Attachment_E_-_Exception_Summary_Report.pdf

Attachment E

ATTACHMENT E

ATIP Exception Track and Curve Summary Report

TRACK GEOMETRY INSPECTION REPORT EXPLANATION

GENERAL

During Automated Track Inspection Program (ATIP) surveys, the Track Geometry Measurement System (TGMS) collects data on ATIP cars, and a console program generates a Track Geometry Inspection Report (TGIR). This report makes the analysis of the track easier to read and comprehend than attempting to read exceptions from a video strip chart alone. TGIR is generated electronically for printing in near real-time onboard ATIP cars or can be reprocessed later upon request to the Federal Railroad Administration (FRA). Report copies are transmitted electronically as a Portable Document Format (PDF) using satellite or Internet communications. Copies are distributed as follows:

1. One copy is given to the railroad

2. Two copies are given to the principal FRA Inspector

3. One copy is sent to the FRA Washington headquarters

TGIR consists of six separate sections:

COVER PAGE

NOTES PAGE

EXCEPTION LIST SECTION

CURVE ANALYSIS SECTION

EXCEPTION SUMMARY SECTION

TRACK QUALITY INDEX INFORMATION SECTION

Exceptions are not reported for profile and alignment when ATIP car speed is less than five (5) and fifteen (15) miles per hour, respectively. The sample interval for track surveyed is one (1) foot. An exception is reported when track geometry values exceed the prescribed limit and are sustained over a minimum length of two (2) feet.

Exceptions are only reported in the TGIR when the measured value of the parameter exceeds the FTSS minimum or maximum threshold level (as applicable) for the Posted Class by 0.10-inches.

REGULATORY INFORMATION

Regulatory information for minimum track geometry safety limits in accordance with the Federal Track Safety Standards (FTSS) is provided below. Railroad authorized train speed determines the Class of Track, which categorizes the minimum or maximum track geometry requirements. The following information, in tabular form, is excerpted from Title 49 U.S. Code of Federal Regulations Part 213 Subpart C and G.

Subpart C §213.53 Gage

(a) Gage is measured between the heads of the rails at right angles to the rails in a plane (5/8) five-eighth of an inch below the top of the rail head.

(b) Gage shall be within the limits prescribed in Table 1:

Class of Track Must be at least (inches) But not more than (inches) Excepted n/a1 4 feet 10 ¼ (58 ¼) Class 1 4 feet 8 (56) 4 feet 10 (58)

Class 2 and 3 4 feet 8 (56) 4 feet 9 ¾ (57 ¾) Class 4 and 5 4 feet 8 (56) 4 feet 9 ½ (57 ½)

Table 1

1 Not Applicable

Subpart C §213.55 Alignment Alignment may not deviate from uniformity more than the amount prescribed in Table 2:

Class of Track Tangent Track Curved Track

The deviation (inches) of the mid-offset from a 62-foot line2 may not be more than—

The deviation (inches) of the mid-ordinate from a 31-foot chord3 may not be more than—

The deviation (inches) of the mid-ordinate from a 62-foot chord may not be more than—

Class 1 5 n/a 5 Class 2 3 n/a 3 Class 3 1 ¾ 1 ¼ 1 ¾ Class 4 1 ½ 1 1 ½ Class 5 ¾ ½ ⅝

Table 2

Subpart C §213.57 Curves: Elevation and Speed Limitations

(a) The maximum crosslevel on the outside rail of a curve may not be more than 8 inches on track Classes 1 and 2 and 7 inches on Classes 3 through 5. Except as provided in §213.63, the outside rail of a curve may not be lower than the inside rail.

(b)(1) The maximum allowable operating speed for each curve is determined by the following formula—

Vmax = (Ea + 3)÷ (.0007 × D) (1)

(c)(1) For rolling stock meeting the requirements specified in paragraph (d) of this section, the maximum operating speed for each curve may be determined by the following formula—

Vmax = (Ea + 4)÷ (.0007 × D)

Where:

Vmax = Maximum allowable operating speed (miles per hour).

Ea = Actual Elevation of the outside rail (inches).

(2)

D = Degree of curvature (degrees). Degree of curvature is determined by averaging the degree of curvature over the same track segment as the elevation.

Subpart C §213.59 Elevation of Curved Track: Runoff

(a) If a curve is elevated, the full elevation shall be provided throughout the curve, unless physical conditions do not permit. If elevation runoff in a curve, the actual minimum elevation shall be used in computing the maximum allowable operating speed for that curve under §213.57(b).

(b) Elevation runoff shall be at a uniform rate, within the limits of track surface deviation prescribed in §213.63 and it shall extend at least the full length of the spirals. If physical conditions do not permit a spiral long enough to accommodate the minimum length of runoff, part of the runoff may be on tangent track.

2 The ends of the line shall be at points on the gage side of the line rail, five-eighths (⅝) of an inch below the top of the railhead. Either rail may be used as the line rail; however, the same rail shall be used for the full length of that tangential segment of track.

3 The ends of the chord shall be at points on the gage side of the outer rail, five-eighths of an inch below the top of the railhead.

Subpart C §213.63 Track Surface Each owner of track to which this part applies shall maintain the surface of its track within the limits prescribed in Table 3:

Class of Track

Description 1 (inches)

(inches)

(inches)

(inches)

(inches)

The runoff in any 31-feet of rail at the end of a raise may not be more than— 3 ½ 3 2 1 ½ 1 The deviation from uniform profile on either rail at the mid-ordinate of a 62-foot chord may not be more than— 3 2 ¾ 2 ¼ 2 1 ¼ The deviation from zero crosslevel at any point on tangent or reverse crosslevel elevation on curves may not be more than—

1 ¾

1 ¼

The difference in crosslevel between any two points less than 62-feet apart may not be more than— See Footnote: * 4

2 ¼

1 ½

*Where determined by engineering decision prior to the promulgation of this rule, due to physical restrictions on spiral length and operating practices and experience, the variation in crosslevel on spirals per 31-feet may not be more than—

1 ¼

¾

Table 3

Subpart G §213.323 Track Gage

(a) Gage is measured between the heads of the rails at right-angles to rails in a plane five-eight of an inch below the top of the rail head.

(b) Gage shall be within the limits prescribed in Table 4:

Class of

Track

The gage must be at least— But not more than— The change of gage within 31-feet must not be greater than—

6 4 feet 8 inches 4 feet 9 ¼ inches ½ inch 7 4 feet 8 inches 4 feet 9 ¼ inches ½ inch 8 4 feet 8 inches 4 feet 9 ¼ inches ½ inch 9 4 feet 8 ¼ inches 4 feet 9 ¼ inches ½ inch

Table 4

4 Except as limited by §213.57(a), where the elevation at any point in a curve equals or exceeds 6-inches, the difference in crosslevel within 62-feet between that point and a point with greater elevation may not be more than 1 ½ inches.

5 However, to control harmonics on Class 2 through 5 jointed track with staggered joints, the crosslevel differences shall not exceed 1 ¼ inches in all of six consecutive pairs of joints, as created by 7 low joints. Track with joints staggered less than 10 feet shall not be considered as having staggered joints. Joints within the 7 low joints outside of the regular joint spacing shall not be considered as joints for purposes of this footnote.

Subpart G §213.327 Alignment

(a) Uniformity at any point along the track is established by averaging the measured mid-chord offset values for nine consecutive points centered around that point, which are spaced according to Table 5:

Chord Length Spacing 31-feet 7 feet 9 inches 62-feet 15 feet 6 inches

124-feet 31-feet Table 5

(b) For a single deviation, alignment may not deviate from uniformity more than the amount prescribed in Table 6:

Class of Track The deviation (inches) from uniformity of the mid-chord offset for a 31-foot chord may not be more than—

The deviation (inches) from uniformity of the mid-chord offset for a 62-foot chord may not be more than—

The deviation (inches)from uniformity of the mid-chord offset for a 124-foot chord may not be more than—

6 ½ ¾ 1 ½ 7 ½ ½ 1 ¼ 8 ½ ½ ¾ 9 ½ ½ ¾

Table 6

(c) For three or more non-overlapping deviations from uniformity in track alignment occurring within a distance equal to five times the specified chord length, each of which exceeds the limits in Table 7, each owner of the track to which this subpart applies shall maintain the alignment of the track within the limits prescribed for each deviation.

(d)

Class of Track The deviation (inches) from uniformity of the mid-chord offset for a 31-foot chord may not be more than—

The deviation (inches) from uniformity of the mid-chord offset for a 62-foot chord may not be more than—

The deviation (inches) from uniformity of the mid-chord offset for a 124-foot chord may not be more than—

6 ⅜ ½ 1 7 ⅜ ⅜ ⅞ 8 ⅜ ⅜ ½ 9 ⅜ ⅜ ½

Table 7

Subpart G §213.329 Curves, elevation and speed limitations

(a) The maximum crosslevel on the outside rail of a curve may not be more than 7 inches. The outside rail of a curve may not be more than ½ inch lower than the inside rail.

(b)(1) The maximum allowable operating speed for each curve is determined by the following formula—

Vmax = (Ea + 3)÷ (.0007 × D)

(3)

(c) For rolling stock meeting the requirements specified in paragraph (d) of this section, the maximum operating speed for each curve may be determined by the following formula—

Vmax = (Ea + 4)÷ (.0007 × D)

Where:

Vmax = Maximum allowable operating speed (miles per hour).

Ea = Actual Elevation of the outside rail (inches).

(4)

D = Degree of curvature (degrees). Degree of curvature is determined by averaging the degree of curvature over the same track segment as the elevation.

Eu = Unbalanced elevation (inches)

Subpart G §213.331 Track Surface

(a) For a single deviation in track surface, each owner of track to which this subpart applies shall maintain the surface of its track within the limits prescribed in Table 8:

Track Surface 6 (inches)

(inches)

(inches)

(inches)

The deviation from uniform6 profile on either rail at the mid-ordinate of a 31-foot chord may not be more than— 1 1 ¾ ½ The deviation from uniform profile on either rail at the mid-ordinate of a 62-foot chord may not be more than— 1 1 1 ¾ The deviation from uniform profile on either rail at the mid-ordinate of a 124-foot chord may not be more than— 1 ¾ 1 ½ 1 ¼ 1 ¼ The difference in crosslevel between any two points less than 62-feet apart may not be more than7— 1 ½ 1 ½ 1 ½ 1 ½

Table 8

(b) For three or more non-overlapping deviations in track surface occurring within a distance equal to five times the specified chord length, each of which exceeds the limits in Table 9, each owner of the track to which this subpart applies shall maintain the surface of the track within the limits prescribed for each deviation.

Track Surface 6 (inches)

(inches)

(inches)

(inches)

The deviation from uniform profile on either rail at the mid-ordinate of a 31-foot chord may not be more than— ¾ ¾ ½ ⅜ The deviation from uniform profile on either rail at the mid-ordinate of a 62-foot chord may not be more than— ¾ ¾ ¾ ½ The deviation from uniform profile on either rail at the mid-ordinate of a 124-foot chord may not be more than— 1 ¼ 1 ⅞ ⅞

Table 9

6 Uniformity of profile is established by placing the midpoint of the specified chord at the point of maximum measurement.

7 However, to control harmonics on jointed track with staggered joints, the crosslevel differences shall not exceed 1 ¼ inches in all of six consecutive pairs of joints, as created by 7 low joints. Track with joints staggered less than 10-feet shall not be considered as having staggered joints. Joints within the 7 low joints outside of the regular joint spacing shall not be considered as joints for purposes of this footnote.

SECTION I – COVER PAGE

The Cover Page contains the report title, ATIP car designation, survey number, railroad, milepost limits, survey geography, contractor information, and certificate of accreditation. The ATIP contractor Survey Director’s name is also printed on the cover page, adjacent to a signature line.

When TGIR is generated in hard copy and distributed onboard ATIP survey cars, it is signed by the contractor Survey Director. This signature indicates that the data contained in that report is considered to be accurate and complete and collected in accordance with approved procedures and guidelines. Any sections or portion of the information which does not conform to the requirements of the ATIP Quality Program will be denoted, in writing, on the Cover Page.

SECTION II – NOTES PAGE

Information is provided about the purpose of the TGIR and the distribution of TGIRS onboard ATIP survey cars. There is also an explanation of survey data cut-off speeds, system limitations, and a hyperlink to this website for further explanation.

SECTION III - EXCEPTION LIST SECTION

This section of the TGIR lists the location and magnitude of each detected exception, which exceeds the FTSS. The header of this section consists of report title identification text, milepost and geographic information, processing ID number, and survey acquisition date.

The column headings indicate specific exception information. From left to right, the headings identify the railroad milepost (MP) and distance (FT) from the milepost where the exception parameter’s peak value is located. The Parameter column identifies (top to bottom) a variety of events or exceptions, e.g., Class (of track) Changes, and Track Changes, Posted Speed, WSD, bridges and other geographical features (turnouts, grade crossings, frogs , etc.) as well as exceptions being reported according to up or down milepost train direction. Exceptions indicated with an ‘*’ are advisory and serve to emphasize a potential safety condition. Bold parameter text indicates serious noncompliance or an advisory. Most parameters are self-explanatory. Parameters showing L Cant NEG, for example, are processed by the Rail Profile System, which considers the design cant of the tie plate, usually a 1:40 ratio. Rail cant (degrees) is either positive or negative. Positive cant means the rail is canting inward to the gage side. Negative rail cant means the rail is canting outward to the field side.

Exception distance is referenced in the direction of travel by either increasing or decreasing mileposts.

ATIP cars count the number of feet from the last entered milepost. Reading from the TGIR, if the mileposts are increasing (e.g., 9, 10, 11), the footage from a milepost is added and directly read, i.e., an exception located at milepost 10+1584 would be interpreted as 1,584 from milepost 10 (decimally milepost 10.30) in the direction of travel.

If the mileposts are decreasing (e.g., 11, 10, 9), the footage from a milepost is subtracted from the milepost and directly read, i.e., an exception located at milepost 10+1320 feet (specifically between milepost 10 and milepost 9), would be interpreted as 1,320-feet from milepost 10 or located at milepost 9+3960 feet (decimally milepost 9.75) in the opposite direction of travel. Depending upon ATIP car speed, there is a delay (translating to a distance of up to 400-feet) reaction time regarding exception TGMS calculations and locations as viewed from the observation end of ATIP cars.

Geometry exceptions that are associated with a length (i.e., gage, warp, and harmonic rock) are measured from an exception reference point in the direction of travel. For example, a warp length of 56-feet is located at milepost 9+3960; after computer calculation, the other end to the warp is located at 9+3904 (56-feet from the exception reference point, but in the opposite direction of travel).

The Value column contains the maximum exception value measured by the geometry system. The Length column lists the length that the exception extends. The TSC (T = tangent, B = Beginning spiral, E = Ending Spiral, C = curve body) column heading provides further information for each detected exception.

The TSC column specifies the type of track on which the exception occurred. LC (limiting class) and PC (posted class) columns indicate the limiting Class of Track and the posted Class of Track, respectively.

The Track column identifies the track number the ATIP car surveyed. For the purpose of ATIP surveys, the TGIR designates tracks 1-4 as standard notations for double or multiple controlled track configurations. A single main track is designated as five (5), where single track exists. A controlled siding is designated six (6), and track seven (7) notations represent all ‘other than main’, non-controlled tracks, and ‘Excepted’ track.

To abate environmental issues, ATIP cars no longer spray paint on the crossties for exception location. A very accurate onboard GPS system ‘tags’ all parameters with a Latitude and Longitude coordinate. On-track exceptions may be located for re-inspections by using a combination of the TGIR download of GPS data into a handheld GPS device, the video strip chart (Oscillograph) paper printout, or the software program GeoEdit.

SECTION IV - CURVE ANALYSIS SECTION

The header of this section consists of report title identification text, milepost and geographic information, processing ID number, and survey acquisition date. Below the survey geography is a sign convention for Elevation and Curvature. A curvature and elevation column will show a minus sign (-) preceding the degree/minutes indicating curvature to the left and (R)ight rail high or elevated, respectively. Conversely, positive value (+ sign omitted) indicates curvature to the right and (L)eft rail high.

The Curve Analysis Section table reports; the curve location, average curvature and elevation values, limiting speed information using three (3) inches of unbalance, including a section that lists values from four (4) through nine (9) inches of cant deficiency. Although four (4) inches of cant deficiency is usually applied to legacy passenger equipment, other types of rolling stock equipment with comparable suspension systems, centers of gravity, and cross-sectional areas may perform equally well. ATIP considers the different types of rail equipment operating over the surveyed track, but the default is 3-inches of unbalance. The following formula maybe helpful in solving unbalance:

Ub = Ea – ((V2×D) ÷ 1430) (5) Where:

Ub = Unbalance

Ea = Average Elevation

V2 = Velocity (mile per hour) squared

D = Average Degree of Curvature

Referencing left to right, the beginning and ending points of a curve are listed by the Starting and Ending columns and include the respective milepost (MP) number and the distance in feet (FT).

Length is the calculated overall length of the full-body of the curve including the spirals.

Average values of Curve (degrees/minutes, e.g., 3/7 means 3 degrees and 7 minutes of curvature) and Elev (elevation) give the average of all points measured in the body of the curve (point-of-curve to point-of-spiral).

The Limiting Point heading specifies the milepost and feet from the milepost.

The Speed column is divided into Post (posted speed) and LMT (Limiting Speed) values in miles-per-hour. Posted speed is provided to FRA by the track owner and entered into the TGMS onboard ATIP cars.

The LMT column indicates the maximum allowable speed (Vmax) information for each curve in accordance with §213.57(b) using the 3-inch unbalance formula.

The column headings Curve (curvature) and Elev (elevation) provide the actual curvature and elevation used to compute the limiting speed. Limiting speed values of 10 miles-per-hour or more below the posted speed are considered serious noncompliance and may invoke a civil penalty.

The column Total FT/GRP (feet/group) offers the total number of feet where the computed speed is lower than the posted speed and also lists the number of groups of points that are lower than the posted speed in the curve. For a compound curve, each output line containing curve body information is listed on a separate line without spacing between lines.

The column heading Limiting Speed at lists the calculated maximum allowable speed (Vmax) for the curve on that output line using each of the following unbalance increments (cant deficiencies) 4 through 9 inches. The value shown indicates the speed in miles-per-hour for each cant deficiency.

SECTION V - EXCEPTION SUMMARY SECTION

The header of this section consists of a summary of the track geometry exceptions, which were detected during the survey, report title identification text, milepost and geographic information, processing ID number, and survey acquisition date.

Left to right, the column headings provide for specific summary information. The Milepost heading indicates the starting milepost number for each entry line. The FT (feet) column provides the distance in feet between each milepost marker. Each column lists the exception description. Listed under each exception are the headings TOT EXC, EXC FT and 2CL Drop (total exception, exception feet, and two class drop). The TOT EXC column lists the total number of exceptions, which were detected during each mile for that exception. The EXC FT column lists the total length in feet of the exceptions detected, inclusive of group exceptions. The 2CL Drop column indicates serious safety noncompliance where track conditions exist that requires two or lower track reclassifications in order to meet all the requirements of Subpart C and applicable sections of Subpart G.

Lmt Spd Tot EXC column is provided for indication of miles of track which included one or more Limited Speed exceptions.

The Lim Cls and Pst Cls (limiting class and posted class) heading provides the lowest computed track class for the combined exceptions. If there is more than one Class of Track in a given mile, a separate entry for each class change will occur. The last column Trk (Track) provides the track number notation.

These fields are tallied on the final page of the Exception Summary Section.

The last entry shows the total miles surveyed, the exceptions per 100 miles rate for the selected survey segment (TGIR contents), a comparison to the national average of major Class 1 railroads, as well as all railroads surveyed by ATIP, and total miles and percentage of concrete crossties (if applicable).

SECTION VI – TRACK QUALITY INDEX INFORMATION SECTION

Onboard ATIP cars a TQI summary report is generated as part of the Track Geometry Inspection Report.

The summary report provides a survey overview of track quality ‘roughness’. The report contains a bar chart (Figure 2), which has the similar format to the real-time TQI stripchart. The chart is divided into 50-mile sections on separate pages. Reading from the top down. There are 5 data channels. The top channel is posted track class. The second is profile quality index, for both left and right profile. The third is alignment quality index, averaged for both left and right alignment. The fourth and fifth channels are crosslevel and gage quality index, respectively. Similar to the TQI stripchart, the national average (red) lines are plotted along each channel.

Figure 1 TQI Summary Plot Figure 1 illustrates a TQI summary plot of milepost locations where track quality is better or poorer than the national average, i.e., the bars are lower or higher than the national average lines, respectively. Milepost segments significantly higher than the national average means the track structure is, probably, failing and reinspection is necessary.

TQI is a dimensionless track quality indicator. As described above, other developed TQI methods have intrinsic worth. However, they lack rating track by its classification, as determined by the FTSS. FRA developed a new TQI method and through its Automated Track Inspection Program, has collected an enormous amount of track geometry data. The geometry data represents a comprehensive picture of track quality nationwide. This offers FRA the capacity to derive objective track quality indices from a large volume of data and relate the TQI to the FTSS. The comprehensive track geometry data collected by ATIP geometry cars are screened and analyzed to derive a set of TQI’s. On a segment-by-segment basis, once a segment is determined to meet a certain track class, for example Class 4, the TQI values will rate the segment as a “good,” “average,” or “poor” Class 4 track segment.

The basis of FRA TQI’s calculation is to compute or "trace" the length of space curves. To calculate the space curve length for a fixed 528-feet track segment length, the space curve length between any two data points is approximated as the straight distance between these two points. Limited Speed exceptions are not factored directly into TQI output. Instead of calculating TQI’s from standard deviations of track geometry parameters FRA TQI’s compute the length of ‘space curves’, which are generated by track geometry measurement systems at one-foot intervals. When track geometry signals are viewed as a space curve, the data reveals that lower-class track has rougher signals. If track segments of fixed distance along the track were to be flattened or smoothed out to perfection, the rougher segments will be more elongated than the smoother ones. Thus, the actual length of a segment along its space curves would serve as an appropriate indication of its roughness and hence its overall quality.

The space curves resemble two-dimensional plots with x-axis being the distance along the track and y- axis being the deviation of the track geometry parameter from a reference plane. As depicted in Figure 2, a perfectly smooth track would have the space curve overlapping on the x-axis, and therefore the length of the space curve would be equal to the distance along the track. Any less than perfect space curves, e.g.

segments 2 and 3 when stretched, would have a length longer than the distance along the track. It is the difference between the space curve and the horizontal distance of the track that determines the quality of the track.

Figure 2 Space Curve Length of Track Segment with Different Track Roughness

Various methods are used to compute TQI’s from track geometry measurements and hence there exist different TQI’s in the railroad industry. The existing methods could be adopted for computing TQI’s.

However, FRA method is better suited for segment-by-segment analysis.

A set of objective TQI’s has been developed based on the analysis of extensive survey data collected by FRA’s ATIP fleet. The results clearly show an inverse trend of TQI’s with track classes, i.e., higher classes have lower TQI values. The trend exists even when actual class is determined by only one of the track geometry parameters. This finding clearly indicates some correlation between all TQI parameters.

TQI ranges are developed for track Classes 2 through 7. The TQI’s developed were found to be able to quantitatively evaluate track quality and relate track quality to the FTSS. These TQI’s may be used to further evaluate vehicle and track interaction by incorporating vehicle characteristics. They may also be used to study track geometry deterioration trends and rates.

Track S egm ent 1 - perfectly sm ooth

Track Segm ent 2 rough

Track Segm ent 3 roughest

0 0

ATIP EXCEPTION REPORT

EXCEPTION LIST SECTION

FRA GEOMETRY CAR

Survey Number (Railroad Code)

Railroad Name (spelled out)

Location from Milepost:

Location to Milepost:

Track Number DATE: 0RQWK , Crosslevel: Curvature:

+ = L Rail High + = Curve to Right

- = R Rail High - = Curve to Left

Station

Feet

Parameter

Value

Length

TSC

L-P

Track 0 0 State Line 0 2 Class Chg 1.00 0 2 Track 1.00 0 2 State Line 00 0 3 Class Chg 4.00 0 3 State Line CA

0 181 Class Chq 2.00 0 512 Class Chg 3.00

579 4411 Up MP 579.00 579 1 Class Chg 4.00 579 295 Class Chg 1 3.00 579 1565 Class Chg 4.00

580 5089 Up MP 580,00 581 5444 Up MP 581.00 582 5188 Up MP 582.00 583 4790 Up MP 583.00 583 204 Gage Wide 57.72 2 C 3 4 1 583 436 Gage Wide 57.69 2 C 3 4 1

583 444 Gage Wide 57.68 2 C 3 4 1 583 505 Gage Wide 57.85 13 S 1 4 1 584 5242 Up NIP 9.00 584 599 Gage Wide 57.61 2 S 3 4 1 584 2412 Gage Wide 57.60 3 C 3 4 1 585 5307 Up MP 585.00

586 4972 Up MP 586.00 586 622 Gage Wide 57.73 9 C 3 4 1 587 5273 Up MP 587.00 587 2264 Gage Wide 57.68 4 C 3 4 1 587 2279 Gage Wide 57.63 3 C 3 4 1 587 2304 Gage Wide 57.75 9 C 3 4 1

587 2414 Gage Wide 57.94 10 C 1 4 1 587 2438 Gage Wide 57.99 11 C 1 4 1 587 2497 Gage Wide 57.77 4 C 1 4 1 587 2629 Gage Wide 57.84 12 S 1 4 1

ATIP EXCEPTION REPORT

CURVE ANALYSIS SECTION

FRA GEOMETRY CAR

Survey Number (Railroad Code)

Railroad Name (spelled out)

Location from Milepost:

Location to Milepost:

Track Number DATE: BBBB

Starting Ending Average Speed Limiting Point

Curve Elev Curve Elev Total Limiting Speed at MP Dist MP Dist Length Deg/Min Inches Post Limit MP Feet Deg/Min Inches F Group t 4” 5” 6” 7” 8” 9”

0 386 0 397 11 -1/1 -0.50 20 200 0 0 0/0 0.00 0 0 0 0 0 0 0 0 0 397 0 741 344 1/29 -0.13 20 52 0 571 1/28 -0.16 0 0 60 68 75 81 86 92 0 1457 0 2615 1158 -1/51 -1.27 50 55 0 2311 -1151 -1.00 0 0 62 68 73 78 83 87

579 588 579 1891 1303 2/39 1.89 50 50 579 1259 2/39 1.73 0 0 55 60 64 68 72 76 579 2285 579 3795 1510 -4/0 -4.49 50 51 579 3121 -3/59 -4.37 0 0 54 57 60 63 66 69 579 4426 580 1198 1861 2/29 3.17 50 58 580 566 2/29 3.02 0 0 63 67 71 75 79 82

Continued as above

ATIP EXCEPTION REPORT (continued) Curve Analysis Section

FRA GEOMETRY CAR

Survey Number (Railroad Code)

Railroad Name (spelled out)

Location from Milepost:__ 500 DATE:BBBB Location to Milepost: 600

Average Limiting Point

Starting Ending Curve Elev Speed Curve Elev Total Limiting Speed at MP Dist MP Dist Length Deg/Min Inches Post Limit MP Feet Deg/Min Inches Ft Grp 4” 5” 6” 7” 8” 9” 588 2184 588 3471 1287 2/31 2.82 50 56 588 2845 2/33 2.79 0 0 61 65 70 73 77 81 588 147 588 1338 1191 3/41 4.02 50 50 588 674 3139 3.58 0 0 54 57 61 64 67 70 588 4819 590 1892 2289 -1/27 -1.76 50 66 590 392 -1/28 -1,61 0 0 73 80 86 91 96 101 591 1613 591 3176 1563 -0/43 -0.74 65 81 591 2657 -0/47 -0.73 0 0 92 101 110 118 125 132 592 3593 593 467 2107 2/0 2.68 65 62 592 4350 2/1 2.60 1351 1 68 73 77 82 86 90 593 1690 593 4287 2597 -5/57 -2.75 30 36 593 2699 -5/59 -2.59 0 0 39 42 45 47 50 52 594 2752 594 5345 2560 -5/55 -2.75 60 36 594 3765 -5157 -2.56 1257 1 39 42 45 47 50 52 594 3892 594 1128 2459 1/31 1.81 60 63 594 541 1/31 1.34 0 0 70 77 83 88 93 98 596 3042 596 4797 1755 1/2 1.27 60 74 596 4143 1/6 1.26 0 0 82 90 97 103 109 115 597 265 597 1160 895 -0/54 -1.16 60 79 597 824 -0/55 -1.10 0 0 88 96 104 111 118 124 597 4541 598 526 1321 -1/56 -3.30 60 66 597 5173 -1/58 -3.20 0 0 72 77 81 85 90 94 598 1078 598 2884 1806 1/31 2.14 60 68 598 2154 1/34 2.17 0 0 74 80 86 91 96 100 598 4416 599 283 1106 -1/57 -2.99 60 65 598 5035 -1/58 -2.96 0 0 70 75 80 84 88 92 599 1509 599 2556 1047 -0/55 -2.08 90 86 599 2095 -0/58 -2.18 433 1 94 102 109 115 121 127 600 1744 600 3172 1428 1/0 1.94 90 82 600 2446 1/1 1.89 581 1 90 98 105 111 117 123

Survey Number_

ATIP Exception Report Exception Summary Section

Location: FROM AND TO DATE Railroad Name MILEPOST To MILEPOST

Profile Align Gage Xlevel Warp

MP

FT

TOT

Exc

EXC

Ft

CL 1

Exc

TOT

Exc

EXC

Ft

CL 1

Exc

TOT

Exc

EXC

Ft

CL 1

Exc

TOT

Exc

EXC

Ft

CL 1

Exc

TOT

Exc

EXC

Ft

CL 1

Exc

Limit Class

Posted

Track

0 2 1 1 1 0 2 1 1 1 0 3 1 1 1 0 181 4 4 1 0 512 2 2 1 0 4411 3 3 1

579 1 3 3 1 579 295 4 4 1 579 1565 3 3 1 579 5089 4 4 1 580 5444 4 4 1 581 5188 4 4 1

582 4790 4 4 1 583 5242 4 19 1 1 4 1 584 5307 2 5 3 4 1 585 4972 4 4 1 586 5273 1 9 3 4 1 587 8167 7 53 4 1 4 1

588 5208 5 36 1 1 4 1 588 5216 4 47 4 1 4 1 590 5251 1 12 1 1 4 1 591 5344 4 4 1 592 5233 2 4 3 4 1 596 1585 1 7 3 4 1

593 4225 3 3 1 593 4416 4 4 1 593 647 4 4 1 594 6131 20 725 11 0 4 1 594 5223 4 4 1 595 5241 4 4 1

Continued as above