EXHIBIT_1_-_RTD_MAINTENANCE-OF-WAY_STANDARDS.pdf

RTD

MAINTENANCE

OF WAY

TRACK SAFETY STANDARDS

Exhibit 1 - 926DR012 Rail Infrastructure Work Program

RTD

MAINTENANCE

OF WAY

TRACK SAFETY STANDARDS

MOW-023-2021-1. Published September 10, 2021.

This document establishes a standard for the periodic inspection and maintenance of fixed-structure rail transit tracks. This includes periodic visual, electrical and mechanical inspections of components that affect safe and reliable operation. This standard also identifies the necessary qualifications for RTD Maintenance of Way (MOW) employees or contractors who perform periodic inspection and maintenance tasks.

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Table of Contents

1. Overview

2. Qualified Persons

3. Inspection

4. Condition reporting

5. Corrective action

7. Track appliances and devices

8. Track geometry

9. Track structure

12. Special track work

13. Street-running track work

References

Definitions

Abbreviations and acronyms

Summary of document changes

Document version

Appendix A: Track surface table

Appendix B: Continuous welded rail (CWR) practices

Appendix C: Rail wear practices

Appendix D: Special track work practices

Appendix E (informational):

Typical track and switch inspection forms

TABLE 1 Classes of Track

TABLE 2 Condition Prioritization

TABLE 3 High-Water Conditions1

TABLE 4 Track Gage Limits

TABLE 5 Maximum Allowable Horizontal Alignment Deviation

TABLE 6 Track Surface

TABLE 7 Ballast Guidelines for Wood & Engineered Composite Ties

TABLE 8 Ballast Guidelines for Concrete Ties

TABLE 9 Minimum Number of Non-Defective Rail Fasteners

TABLE 10 Maximum Number of Consecutive Defective Rail Fasteners

TABLE 11a Rail Defect Remedial Action

TABLE 11b Rail Defect Remedial Action

TABLE 11c Rail Defect Remedial Action

TABLE 12 Rail End Mismatch

TABLE 13 Rail End Batter

TABLE 14 Double Guarding Restraining Rails Guard Face Gage

TABLE 15 Guard Check and Guard Face Gages in Frogs

TABLE 16 Embedded Rail Defect Remedial Action

TABLE 17 Tongue and Mate Switch Conditions

TABLE A1 Maximum Allowable Speeds on Various Track Conditions

TABLE B1 Longitudinal Rail Expansion vs. Temperature Change

TABLE B2 Longitudinal Rail Forces vs. Temperature Change (in pounds)

FIGURE B1

Effects of Throws on Neutral Temperature, 100 ft. Long Curves Remedial Action Table

FIGURE B2 Example CWR Disturbance Report

TABLE B3 Change in Rail Length

TABLE B3 Change in Rail Length (continued)

TABLE B4 Desired Rail Laying Temperature Ranges

TABLE C1

Rail Wear Limits Track Inspector Reporting Form Codes for Track Inspector Reporting Form Joint Switch and Frog Inpsection Form Report of Rail Failure in Mainline Track Type of Defect: Tick the box that best describes the defect

List of Tables and Figures

Intended Audience This document is intended for use by RTD Light Rail Maintenance-of-Way (MOW). This is not to be confused with RTD commuter rail (north metro), DTP / DTO, or Eagle projects. This is due to differences in regulator oversight, where Light Rail is regulated by the FTA, DORA, PUC, FRA, and Internal Safety ISR and commuter rail is regulated solely by the FRA. When reporting to work each day, employees must consult the bulletin board, train orders, or refer to the Hub. If any employee is unaware of specific posted instructions, a supervisor or dispatcher should be contacted immediately.

Introduction RTD MOW rail transit safety standards represent an industry consensus on safety practices for RTD MOWs (RTS) to help achieve a high level of safety for passengers, employees and the general public. This document was created with its provisions, namely RTD MOWs (operating agencies), original equipment manufacturers (OEMs), consultants, engineers and general interest groups. This standard provides procedures for inspecting and maintaining rail transit tracks.

This standard intends to meet the following objectives:

• To ensure special life/safety equipment is operational and reliable

• To help incorporate safety considerations during the inspection and maintenance process

• To identify inspection criteria and maintenance standards that provide a high level of passenger and personnel safety rtd-denver.com 11

Rail Transit Track Inspection and Maintenance

1.1 Measuring track not

under load

When unloaded track is measured to determine compliance with the requirements of this standard, the amount of rail movement, if any, that occurs while the track is loaded must be added to the measurement of the unloaded track.

1.2 Combination of conditions

Requirements as prescribed in this part are described as single conditions at a given location. When a combination of conditions at a given location exists, but none individually requires action, a qualified person (as designated in Section 2) must evaluate the condition for protection and take appropriate action. Train dynamics, track geometry and track design, location of the track, maximum speeds over the area, and any other factors that could negatively influence the severity of the conditions found must be taken into consideration when evaluating the proper action(s) to be taken, particularly in special work and curved locations.

1.3 Restoration and renewal

of track

When any work is performed on the track to repair or correct conditions described herein, the work is to be under the supervision of a qualified person as designated by Section 2.

1. Overview rtd-denver.com 13

2.1 Designation of

qualified persons

RTD MOW shall designate qualified persons to supervise track maintenance, track renewal and inspection of track under traffic.

Those designated persons shall meet the requirements described herein.

2.2 Work performed by others

Work performed by contractors or other non-agency parties on the RTD MOW’s track shall be inspected by a qualified person, as described herein, prior to placing the track in service.

2.3 Minimum qualifications

of qualified persons

A person designated by the RTD MOW as a qualified person shall:

a) Have at least:

• One year of satisfactory related experience inspecting, constructing or maintaining track and special work;

and/or

• a combination of experience in track maintenance and training from a qualified course in track inspection or from a college-level educational program related to track inspection; or

• have demonstrated enough knowledge or have had satisfactory supervisory experience on another transit or railroad system; and

b) Demonstrate to the RTD MOW that he or she:

• knows and understands the requirements of these standards;

• can detect deviations from these requirements; and

• can prescribe appropriate remedial action to correct or safely compensate for those deviations.

2. Qualified Persons

3.1 Track inspection

a) Tracks used by revenue trains shall be inspected twice weekly by riding over the track in a vehicle at a speed that allows detection of noncompliance with these standards. In the unusual event that a walking or riding inspection cannot be performed, a qualified person must inspect the track from a revenue vehicle in a position that allows full view of the roadbed. Inspections must be performed by a qualified person as prescribed by Section 2. An interval of at least two but not more than 11 calendar days must elapse between inspections.

b) Non-revenue and yard tracks shall be inspected once a quarter.

c) Walking inspection of the mainline shall take place once a quarter.

Components of a section of track shall be inspected and their condition recorded on an inspection form, with all deviations or deficiencies recorded on the form.

Remedial action for defects must be taken in accordance with the parameters set forth in this standard and as prescribed in Section 2 and Section 5. All forms shall be submitted daily to a supervisor for review, and electronic copy filed in the enterprise asset management system (EAM). All forms shall be complete and retained on file in the EAM system after the date of inspection. Refer to Appendix E for samples of track and switch inspection forms.

3.2 Rail inspection

Ultrasonic rail flaw detection of mainline tracks shall be performed at least once per year. Defective rails shall be clearly marked on each side of the rail web and base.

Inspection records shall show the nature of defects, location of flaw and action taken.

If rail defects are found during walking track inspections, use the standards listed in the rail defect remedial action chart to determine appropriate action. Broken rails must be reported using a standard form (a sample form is shown in Appendix E).

Records shall be maintained for a minimum of two years after inspection and one-year after remedial action.

A list of qualified persons shall be maintained by the RTD MOW.

3. Inspection rtd-denver.com 15

3.3 Continuous welded rail

inspection

Special inspections of continuous welded rail (CWR) shall occur when the ambient temperature causes the rail temperature to meet or exceed the neutral temperature of the rail. Particular attention is to be given to periods of temperature fluctuations, looking for signs of high thermal stresses in the rails. If daily cycles of extreme temperature fluctuations occur, consideration shall be given to repeated inspections. Defects found shall be recorded on a track inspection form and filed in EAM. See Section B.6 of Appendix B.

3.4 Geometry inspection

The geometry of mainline standard gage track shall be inspected and recorded at least once per year by an automated track inspection or measurement vehicle; this inspection will supplement the weekly visual inspection of track. Data collected in accordance with Section 8, “Track geometry,” shall be maintained for three years. Defects detected shall be given to the maintenance manager for corrective action.

Defects shall be reported as prescribed in Section 4. This requirement is not applicable to embedded track; see Section 13 for inspection requirements for embedded or street-running track.

3.5 Detailed switch and

crossing inspection

a) Mainline switches, track crossings and moveable bridge lift rails shall be inspected for defects monthly.

b) Yard switches shall be inspected for defects every three months.

c) Mainline and yard track switches that are signaled or electrically controlled shall be inspected jointly by signal and track forces annually. Annual switch inspection forms shall be used, and all information shall be completed for each switch inspected. The completed form shall be forwarded to the respective maintenance managers and kept on file for a minimum of one year from the date of inspection.

d) Inspection after track-related failure.

Switches that failed to operate properly due to a track cause or an undetermined cause shall be inspected by both signal

- and track-qualified inspectors to determine the cause and to ensure that the repair is complete.

3.6 Special inspection

In the event of fire, flood, severe storm or other occurrence that might have damaged the track and/or structure, a special inspection of the affected track and structure must be made as soon as possible after the occurrence.

Defects reported by the public and employees shall be investigated as soon as possible. Appropriate corrective action shall be taken.

4.1 Reporting of a

condition’s location

Proper reporting of the location of exceptions is a necessary part of the information flow to management and others involved with follow-up and repair of conditions. When reporting a defect, all information, including track number, line stationing or other unique repeatable methodology as determined by the RTD MOW must be utilized.

4.2 Classes of track

The speed-based track classification system shall conform to the following:

a) The track classes shall be as described in Table 1.

b) Maintenance criteria shall be established using the same speed-based track classification system.

4.Condition reporting

The RTD MOW has specific procedures for reporting defects and/or conditions, corrective action and/or mitigating measures to be taken when track conditions found by qualified personnel deviate from the standards shown herein. A speed-based track classification system shall be used based on class of track. Operations over deficient track conditions shall not be allowed to exceed the prescribed minimum safety requirements indicated herein. The RTD MOW will follow the requirements prescribed in Section 3, ‘Inspection’, regarding the retention of records concerning the inspections performed.

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TABLE 1

Classes of Track

Class1 Maximum allowable train speed2

1 15 mph 2 30 mph 3 55 mph

1. Over track that meets all the other requirements prescribed herein.

2. The designated operating speeds of some transit systems may be determined by designed automatic train control systems or through established operating practices. The agency may alter the maximum allowable train speeds in this table to match its established train speeds if so required, provided that:

a. the maximum allowable operating speeds shown herein to describe a class of track shall not be exceeded; and

b. The deviations from the minimum standards shown herein are not exceeded for the specified operating speeds.

4.3 Condition prioritization

Shall conform to the following and used for input in EAM:

a) The condition prioritization system shall be as described in Table 2; and

b) Any RTD MOW employee that knows or has notice that the track does not comply with the standards shown herein shall report the condition using this hierarchy and take the required corrective action.

TABLE 2

Condition Prioritization

Priority Description

1 The qualified person(s) detecting such condition shall make every effort to correct the condition immediately and must also evaluate whether to allow operations to continue under supervision, or to place the track out of service immediately. If operation is allowed to continue, then the person(s) making the decision must not leave the scene until relieved or until the defect is repaired. When “walking” trains over such a condition, each train shall be stopped short of the defect and the person on the ground shall communicate the situation to the train operator. Movements shall be made at restricted speed with extreme caution; that is, proceeding no faster than 15 mph; prepared to stop at least two car lengths short of a visible object on the roadway; ready to make a fast stop; watching rails and switches for the route; and looking for anything on the roadbed that is unsafe to pass.

2 Conditions that require inspection by a qualified person within 24 hours of the time of the detection of the condition. The investigating person shall immediately determine whether a slow speed order is necessary and what work is required and shall base these decisions on findings and other factors, such as the type of defect, the location and permanent speed of the track in question. Every effort shall be made to correct these defects as soon as practicable.

3 Such designation alerts to a track condition that affects the ride comfort qualities of the track and that may degrade to a worse condition if left uncorrected. Work programs shall be established for the correction of these defects.

4 Conditions that do not require any immediate action. These conditions may affect ride comfort qualities of the track should they degrade to a worse condition.

Uncorrected defects shall be recorded, and the reports shall be used for scheduling future work.

NOTE: The RTD MOW may modify the above prioritization code to meet its individual requirements; however, modifications shall be consistent with the above table and uniformly applied throughout the RTD MOW’s maintenance standards.

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This section describes the methods and systems that the RTD MOW shall apply when it knows, or has notice, that the track does not comply with the requirements specified herein.

5.1 Required action

Any RTD MOW employee that knows, or has notice, that the track does not comply with the requirements specified herein shall:

a) bring the track into compliance; or

b) to operate under conditions that do not meet class 1, or over priority 1 conditions, put train movements under the continuous supervision of a qualified person, subject to conditions set forth herein, at an appropriate restrictive speed not to exceed 15 mph; or

c) stop operations over that track.

5.2 Conditions detected

by automated track inspection vehicles

Conditions detected by automated track inspection vehicles shall be classified according to the designations in Table 2. A qualified person shall perform the analysis and interpretation of those conditions within 48 hours of the inspection, as well as any determination regarding the required corrective action. Such determination shall be made by taking into account the type of defect, its location, the type of track, the permanent speed of the track in the area and any other combination of geometry conditions that could negatively influence the severity of the conditions found. In any case, if a qualified person discovers that the condition is an exception to these standards, then the prescribed action(s) shall be taken.

5.Corrective action

6.1 Drainage

Drainage is of the utmost importance in the maintenance of track. Each drain, cross-drain or other water-carrying facility under or immediately adjacent to the transit property’s track must be kept free of debris and obstructions to accommodate expected water flow. Water must not be allowed to accumulate or stand around or on track and third rail (power rail) components.

6.1.1 High-water conditions

High-water conditions in track shall restrict train operations as shown in Table 3.

6.Roadbed

TABLE 3

High-Water Conditions1

Class of Track Priority Operating Speed High-Water Condition

1 1 15 mph or less Within the head of either running rail2

2 2 16 to 30 mph Above the base of either running rail 3 3 31 to 55 mph Up to the base of either rail

1. This table is not applicable for street-running track work. RTD MOWs with street-running track shall develop and adhere to specific guidelines for their conditions.

2. Only supervised operation is permitted where water is above the running surface of either rail.

This section prescribes minimum requirements for the roadbed and areas immediately adjacent to the track structure.

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6.2 Vegetation

Vegetation found in the ballast area indicates fouled ballast and resulting poor drainage. Vegetation that is within or immediately adjacent to the roadbed must be controlled so that it does not:

1. become a fire hazard;

2. obstruct visibility of signs, highway rail crossings and signals;

3. interfere with employees performing normal trackside duties;

4. prevent proper functioning of signal and communication lines;

5. prevent employees from visually inspecting moving equipment from their normal duty stations; or

6. strike or rub the sides or tops of trains.

6.3 Storage of materials and

equipment along the right-of-way

Material and equipment stored along the trackway shall be placed where it will not interfere with the safe operation of trains.

Placement shall be secure so that vibration from passing trains will not allow materials or equipment to move into the rail vehicles’ clearance envelope. In addition, material and equipment stored shall be placed such that it will not:

1. interfere with possible evacuation of passengers and personnel in an emergency;

2. interfere with possible actions of emergency personnel;

3. come in contact with rail vehicles;

4. interfere with operation of train control systems;

5. interfere with operation of switches and special track work;

6. interfere with operation of moveable bridges;

7. interfere with traction power distribution systems; or

8. contact the running or guardrails.

In addition, extra precaution shall be taken with items such as rail, pipe, conduit and inner ducts to allow for thermal expansion and contraction.

Proper housekeeping practices shall be maintained in all work areas at all times.

This includes the removal of material or equipment when work has been completed in the area.

7. Track appliances and devices

This section prescribes minimum requirements for certain track appliances and devices.

7.1 Derails

Each derail must be clearly visible. Switch point derails shall be maintained as per Section 11 of this standard; for other types of derails, the manufacturer’s recommendations shall be followed. When in a locked position, a derail shall be free of lost motion that would prevent it from performing its intended function. Each derail should be properly installed for the rail to which it is applied

7.2 Slip rails

(expansion joints)

Particular attention shall be given to slip rails or expansion joints. Any unusual longitudinal or vertical movement must be noted. All the appropriate requirements of Section 10 of this standard shall be met and slip rails should be inspected monthly. The sliding joint must be inspected for any loose bolts, loose hold-down devices (spikes, screws, elastic fasteners, etc.).

The sliding rail shall be checked to ensure that it has been properly lubricated and is indeed moving, and the distance between the end of the free rail and the cast stop on the sliding joint must be checked to ensure that it is within tolerance.

7.3 Switch heaters

The operation of a switch heater must not interfere with the proper operation of the switch or otherwise jeopardize the safety of equipment.

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7.4 Rail lubrication

a) Rail lubrication shall be used to reduce rail wear and for noise abatement purposes. Additionally, rail lubrication can help the train’s wheels to negotiate sharp curves by decreasing the friction between the wheel flange and the side of the running rail and guardrail (restraining rail).

b) High-pressure, mechanical or other approved type of lubricators shall be used.

c) Rail lubricators shall be installed at the following locations:

• On all sharp curves as determined by the RTD MOW. The initial applicator shall be placed ahead of the curve, prior to entering the body of the curve, at a point such that the lubricant is carried effectively throughout the curve. Additional applicators shall be placed along the curve as required.

• Other locations deemed necessary, according to field conditions. Locations may be adjusted considering rail wear rates and train operating conditions.

d) A suitable enclosure shall be provided to house the lubricating equipment and controls as well as the lubricant.

e) Lubrication equipment shall be thoroughly inspected by trained personnel according to an approved schedule. All equipment in service is to be tested at least twice a year, especially during extreme weather changes and after any repairs or adjustments have been performed. During inspections, adjustments shall be made as required based on the conditions observed.

f) Rail lubricators shall be maintained and adjusted to provide the proper amount of lubricant at all times. Excessive accumulation of lubricant at the applicators or at any other points along the track shall be avoided; the lubricant must be distributed as uniformly and evenly as possible throughout the curve.

Lack of lubrication results in high rates of wear of rails and wheels, as well as an increase of friction between the flanges of the wheel and the rail, and therefore shall be avoided. The pressure shall be adjusted as required to provide the required amount of lubricant flow as determined by an inspection of the rails along the curve. If during inspection of the lubricators any conditions (such as excessive accumulation of lubricant on the rails) are found that may interfere with the safe operation of trains over the area, corrective action shall be immediately performed, and the pressure adjusted accordingly.

g) The material used for lubrication shall conform to the specifications of the RTD MOW. In addition, the manufacturer’s recommendations regarding use, storage and handling of the product shall be followed. Lubricant sampling shall be performed at least once a year to ensure that the product does meet the required properties.

8.1 Track gage

8.1.1 Gage

Track gage is measured at right angles to the rail, ⅝ in. below the plane of the top of the rails. Refer to Note 1 of Table 4.

8.1.2 Gage limits

Track gage shall be maintained within the limits prescribed in Table 4.

TABLE 4

Track Gage Limits1

Class of Track Priority Operating Speed

Deviation from 56 ½“2

Minimum3 Maximum4

1 1 15 mph or less −½ in. +1½ in.

2 and 3 2 16 to 60 mph −½ in. +1¼ in.

1. This table is intended for RTD MOWs using American Association of Railroads (AAR) standard wheels, regardless of the design track gage. If nonstandard wheels are used, then the agency shall perform a special evaluation of its specific conditions and set appropriate limits, in accordance with the documents listed in the section under References.

2. Where gage varies by design, for example because of sharp horizontal curvature or to reduce truck hunting on tangent, then that designed gage shall be used to determine the allowable deviations specified above. These adjustments to track gage shall be clearly designated in the RTD MOW’s standards.

3. No operation is permitted when loaded gage deviation is less than −½ in.

4. No operation is permitted when loaded gage deviation is more than +1½ in.

This section prescribes the requirements for gage, horizontal alignment, surface and superelevation of track.

8.Track geometry rtd-denver.com 25

8.3 Track surface

RTD MOWs shall maintain the surface of their track within the limits prescribed in Table 6. For RTD MOWs with speeds enforced by train control systems, see Appendix A for corresponding track surface deviation limits.

8.4 Superelevation

Curved track shall be superelevated in accordance with each RTD MOW’s standards and maintained within the limits described in Table 6.

8.2 Horizontal alignment (line)

Horizontal alignment standards for curved and tangent track are based on the mid-ordinate (mid-chord offset) of a fixed chord length. Measurements shall be taken at points on the gage side of the railhead. On tangent track, both rails shall be considered; the rail with the worst alignment shall be used for the application of these standards. On curves, the outside rail shall be used. The deviation from uniformity of the mid-offset from either a 62 ft. or 31 ft. chord shall conform to that shown in Table 5.

TABLE 5

Maximum Allowable Horizontal Alignment Deviation

Class of Track Priority Operating Speed

Maximum Allowable Deviation from Design Value Tangent Track Curved Track

31 ft. Chord 62 ft.

Chord 31 ft. Chord 62 ft.

Chord 1 1 15 mph or less 3 in. 5 in. 3 in. 5 in.

2 2 16 to 30 mph 2 ½ in. 3 in. 2½ in. 3 in.

3 2 31 to 60 mph 1¼ in. 1¾ in. 1¼ in. 1¾ in.

8.5 Superelevation runoff

Superelevation runoff shall be at a uniform rate, within the limits of track surface deviation prescribed in Table 6.

Superelevation runoff shall extend the full length of the spirals. If physical conditions do not permit a spiral long enough to accommodate the minimum length of runoff, then part of the runoff may be on an adjacent tangent or curve. If the superelevation is run off within the curve, then the minimum superelevation in the curve shall be used to calculate the maximum operating speed. If the superelevation is run off in an adjacent tangent, then the maximum cross level on tangent track shall not exceed that shown in Table 6.

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TABLE 6

Track Surface

Class of Track: 1 2 3 Priority: 1 2 3

Operating Speed:

15 mph or less

16 to 30 mph

31 to 55 mphCondition description Chord length or distance1

Runoff in any 31 ft. of rail at the end of a raise may not be more than 31 ft. 3½ in. 3 in. 2 in.

Deviation from uniform profile 31 ft. chords 1½ in. 1⅜ in. 1⅛ in.

62 ft. chords 3 in. 2¾ in. 2¼ in.

Deviation from constant cross level See note ² 3 in. 2 in. 1¾ in.

Deviation from desired elevation in spirals See note ² 2 in. 1¾ in. 1½ in.

Difference in constant cross level between two points

31 ft. 2 in. 1¾ in. 1½ in.

62 ft. 3 in. 2¼ in. 2 in.

Variation in cross level in spirals between two points

31 ft. 2 in. 1¾ in. 1¼ in.

62 ft. 3 in. 2¼ in. 2 in.

1. Either a 31 ft. or 62 ft. chord length or distance may be designated to be used. However, the same chord length shall be exclusively used when applying this table.

2. The chord length or distance shall be chosen to be representative of the maximum twist tolerances allowed by the RTD MOW’s vehicles exhibiting the largest degree of stiffness to twist conditions.

8.6 Determination of

superelevation

The method(s) used by the RTD MOW to determine maximum operating speeds on curves shall be maintained on file.

8.7 Horizontal curve data

Each RTD MOW shall maintain horizontal curve data for every mainline curve on its system. The data shall include the location, overall length, radii or degree of curve, superelevation, length of super elevation runoff, spiral length and maximum allowable operating speed. This data shall be readily accessible to all personnel designated as qualified herein.

This section prescribes minimum requirements for ballast, crossties and rail fasteners.

9.1 Ballast

9.Track structure

Unless it is otherwise structurally supported, all tracks shall be supported by material that will:

a) transmit and distribute the load of the track and rolling equipment to the subgrade without overloading the subgrade;

b) restrain the track laterally, longitudinally and vertically under dynamic loads imposed by rolling equipment and thermal stress exerted by the rails;

c) provide adequate drainage for the track;

and

d) maintain proper track cross level, surface and alignment.

Clean, well compacted ballast must be located in the cribs around the ends of all ties at a depth equal to not less than two-thirds the height of the tie. All cribs should be filled to within 1 in. of the base of the rail. The ballast height at the center of the tie cribs (away from the running rails) may be below these limits at the discretion of the track engineer. If the top of the ballast reaches a level lower than the halfway point of the ties (for more than five cribs in a row), then a slow order should be placed on the track and speeds reduced to one-half maximum authorized speed. In any 20 ft..

of ballasted track, at least 80 percent of all cribs should be filled to within 1 in. of the top of the tie.

In ballasted track with Continuous Welded Rail (CWR), the minimum ballast shoulder width shall be 12 inches, and 10 inches for conventional jointed ballasted track (other than special work). If the ballast shoulder is less than the above specified limits, refer to Table 7 below for the condition and operating speed restriction.

When track has been disturbed, such as due to maintenance activities, the track must be examined. If the track does not conform to the requirements outlined in this section, then the maximum authorized speed must be reduced as defined herein, until a proper section has been restored.

Ballast must be kept from touching the rails after compaction. A space of at least 1 in.

between the ballast and the base of the rail must be maintained to provide clearance between the rail and the ballast.

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Ditches, pipes, catch basins, culverts and bridge openings must be kept free of obstructions. Ditches must be kept clear of grass and weeds. All drainage facilities must be checked and cleaned (as necessary) immediately afterstorms.

For concrete ties with center-to-center spacing of 2 ft. or more, the depth of ballast under the tie must be a minimum of 12 in. For wood or composite ties with center to center spacing of 19.5 in., the depth of ballast under the tie must be a minimum of 9 in.

See Table 7 and Table 8.

TABLE 7

Ballast Guidelines for Wood & Engineered Composite Ties

Crib Ballast (below the top of the tie) Priority Condition Speed

3 to 6 in. 3 40 mph Greater than 6 in. 2* 15 mph Ballast Shoulder Width** 8 to 10 in. 3* 40 mph Less than 8 in. 2* 15 mph Number of Tie Ends Exposed in 20 ft.

3 to 5 3 40 mph More than 5 2 15 mph

* Additional ballast should be scheduled for installation

** The minimum shoulder width for track with wood or engineered composite ties shall be 10 inches

TABLE 8

Ballast Guidelines for Concrete Ties

Crib Ballast (below the top of the tie) Priority Condition Speed

2 to 5 in. 3 40 mph Greater than 5 in. 2* 15 mph Ballast Shoulder Width** 6 to 10 in. 3* 40 mph Less than 6 in. 2* 15 mph Number of Tie Ends Exposed in 20 ft.

3 to 5 in. 3 40 mph More than 5 in. 2 15 mph

* Additional ballast should be scheduled for installation

** The minimum shoulder width for track with concrete ties shall be 12 inches rtd-denver.com 31

9.2 Rail fastener

requirements

9.2.1 General

a) Rail fasteners (crossties, direct fixation and other rail fasteners) shall be made of a material to which rail can be securely fastened. Fasteners must be capable of holding rails to their proper gage and alignment, preventing excessive horizontal and vertical movement and transmitting the wheel loads to the supporting structure or ballast.

b) Each segment of track shall have a sufficient number of rail fasteners that in combination provide effective support that will maintain gage, surface and alignment as prescribed herein.

c) The minimum number of non-defective rail fasteners (along a single rail) for any 39 ft. length of rail shall be as prescribed in Table 9.

d) The number of consecutive ineffective rail fasteners shall not be more than that prescribed in Table 10.

TABLE 9

Minimum Number of Non-Defective Rail Fasteners for Any 39 ft. Length of Rail

Class of Track Operating Speed Priority Minimum Effective for Any

39 ft. of Rail 1 < 15 mph 1 6

2 and 3 16 to 60 mph 2 8

TABLE 10

Maximum Number of Consecutive Defective Rail Fasteners Per 39 ft. Length of Rail

Class of Track

Operating Speed Priority

Tangent and Curves with Radii at or Over 2000 ft.

Curves with Radii Between 1000 and 2000 ft.

Curves with Radii of Less Than 1000 ft.

1 and 2 < 30 mph 1 5 4 3 3 31 to 60 mph 2 4 3 2

9.2.2 Timber or engineered

composite crossties

Timber or engineered composite crossties shall be considered ineffective if any of the following conditions exist:

a) There are fewer than two spikes along each rail (one on the gage side and one on the field side of each rail), except in cases of special tie plates designed otherwise;

b) The crosstie is broken through;

c) The crosstie is spike-killed to the extent that it can no longer effectively hold spikes;

d) The crosstie is split or impaired to the extent that the tie will allow the ballast to work through;

e) The crosstie is plate-cut more than 1 in.;

f) The crosstie has deteriorated such that the tie plate or base of rail can move laterally more than ½ in. relative to the crosstie.

9.2.3 Concrete ties

Concrete ties shall be considered ineffective if any of the following conditions exist:

a) The rail clip assembly is broken, missing or impaired.

b) A rail clip bolt is stripped or broken.

c) The rail clip shoulder on the tie is damaged such that it provides no lateral support to the clips.

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d) The tie is severely cracked or broken.

e) Surface spalls, chips or broken-out areas expose the pre-stressed reinforcing wire in the concrete tie.

f) The tie has a longitudinal crack running through a vertical plane that affects its structural integrity.

g) A concrete tie has a crack in the rail base area that is large enough to be easily seen.

9.2.4 Direct fixation fasteners

Direct fixation fasteners shall be considered ineffective if any of the following conditions exist:

a) The rail clip is broken.

b) Two anchor bolts are missing, broken or so loose as to be rendered ineffective on one pad.

c) Two anchor bolt inserts are stripped or otherwise unusable on one pad.

d) The pad is corroded, deteriorated or broken such that the rail fasteners or anchor bolts no longer provide lateral or vertical support.

e) The concrete supporting the fastener is deteriorated or impaired such that it does not provide proper support.

f) The elastomer is poor or separated from any of its components or has bulged appreciably from beneath a bearing washer.

g) Any fastener component is bent, cracked or broken.

h) The rail hold-down is defective or missing so that the gage cannot be maintained.

9.2.5 Joint ties

a) Ties under rail joints must be adequately tamped to reduce pumping and ensure proper support.

b) The center tie and one of the shoulder ties under a supported joint should be non-defective. Both ties under a suspended joint should be non-defective.

c) If the center tie in a supported joint is defective (and two shoulder ties are non-defective), or if one tie is defective in a suspended joint, then speed should be reduced to 25 mph.

d) If two of three ties in a supported joint or both ties in a suspended joint are defective, then speed should be reduced to 10 mph.

e) Each rail joint, in tracks having a maximum speed of 30 mph, should be supported by at least one crosstie whose centerline is within 48 in. of the rail end.

f) In tracks having designed speed greater than 30 mph up to 90 mph, joints should be supported by at least one crosstie whose centerline is within 36 in. of the rail end, or two crossties whose centerlines are within 24 in. of either side of each rail joint location.

9.2.6 Tie plates

a) In track where timber crossties are in use, there must be tie plates under the running rails on at least eight of any 10 consecutive ties.

b) No metal object that causes a concentrated load by solely supporting a rail should be allowed between the base of the rail and the bearing surface of the tie plate.

9.3 Clearances

a) Track clearances shall be maintained as required by the car and line equipment clearance diagrams. Any indication of equipment striking wayside objects requires prompt action. Any violation to personnel clearances must be promptly communicated to the responsible manager and marking of the affected area shall be performed as soon as possible. Clearances must be checked after any work has been completed on, or in the vicinity of, the tracks.

b) Before performing horizontal or track alignment changes, the responsible manager must ensure that a physical inspection of the area to be surfaced is conducted prior to the beginning of the work. Special attention must be paid to reductions in overhead or lateral clearances caused by the installation of conduits, pipes, cables, light fixtures or any other appurtenances. Clearance measurements shall be made before any work has begun. Measurements of clearances before and after the work is completed must be recorded and kept on file in the manager’s office.

c) In station areas, care must be taken to maintain the alignment, cross level and surface of the track along the platforms in such a way to ensure compliance with ADA regulations and the RTD MOW’s gap and step standards.

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This section prescribes the requirements for the maintenance of rail.

10. Rail

10.1 Defective rails

This section prescribes the actions required when defective rails are discovered.

10.1.1 Knowledge of

defective rails

RTD MOWs employees that know or have notice that a rail in track contains any of the defects listed in Table 11 shall immediately have a qualified person determine whether or not the track may continue in use unless the rail is replaced or the appropriate remedial actions described in Table 11a, Table 11b and Table 11c are taken.

10.1.2 Application of joint bars

on defective rails

Where appropriate, when applying joint bars to mitigate rail defects, the following actions shall be taken:

a) Bolts shall be applied to the defective rail through the outermost holes.

b) The minimum number of bolts that would be used for a rail joint at that same location as prescribed herein shall be used.

c) Care shall be taken not to drill bolt holes through the rail at the location of the defect.

d) At welds, if joint bars are used to protect rail defects, then precautions shall be taken to ensure that the joint bars properly fit the rail. Either special rail joint bars specifically designed for that rail section for use at weld locations, or grinding the weld upset metal, shall be used. Field-modified, torch-cut or strap protective bars shall not be used.

e) If a rail defect is found in the wing or heel rails of a frog, then the existence of two frog bolts on both sides of the defect may be considered the same as joint bars.

10.1.3 Defects within switch

points and stock rails

If a rail defect is found within a switch point or stock rail adjacent to a switch point, then, at a minimum, the following action shall be taken, unless more restrictive action is required by Table 11a, Table 11b or Table 11c:

a) Where remedial actions C, D or E given in the notes for Table 11c require the use of joint bars, and joint bars cannot be placed due to the physical configuration of the switch, then remedial action B will govern, provided that there are reinforcing bars on both sides of the switch point and that there are at least two bolts or rivets on each side of the defect; or

b) A qualified person shall supervise each train movement over defective rail; and

c) The operating speed over defect location is limited as determined by a qualified person.

10.1.4 Definition of rail defects

RTD MOWs shall use the definitions of defects shown herein.

Transverse fissure means a progressive crosswise fracture starting from a crystalline center or nucleus inside the head, from which it spreads outward as a smooth, bright or dark, round or oval surface substantially at a right angle to the length of the rail.

The distinguishing features of a transverse fissure from other types of fractures or defects are the crystalline center or nucleus and the nearly smooth surface of the development that surrounds it.

Compound fissure means a progressive fracture originating in a horizontal split head, which turns up or down in the head of the rail as a smooth, bright or dark surface progressing until substantially at a right angle to the length of the rail. Compound fissures require examination of both faces of the fracture to locate the horizontal split head from which they originate.

Horizontal split head means a horizontal progressive defect originating inside the rail head, usually ¼ in. or more below the running surface and progressing horizontally in all directions, and generally accompanied by a flat spot on the running surface. The defect appears as a crack lengthwise of the rail when it reaches the side of the rail head.

Vertical split head means a vertical split through or near the middle of the head, and extending into or through it. A crack or rust streak may show under the head close to the web, or pieces may be split off the side of the head.

Split web means a lengthwise crack along the side of the web and extending into or through it.

Piped rail means a vertical split in a rail, usually in the web, due to failure of the shrinkage cavity in the ingot to unite in rolling.

Broken base means any break in the base of the rail.

Detail fracture means a progressive fracture originating at or near the surface of the rail head. These fractures should not be confused with transverse fissures, compound fissures or other defects that have internal origins. Detail fractures may arise from shelly spots, head checks or flaking.

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Engine burn fracture means a progressive fracture originating in spots where driving wheels have slipped on top of the rail head.

In developing downward they frequently resemble the compound or even transverse fissures, with which they should not be confused or classified.

Ordinary break means a partial or complete break in which there is no sign of a fissure, and in which none of the other defects described in this paragraph are found.

Damaged rail means any rail broken or injured by wrecks; broken, flat or unbalanced wheels; slipping; or similar causes.

Flattened rail means a short length of rail, not a joint, that has flattened out across the width of the rail head to a depth of ⅜ in. or more below the rest of the rail. Flattened rail occurrences have no repetitive regularity and thus do not include corrugations, and have no apparent localized cause such as a weld or engine burn. Their individual length is relatively short, as compared with a condition such as head flow on the low rail of curves.

Bolt hole crack means a crack across the web, originating from a bolt hole, and progressing on a path either inclined upward toward the rail head or inclined downward toward the base. Fully developed bolt hole cracks may continue horizontally along the head/web or base/web fillet, or they may progress into and through the head or base to separate a piece of the rail end from the rail. Multiple cracks occurring in one rail end are considered to be a single defect. However, bolt hole cracks occurring in adjacent rail ends within the same joint should be reported as separate defects.

Defective weld means a field or plant weld containing any discontinuities or pockets, exceeding 5 percent of the rail head area individually or 10 percent in the aggregate, oriented in or near the transverse plane, due to incomplete…