicated, prior to thermite welding.

3.04 PRODUCTION, INSPECTION, AND TESTING OF PRESSURE WELDS

A. A chart recorder shall be used to monitor all significant welding

parameters. The recorder shall identify each weld in each string. In addition, the rail schedule designation for each string shall be included on the recording with a notation to indicate the beginning and ending of each CWR string. Each recorder employed shall be calibrated daily. Recordings shall become the property of Houston Metro at the time the welded rail is released for installation, and shall be submitted to the Construction Manager.

B. Inspect all pressure welds by the dry powder magnetic particle method in

accordance with ASTM E 709. Subsequently, inspect all pressure welds ultrasonically in accordance with Article 1.04.F of this section.

C. Inspect all pressure welds in accordance with the AREMA Specifications.

D. Defective pressure welds shall be repaired or replaced immediately during production. Other defective weld findings shall be repaired or replaced as specified in Article 3.07, Repair of Defective Welds.

E. Hardness - The hardness of the weld measured on the head of the rail in the center of the weld shall be equal to the Brinell hardness of the parent


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metal with a tolerance of plus or minus 20 Brinell hardness numbers. One weld out of each ten will be selected at random by the Construction Manager for Brinell Hardness testing by the welding Manufacturer’s approved Testing Technician.

F. Weld testing shall be carried out by an independent testing laboratory at the expense of the welding manufacturer. The testing service and their testing program and procedures are subject to approval as specified in Article 1.04 of this Section.

G. The testing service shall certify whether or not each weld meets the quality acceptance criteria detailed and the welding manufacturer shall submit reports directly to the Construction Manager, for review and approval. At the time of testing the testing service shall mark their findings as to acceptability or rejection on the weld itself.

H. Identifying Pressure Welds and Rail Strings: At the completion of

welding each string of CWR, a record shall be submitted to the Construction Manager, for review and approval, documenting production of the string. Included shall be the heat numbers of the first and last pieces of rail in the string, the number of welds in the string, the heat numbers of rail on each side of welds which have been cut out and re-welded, a record of machine performance for each weld, and reports for all magnaflux and ultrasonic testing. Reports shall be bound in pad or notebook form for ease of handling and retention as permanent record.

3.05 THERMITE WELDING

A. CWR rail sections in track shall be joined in the field by thermite welding.

Electric flash butt welds may be substituted for thermite welds, when practical

B. For requirements of weld locations see Section 19440 General Track Construction.

C. Bolt holes and handling holes shall not be permitted to remain in the rail

to be welded. Rail sections containing such holes shall be sawn off and the ends joined by thermite welding during track construction.

D. Preparation of Rail Ends: Rail ends shall be either saw-cut or ground at right angles to the rail to provide a smooth and clean surface. The surface of the rails for a length of approximately six inches from the end of the rails shall be cleaned by grinding to remove all grease, dirt, loose oxide,


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oxidized metal, scale, and moisture. All burrs and lipped metal, which would interfere with the fit of the mold, shall be removed.

E. Weld Gap: At the time of thermite welding, the rails shall have the rail gap recommended by the manufacturer of the weld kit and shall be aligned to produce a weld which, with respect to alignment, shall comply with the AREMA Specifications. Would the rail gap be larger than the manufacturer's recommended gap after the rails have been adjusted for zero thermal stress, then sufficient rail shall be removed from one or both rails to permit insertion of a rail not less than 15 feet long which shall provide the recommended gaps at each end for field welding. At a location where the rail gap is smaller than the Manufacturer's recommended gap, the recommended gap shall be obtained by sawing a piece from one rail.

F. Thermite Weld Preheating - The rail ends shall be pre-heated prior to

welding to a sufficient temperature and for sufficient time as indicated in the approved welding procedure to ensure full fusion of the weld metal to the rail ends without cracking of the rail or weld.

G. Thermite Weld Postheating - The molds shall be left in place after tapping for sufficient time to permit complete solidification of the molten metal and proper cooling to prevent cracking and provide a complete weld with proper hardness and ductility.

H. Weld Finish: Rail shears shall be used to trim upset weld metal from the rail after removal from the mold. Trimming and grinding of the weld shall result in the weld being within the following tolerances:

1. The top, field and gauge side of the rail head shall be finished to

within plus 0.010 inch and minus 0.000 inch of the parent section. The top and bottom of the rail base shall be finished to within plus 0.010 inch and minus 0.000 inch of the lowest rail.

2. The remainder of the rail weld shall be finished to within plus 0.090

inch to plus 0.20 inch of the parent section. Finishing shall eliminate cracks visible to the unaided eye.

3. Notches created by offset conditions shall be eliminated by

grinding to blend variations. Protrusions and gouges in the welded area shall be removed, and the weld area shall be blended into the rail contour by grinding in a manner, which will eliminate fatigue crack origins. Defects visible to the unaided eye shall be removed by grinding, except that if removal by grinding cannot be


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accomplished without damaging the rail, the weld shall be removed. Grinding pressure, which would overheat the rail surface, shall not be permitted.

4. Heavy grinding of the weld shall be completed while the weld is

still hot from welding.

I. Inspect all thermite welds ultrasonically in accordance with Article 1.04.F.3.

J. Defective thermite welds, as specified in Article 3.06, Defective Thermite Welds, shall be repaired as specified in Article 3.07, Repair of Defective Welds.

3.06 DEFECTIVE THERMITE WELDS

A. Defective thermite welds shall be determined as follows:

1. Weld quality, finishing alignment not in accordance with the above

mentioned standards. 2. Welds showing a response at any level that is identified as a crack

or lack of fusion shall not be acceptable. 3. Welds showing a response that is less than 50 percent of the

primary reference level shall be acceptable. 4. Welds showing a response greater than 50 percent but that do not

exceed the primary reference level are acceptable, provided that all of the following apply: a.) The defects are evaluated as slag or porosity. b.) The largest defect does not exceed 0.180 inch in its largest

dimension. c.) The total area of the defects does not exceed 0.009 square

inch. d.) The sum of the greatest dimension of defects in a line does

not exceed 3/8 inch.

5. Welds showing a response that exceeds the primary reference level shall not be acceptable.


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3.07 REPAIR OF DEFECTIVE WELDS

A. Pressure welds in rail rejected during inspection or testing shall be sawn

and re-welded if possible, or replaced with at least a 15 foot rail welded in its place by two thermite welds in accordance with this specification.

B. Thermite welds in rail rejected during inspection or testing shall be sawn and rewelded if possible, or replaced with at least a 15 foot rail welded in place by two thermite welds in accordance with this specification.

C. Special Thermite Welds

Should a defective thermite weld replacement using an inserted piece of rail and two welds not be practical because of limitations due to precurved rails or adjacent special trackwork parts, the Contractor shall saw the defective weld and replace it with a special wide thermite weld in accordance with the Manufacturer’s recommendation. Prior to use in track, this special weld shall be tested and accepted as in Article 1.04 above.



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RECORD OF FIELD WELDS DATE: TIME: TRACK DESIGNATION: (Length of rail anchored on both sides of weld when part of the thermal distressing procedure.) LOCATION: STA. TO STA. (LT.RT) RAIL SECTION: 115RE

OTHER:

MILL BRAND: YEAR ROLLED: (AHEAD) (BACK) HEAT NUMBER: (AHEAD) (BACK) TYPE OF RAIL:HEAT-TREATED CONTROL-COOLED (CIRCLE) RAIL CUT REQUIRED: (YES) (NO) MANUFACTURER OF FIELD WELD KIT: AIR TEMPERATURE: RAIL TEMPERATURE: WEATHER CONDITION: RAIL GAP (NEAREST 1/16 INCH): TRACK ALIGNMENT AND CONSTRUCTION:

(Curve, Tangent, Grade, Etc.) NAME OF ENGINEER OR REPRESENTATIVE PRESENT: NAME OF CONTRACTOR'S FOREMAN PRESENT: NAME OF MANUFACTURER'S REPRESENTATIVE PRESENT:

(Initialed by those present)


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FIGURE 19475-2 CALIBRATION RAIL NOTE: Rail section shown is for illustration purposes only. Contractor shall use the rail section specified.

SECTION 19400 RAIL PART 1 - GENERAL 1.01 …...Section 19400 – Rail 19400-2 19400-6 04-04-11...

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Transcript of SECTION 19400 RAIL PART 1 - GENERAL 1.01 …...Section 19400 – Rail 19400-2 19400-6 04-04-11...