EXHIBIT_2_-_LIGHT_RAIL_INFRASTRUCTURE_CONDITION_ASSESSMENT_INSPECTION_PROCEDURE.pdf

Exhibit 2 - 926DR012 Rail Infrastructure Work Program

Regional Transportation District – Denver 1|

This procedure includes information specifically for condition reporting Inspection of RTD Light Rail Infrastructure.

RAIL INFRASTRUCTURE

CONDITION ASSESSMENT

INSPECTION PROCEDURE

REGIONAL TRANSPORTATION DISTRICT -DENVER

Latest Revision: 03/2024

Regional Transportation District – Denver 2|

Contents Introduction

Age Minus

Condition and Age-Based Asset Evaluations

Condition Inspection Methodology

Linear Asset Groupings

Asset Component Categories

Condition Inspection Procedures

Performance Restrictions:

Applicable Standard Operating Procedures (SOP):

Minimum Qualification of Qualified Persons:

Tools Needed:

Identifying and Responding to Immediate Risks and Emergencies:

Component Condition Assessments

Rail Condition Assessment

Ballast Condition Assessment

Ties Condition Assessment

Fasteners Condition Assessment

Joints Condition Assessment

Geometry Control Units Condition Assessment

Substructure/Roadbed

Embedded Rail

Loss of Material in Trackway Concrete Reference:

Regional Transportation District – Denver 3|

• WARNING – SAFETY MUST BE YOUR FIRST PRIORITY

• HIGH AND LOW VOLTAGE ELECTRICAL SYSTEMS ARE

PRESENT

• ENSURE NO METAL OBJECTS SUCH AS KEYS OR

FLASHLIGHTS ARE HANGING FROM YOUR BELT

• MOVING VEHICLES PRESENT

A reflective Class II vest must be always worn on the Light Rail alignment.

High and Low voltage electricity can be lethal. Use extreme care to avoid exposure.

Do not operate Pole Mount Disconnects. They may be under load and can arc flash.

Never extend any devices towards the OCS or contact wire.

Trains will be present during inspections and all personnel conducting inspections on the alignment must have they’re On Track Safety Training up to date.

When inspecting track switches stay clear of the space between the stock rail and switch rail as they may move without notice

Always walk on the track facing on-coming trains.

Do not walk on the head of the rail or ties, they can be very slippery when wet or covered with snow or ice.

Regional Transportation District – Denver 4|

Introduction As a government agency, many of the activities of Regional Transportation District (RTD) are regulated by outside entities. Included in RTD’s Light Rail regulatory framework are the Colorado Public Utilities Commission (PUC) and the Federal Transit Administration (FTA). In response to regulator feedback, RTD must change certain practices around the management of Light Rail Infrastructure. These changes include ensuring that the assets are maintained in a State of Good Repair (SGR). As part of the changes to RTD’s asset management practice, the condition inspection methodology must be adapted to improve the agency’s ability to proactively manage assets and plan for large-scale renewal/reconstruction efforts. RTD has committed to evolve the management practices to deliver better results in the future. The change in condition inspection methodology is aligned to a different strategy for managing assets that prioritizes asset performance. While more detailed information can be found in the Light Rail Infrastructure Asset Class Strategy (ACS), a brief introduction to the strategy, known as “Age Minus,” precedes the detailed description of the new Light Rail Infrastructure Condition Inspection Methodology.

Age Minus Assets are designed and constructed with a typical useful life in mind. Rail infrastructure is no exception. Assets in a State of Good Repair help to ensure safe, accessible, and dependable services.

In order to ensure a State of Good Repair for light rail infrastructure assets, the agency will consider both age and condition in combination. This has been identified as an “Age Minus” approach to asset management. Routine maintenance is necessary to allow rail infrastructure assets to reach their expected useful life, and at the end of the useful life of assets RTD will perform a full-depth replacement (capital renewal) to restore the assets to a new/like new state. The timing of the capital renewal will either be based on the expected useful life of an asset or in advance of deterioration that would warrant a performance restriction (slow zone or condemned track), whichever comes first. If an asset has met its expected useful life, but an assessment would rate its condition to be better than its age, it will still receive the condition score associated with its age.

The condition inspection methodology that RTD will employ going forward puts MOW in the driver’s seat when it comes to informing capital investment planning for rail infrastructure. By evaluating condition relative to the expected condition based on its age, RTD will be able to proactively manage capital renewals to prevent unwanted performance restrictions due to premature deterioration of assets. By having a signal of condition sent in advance of failure, the agency will be afforded the time needed to orchestrate an effective reconstruction of assets.

Regional Transportation District – Denver 5|

The results of condition inspections will be utilized by Maintenance of Way (MOW) leadership, who will communicate data-driven capital investment needs to the Capital Programs group in a formal process to ensure that the condition inspection information from MOW is effectively utilized by the organization in planning and budgeting for renewing/reconstructing Light Rail Infrastructure assets.

The enhanced condition assessments will provide additional information to MOW management for improved maintenance planning and MOW program performance monitoring. MOW leadership will now have a data-driven basis for communicating the needs of the MOW group to Rail leadership, groups within the agency such as Capital Programs and Finance, and to external regulators such as the Colorado PUC.

Condition and Age-Based Asset Evaluations As mentioned in the description of the Age Minus strategy for managing assets, both the age of an asset and its condition will be used in the capital renewal planning process. In order to facilitate the comparisons of age and condition, RTD has elected to use a scale developed by FTA for the purpose of evaluating asset investment needs. This scale is the Transit Economic Resource Model, or TERM, scale.

The FTA requires a few notable measures to be reported under the National Transit Database (NTD) and Transit Asset Management (TAM) programs. These measures include measures of age and performance. One way FTA determines the funding needs for agencies is the age of the assets relative to the Useful Life Benchmark (ULB) or Expected Useful Life (EUL) of the assets. In addition, a key rail-specific measure is mileage under performance restriction, which is the measure of distance where safe operational speeds have been determined to be less than the designed speed by qualified maintenance personnel. Each indicator of rail infrastructure condition is required to be measured by agencies, with the expectation that agencies will manage the assets in a manner that reduces both the backlog and mileage under performance restriction measures.

While RTD’s approach is still based in the American Public Transportation Association (APTA) safety standards, the application of the TERM scale is to provide more insight into the health of infrastructure before it reaches the point of being in a performance restriction or in backlog.

The table below shows how the current age of an asset translates into its Age Score based on its expected useful life (EUL). This score corresponds to the 5-point scale used in the condition ratings:

Regional Transportation District – Denver 6|

Expected Useful Life (EUL) of Asset

1 – Unsafe/ Condemned

2- Performance Restriction

3 – Adequate 4 – Good 5 – New/Like New

30-year 30+ years 20 – 30 years 10 - 19 years 0 - 9 years 25-year 25+ years 18 - 25 years 9 - 17 years 0 - 8 years 15-year 15+ years 11 - 15 years 6 - 10 years 0 - 5 years

Table 1: Age Score Based off of Expected Useful Life (EUL)

Assets with a 30-year expected useful life include:

• Tangent track

• Ballasted track

Assets with a 25-year expected useful life include:

• Curved track

• Embedded track

Assets with a 15-year expected useful life include:

• Crossings

To understand how Age Scores and Condition ratings interact with one another and determine the overall score for an asset, consider the following examples using tangent track with a 30-year expected useful life:

• Example 1:

o Scenario: The track is 11 years old [age score of 4 – Good], but through a condition inspection it is indicated to require a performance restriction [condition rating of 2 – Performance Restriction]:

o Result: the track receives a condition rating of [2].

• Example 2:

o Scenario: The track is 11 years old [age score of 4 – Good], and through a condition inspection it receives a rating of [4 – Good] o Result: the track receives a condition rating of a [4].

• Example 3:

o Scenario: The track is 11 years old [age score of 4 – Good], but through a condition inspection it receives a rating of [5 – new/like new] o Result: the track receives a condition rating of a [4].

• Example 4:

o Scenario: The track is 31 years old [age score of 2 –Performance Restriction], but through a condition inspection it receives a rating of [4 – good] o Result: the track receives a condition rating of a [2], and w ill be scheduled for a full-depth replacement.

Regional Transportation District – Denver 7|

Condition Inspection Methodology

Linear Asset Groupings Linear assets have been grouped based on common characteristics and segmented at a length described by MOW staff to be the most practicable means of servicing them.

These groupings are:

• Tangent Track

• Ballasted Track

• Curved Track: Radius >2000 ft.

• Curved Track: Radius between 1000 and 2000 ft.

• Curved Track: Radius <1000 ft.

• Embedded Track

• Crossings

Asset Component Categories For each of these linear asset groupings, there are 7 component categories upon which their condition is inspected and rated:

• Rail

• Ballast

• Ties

• Fasteners

• Joints

• Geometry Control Units

• Substructure/Roadbed

Geometry Control Units is unique in that it is determined through the condition of 4 other components [Ballast; Ties; Fasteners; Joints].

Condition Inspection Procedures This document describes the procedures for rating the seven component categories. Each individual inspection procedure table has 2 areas:

• Condition Rating - refers to a numerical rating or score assigned to indicate the condition of an asset. The score indicates the overall health, functionality, and potential risks associated with the asset.

• Condition Description – The inspector will identify which condition description and associated term score applies to the track asset being inspected. Inspection condition descriptions are essential for ensuring the reliability, safety, and efficiency of RTD track assets. These condition descriptions help manage risks, prioritize maintenance activities, Regional Transportation District – Denver 8| and optimize resource allocation to maintain or improve the condition of the assets over time.

The condition rating is on a 1 to 5 scale that corresponds to the FTA TERM scale1. This aligns the rating of linear assets with other assets across the agency and provides a common language and analysis tool to make informed replacement and renewal strategies to achieve the agency objectives. The ratings are:

1. Unsafe/Condemned

2. Performance Restriction

3. Adequate

4. Good

5. New/Like New

In each section we are looking at the overall condition of the specified system listed including loose, damaged, and deteriorated items. Good inspection practices include physically touching, shaking, and using other mechanical measures to assess the overall condition of the asset.

Record notes of the inspection at the time of the field inspection. Also note any specialized information that can be used to make improvements to the assets or the procedures.

If any safety hazards are discovered during the inspection, they should be immediately reported to the current MOW shift supervisor. Defects found should be considered in your initial assessment.

A linear asset’s overall condition rating w ill be determined by the lowest score on any of the follow ing components:

• Rail

• Geometry Control Units

• Substructure/Roadbed.

1 TERM stands for Transit Economic Requirements Model. It assigns numerical ratings based on an asset’s condition. For More information can be found at: Performance Management | FTA (dot.gov) https://www.transit.dot.gov/PerformanceManagement

Regional Transportation District – Denver 9|

Performance Restrictions:

RTD must operate its rail system in a safe, controlled manner that maintains its design speed without risk of derailment. If an asset’s condition were to degrade below a point where specifications would allow it to safely operate at its design speed, a performance restriction must be put in place and the operating speed on that segment reduced. The importance of this cannot be understated—if a segment is considered condemned, it is condemned because there is a risk of the train separation from rail.

A condition rating of “1” or “2” on any of the follow ing components w ill result in an immediate performance restriction:

• Rail

• Joints

• Geometry Control Units

• Substructure/Roadbed

See the table below for clarification on which components are used for determining condition assessments, performance restrictions, and the assets overall score:

COMPONENT

CATEGORY

CONDITION

ASSESSMENT

USED TO

DETERMINE

OVERALL SCORE

PERFORMANCE

RESTRICTION

RAIL X X X

BALLAST X

TIES X

FASTENERS X

JOINTS X X

GEOMETRY CONTROL

UNITS

X X

SUBSTRUCTURE/

ROADBED

X X X

Table 2: Component Use in Determining Condition, Overall Score, and Performance Restriction

Regional Transportation District – Denver 10|

Applicable Standard Operating Procedures (SOP):

The following SOP can be found in the Maintenance of Way section on “The Hub”:

MOW SOPs (002).pdf

Minimum Qualification of Qualified Persons:

The following definition of qualified persons comes from Section “2. Qualified Persons” of the RTD Maintenance of Way Track Safety Standards:

• 2.1 Designation of qualified persons - Each rail transit system or operating entity 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.

• 2.3 Minimum qualifications of qualified persons – A person designated by the rail transit system as a qualified person shall:

o a) Have at least:

Two years of satisfactory related experience inspecting, constructing or maintaining track and special work; and 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 sufficient knowledge or have had satisfactory supervisory experience on another transit or railroad system; and o b) Demonstrate to the rail transit system 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.

A list of qualified persons shall be maintained by the rail transit system.

https://rtddenver-my.sharepoint.com/:b:/r/personal/coyne_krupske_rtd-denver_com/Documents/Important%20Documents/RI%20ACS%20Binder/19th%20%26%20Stout%20CAP/MOW%20SOPs%20(002).pdf?csf=1&web=1&e=FzHxEL

Regional Transportation District – Denver 11|

Tools Needed:

• Track Wrench

• Taper Gauge

• Tape Measure

• Flashlight

• Pry bar or large screwdriver

• Level Board (Track Level)

• Whistle

• 62 Foot String Line

• Gloves and other PPE

Identifying and Responding to Immediate Risks and Emergencies:

Identifying and responding to immediate risks and emergencies requires readiness to act swiftly and effectively.

RTDs ORM Framework defines risk as “the effect of uncertainty on objectives” internal or external to the RTD system. An unacceptable risk is a condition that may endanger or seriously harm human life, significantly destruct property or result in system loss. This includes harm to customers, employees, contractors, equipment and to the general public. These risk conditions must be mitigated or eliminated.

The ORM Framework applies to all RTD employees and obligates everyone to constantly observe risks in their work areas and report them to their safety committee, through a reporting process or to their supervisor.

Identifying risks is the responsibility of all RTD employees and contractors. Risk identification should be an ongoing process. Risks may be identified through observation, inspection, and interaction of all RTD employees and contractors.

It is the employee's responsibility to be familiar with RTDs ORM Framework.

To access the RTD ORM Framework documentation go to the hub, type “ORM” in the search box located at the top of the screen and the link to the document will be made available or click on the link provided below:

RTD ORM Framework https://rtddenver.sharepoint.com/sites/SSF/SE/Shared%20Documents/Forms/AllItems.aspx?id=%2Fsites%2FSSF%2FSE%2FShared%20Documents%2FRTD%20ORM%20Framework%20Final%2Epdf&parent=%2Fsites%2FSSF%2FSE%2FShared%20Documents

Regional Transportation District – Denver 12|

Component Condition Assessments

Regional Transportation District – Denver 13|

Rail Condition Assessment A score of “1”* or “2” on any segment of rail will result in a performance restriction. Rail inspection procedures contain the following inspection areas:

• Railhead Breakout

• Buckling/Thermal Distortion

• Rail Break; weld failure; and/or poor weld condition

• Shiny Marks

• Heat Kinks and/or kinky/wavy Rail

• Section Loss; Corroded Surfaces; and/or web/base of rail reduction

• Wave Defects

• Shelling

• Railhead Burns: depth

• Railhead Burns: size on top of rail head (longest measurement)

• Head Loss

*For any condition rating of “1 - Unsafe/Condemned”, see ‘RTD Maintenance of Way Track Safety Standards for reference on priority and remedial actions.

Rail Condition Assessment

Condition Rating Condition Description

Railhead Breakout:

1 – Unsafe/Condemned Break out in railhead (>4") 2 – Performance Restriction

Breakout in railhead (2 to 4")

3 – Adequate Breakout in railhead (<2") 4 – Good Breakout in railhead (<=1") 5 – New/Like New No Breakout Buckling/Thermal Distortion 1 – Unsafe/ Condemned2 Severe signs of buckling/thermal distortion (from tight rail).

2 – Performance Restriction

Signs of buckling/thermal distortion (from tight rail).

3 – Adequate Any minor signs of distortion due to tight rail.

4 – Good No signs of buckling or distortion 5 – New/Like New No signs of buckling or distortion

2 See ‘RTD Maintenance of Way Track Safety Standards’ for reference on priority and remedial actions

Regional Transportation District – Denver 14|

Rail Break; weld failure/poor weld condition 1 – Unsafe/Condemned Rail or weld has a complete break with >=4" gap and/or

>= 3/16" mismatch 2 – Performance Restriction

Rail or weld break with <4" gap, and less than <=3/16" mismatch

3 – Adequate A rail or weld break that has been repaired with joint bars 4 – Good A rail or weld break that has been repaired with a defect-free weld 5 – New/Like New Rail/weld has in good condition. Rail/weld has never been broken before.

Shiny Marks 1 – Unsafe/Condemned Shiny marks on the base of the rail in MULTIPLE locations, particularly near fasteners; indicate that the rail is running through anchors and spikes.

2 – Performance Restriction

Shiny marks on the base of the rail, particularly near fastener(s); indicate that the rail is running through anchors and spikes.

3 – Adequate Minor signs of shiny marks on the base of the rail indicate that the rail is running through anchors and spikes

4 – Good Shiny marks at the base of rail had mitigation tactics applied to address the movement of the rail

5 – New/Like New No sign or history of shiny marks at the base of the rail.

Heat Kinks/kinky or wavy rail 1 – Unsafe/Condemned Excessive heat kinks/kinky or wavy rail result in a performance restriction below 15 mph. Refer to table MOW Safety Standards Table A1, pg. 92 for limits

2 – Performance Restriction

Heat Kinks, kinky rail, or wavy rail is present;

Refer to table MOW Safety Standards Table A1, pg. 92 for level of performance restriction

3 – Adequate n/a 4 – Good n/a 5 – New/Like New n/a

Section Loss; corroded surfaces; and/or web/base of rail reduction 1 – Unsafe/ Condemned Rail no longer being able to hold track geometry or gage:

Rail no longer being able to hold track geometry or gage due to one of the following:

• Significant section loss due to severe corrosion.

• Highly corroded surfaces and/or signs of distributed corroded surfaces with signs of delamination.

Regional Transportation District – Denver 15|

• Web and base of rail heavily reduced in cross-section for any reason (rust, tie-plate cutting into base, base cutting into tie-plate, etc.)

2 – Performance Restriction

Large-sized and extensive surface pitting (more than ⅛” on average); rail base or web have loss of section equal to or larger than ¼”, either on a uniform basis or concentrated at point or points on the base; and/or cracks in the deteriorated surfaces ⅛” or larger in length. Due to one of the following:

• Heavy rusting and flaking of rail surfaces

• Isolated highly corroded surfaces and/or signs of distributed lightly corroded surfaces

• Web and base of rail reduced in cross-section

3 – Adequate Medium-sized and more prevalent surface pitting (approximately ⅛” in diameter on average) and more prevalent; small loss of any section of the rail at the web or base (less than ¼”); and/or small cracks, if present, on the deteriorated surfaces less than ⅛” in length. Due to one of the following:

• Heavy rusting and flaking of rail surfaces

• Isolated highly corroded surfaces and/or signs of distributed lightly corroded surfaces

• Web and base of rail reduced in cross-section

4 – Good Small-sized Surface pitting (approximately 1/16” in diameter on average); small loss of any section of the rail at the web or base (less than 1/8”); and/or small cracks on the deteriorated surfaces less than 1/16” in length. Due to one of the following:

• Small amounts of section loss

• Isolated signs of light corroded surfaces

• Slight reduction of web and/or base of rail in cross section 5 – New/Like New No signs of section loss; corrosion; or reduction in web or base of rail

Wave Defects 1 – Unsafe/ Condemned Severe series of developed wave defects that cannot be addressed through grinding 2 – Performance Restriction

Developed wave defects that cannot be addressed through grinding.

3 – Adequate Series of minor developed corrugation.

4 – Good Isolated minor wave corrugation defects.

Regional Transportation District – Denver 16|

5 – New/Like New No signs of corrugation

Shelling 1 – Unsafe/ Condemned Severe shelling and loss of metal.

2 – Performance Restriction

Heavy shelling and loss of metal.

3 – Adequate Larger or deeper cracks (moderate shelling/flaking).

4 – Good Few isolated or small series of surface cracks (slight spalling/flaking).

5 – New/Like New No signs of surface cracks; spalling; and/or flaking

Railhead Burns: depth 1 – Unsafe/ Condemned Railhead burns: >1/8" 2 – Performance Restriction

Railhead burns: >1/16" to <=1/8"

3 – Adequate Railhead burns in isolated locations; depth >1/32" to <=1/16"

4 – Good Minor wheel burns: <= 1/32" 5 – New/Like New No wheel burns

Railhead Burns: size on top of rail head (longest measurement) 1 – Unsafe/ Condemned >=3" 2 – Performance Restriction

>2" to <3"

3 – Adequate >1" to <2" 4 – Good Minor wheel burns: <=1" 5 – New/Like New No wheel burns

Head Loss 1 – Unsafe/ Condemned Head loss – profile unable to be restored >1/2" 2 – Performance Restriction

Head loss – profile unable to be restored. >3/8" and <= 1/2"

3 – Adequate Head loss approaching limits. >1/4" and <= 3/8" 4 – Good Head loss within limits – minor loss of profile, slight weld defects. Up to 1/4" 5 – New/Like New No visible cracking on railhead

Regional Transportation District – Denver 17|

Ballast Condition Assessment Ballast assessment is determined by observing the condition of ballast in a segment. The lowest score applied at any point of ballast scores the entire segment.

A single ballast point being scored as a ‘1’ or ‘2’ will not on its own result in a performance restriction. To determine if it’s a performance restriction, consult the section on Geometry Control Unit Failures.

Ballast is measured in multiple dimensions:

• Crib Level: ballast at the crib level is measured in relation to (1) the tie and (2) the rail.

The following descriptions are pulled from MOW standards pg. (28) o Standard tie dimensions have a height of Concrete: 8” Wood: 7” o 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.

o If the top of ballast reaches a level lower than the halfway point of the tie it is counted as a geometry control failure.

o 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.

o In any 20 ft. of ballasted track, at least 80 percent of all cribs should be filled to within 1”of the top of the tie.

• Shoulder width:

o Shoulder Width: In ballasted track with Continuous Welded Rail (CWR), the minimum ballast shoulder width shall be 12” o Shoulder Width: 10” for conventional jointed ballasted track (other than special work) o In addition, tie ends should not be exposed at any point. An exposed tie-end automatically counts as a geometry control unit failure.

• Pumping

• Fouling

Regional Transportation District – Denver 18|

Ballast Condition Assessment

Condition Rating Condition Description

1 – Unsafe Crib Height:

• Concrete Ties: >5”

• Wooden Ties: >6”

Shoulder Width:

• Continuously Welded Rail: <6”

• Conventional Jointed Rail (Concrete Ties): <6”

• Conventional Jointed Rail (Wood/Engineered Composite Ties):

<8” Tie end(s) exposed Severe pumping exceeds geometry specifications No drainage AND/OR track structure deflecting as a result of fouled ballast.

2- Performance Restriction

Crib Height:

• Concrete Ties: >2” to < 5”

• Wooden Ties: >2.33” to < 6”

Shoulder Width:

• Continuously Welded Rail: 6” to <10”

• Conventional Jointed Rail (Concrete Ties): 6” to <10”

• Conventional Jointed Rail (Wood/Engineered Composite Ties): 8” to <10” Pumping with visible clay/tie particles or watermarks Not adequately draining, ballast flooding as a result of fouled ballast.

3 – Adequate Crib Height:

• Concrete Ties: >2” to < 5”

• Wooden Ties: >2.33” to < 6”

Shoulder Width:

• Continuously Welded Rail: 6” to <10”

• Conventional Jointed Rail (Concrete Ties): 6” to <10”

• Conventional Jointed Rail (Wood/Engineered Composite Ties): 8” to <10” Light pumping Fouled ballast but no signs of drainage issues.

Crib Height:

Regional Transportation District – Denver 19|

4 – Good • Concrete Ties: >2” to < 5”

• Wooden Ties: >2.33” to < 6”

Shoulder Width:

• Continuously Welded Rail: 6” to <10”

• Conventional Jointed Rail (Concrete Ties): 6” to <10”

• Conventional Jointed Rail (Wood/Engineered Composite Ties): 8” to <10” No signs of pumping or fouling.

5 – New/ Like New

Crib Height:

• Concrete Ties: >2” to < 5”

• Wooden Ties: >2.33” to < 6”

Shoulder Width:

• Continuously Welded Rail: 6” to <10”

• Conventional Jointed Rail (Concrete Ties): 6” to <10”

• Conventional Jointed Rail (Wood/Engineered Composite Ties): 8” to <10” No signs of pumping or fouling.

Ties Condition Assessment This is a qualitative score done by observing the condition of ties in a segment. The lowest score applied to one tie scores the entire segment.

A single tie being scored as a ‘1’ or ‘2’ will not on its own result in a performance restriction. To determine if it’s a performance restriction, consult the section on Geometry Control Unit Failures.

Ties Condition Assessment: Concrete Condition Rating

Condition Description

1 - Unsafe

Inspect and note long and transverse wide cracks, and loss of clip hold.

Inspect and note large cracks in the shoulder that have joined together.

Inspect and note crumbling or breaking apart of the shoulder/rail seat area.

Inspect and note evidence of gage expansion.

Inspect and note structurally defective ties which must be replaced.

Inspect and note ties that are unable to hold geometry.

Regional Transportation District – Denver 20|

Ties Condition Assessment: Concrete Condition Rating

Condition Description

2 - Performance Restriction

Inspect and note long and transverse wide cracks. Loss of clip hold.

Large cracks in the shoulder have joined together.

Inspect and note crumbling or breaking apart of the shoulder/rail seat area.

Inspect and note gage expansion evidence.

Inspect and note structurally defective ties that must be replaced.

Inspect and note unable to hold geometry.

3 - Adequate

Inspect and note long/transverse cracks with multiple cracks at ends and through the center of the tie.

Inspect and note transverse cracks in the shoulder area.

Inspect and note pulled in pre-stressed strands

4 - Good Inspect and note faint surface cracking, alligator skin appearance.

Inspect and note slight unconnected cracks at shoulders.

Inspect and note cracks that cannot be lifted with a blade.

5 - New/Like

Inspect and note ties that have no cracks and tight shoulders.

Ties Condition Assessment: Wooden

Rating

Condition Description

1 - Unsafe Inspect and note inability to hold fastenings (spike or rail fastener) Inspect and note rotting and hollow ties.

Inspect and note ties that are unable to hold track geometry.

2 -

Performance Restriction

Inspect and note severe long splits from end to end.

Inspect and note excessive and rotting (not hollow) ties.

Inspect and note splits or cracks in the area of the fastening system.

Inspect and note minor signs of deterioration at the fasteners.

Regional Transportation District – Denver 21|

Ties Condition Assessment: Wooden

Rating

Condition Description

4 - Good Inspect and note visible small splits (splits under development).

Inspect and note minor signs of decay or deterioration but none along with the fastener.

Inspect and note no splitting and no signs of decay or deterioration.

Regional Transportation District – Denver 22|

Fasteners Condition Assessment A single fastener being scored as a ‘1’ or ‘2’ will not on its own result in a performance restriction. To determine if it’s a performance restriction, consult the section on Geometry Control Unit Failures.

Fasteners Condition Assessment Condition Rating Condition Description

1 - Unsafe

Inspect and note damaged insulators, clips and/or pads in combination with corroded rail.

Inspect and note rail not being held.

Inspect and note rail rollout and inefficient fasteners that create gage to exceed the threshold.

Inspect and note extended signs of surface corrosion and/or isolated highly corroded areas.

Inspect and note more than one damaged insulators, clips, and/or pads.

Inspect and note missing/loose or rotated components in multiple fastenings.

Inspect and note isolated signs of light surface corrosion.

Inspect and note at least one insulator and/or pad is damaged or cracked.

Inspect and note missing/loose or rotated components in isolated fastening or single missing components in mor than one fastening.

Inspect and note no corrosion present.

Inspect and note insulators and/or pads showing minor evidence of wear and tear.

Inspect and note isolated missing/loose component in fastenings.

Inspect and note new or like new. No corrosion, no damage to insulators and clips, and pads and no missing components.

Regional Transportation District – Denver 23|

Joints Condition Assessment

Joints, along with [ballast, ties, and fasteners], function as an aspect of a geometry control unit. They differ from other aspects, however, in that poor conditions on a single rail joint can result in a performance restriction on a rail segment.

The following bullets are pulled from MOW standards 10.3.1

• If a joint bar on Classes 3 through 5 track is cracked, broken, or because of wear allows excessive vertical movement of either rail when all bolts are tight, then it shall be replaced.

• If a joint bar is cracked or broken between the middle two bolt holes, then all operations over that joint must be supervised and the bars scheduled for immediate replacement.

• In the case of conventional jointed track, each rail shall be bolted with at least two bolts at each joint in Classes 2 through 5 track and with at least one bolt in Class 1 track.

• In the case of continuous welded rail track, each rail shall be bolted with at least two bolts in each rail at each joint.

• Each joint bar shall be held in position by four track bolts tightened to allow the joint bar to firmly support the abutting rail ends and to allow longitudinal movement of the rail in the joint to accommodate expansion and contraction due to temperature variations.

When no-slip, joint-to-rail contact exists by design, the requirements of this paragraph do not apply

• No rail shall have a bolt hole that is torch cut or burned in Classes 2 through 5 track.

• If bolts are broken or missing, then the following actions should be taken:

o If less than two bolts per rail: reduce speed to 10 mph.

o One bolt per rail: rail gap >1”: supervise all operations.

o For one bolt at one rail end and a rail gap > 3”.: suspend operations

In addition to observing the condition of the joint itself, joint condition may be judged by the condition of the rail ends it is joining. Rail end condition is defined in terms of the depth of the defect, or lateral and vertical straightness as measured over a 36” length. This definition is used for both battered joints and battered welds.

• Tread mismatch shall be measured along the centerline of the rail web.

• Gage face mismatch shall be measured at the gage line.

• Rail End Batter: Tread mismatch shall be measured along the centerline of the rail web.

Regional Transportation District – Denver 24|

Rating

Condition Description

1 - Unsafe

Inspect and note if joint bar is cracked, broken, and/or allows excessive vertical movement of either rail when all bolts are tight.

Inspect and note if joint bar is cracked or broken between the middle two bolt holes.

Inspect and note less than two bolts per rail.

Inspect and note one bolt per rail, with a rail gap >1”.

Inspect and note one bolt at one rail end and a rail gap > than 3”.

Inspect and note existing center cracks in joints (requires immediate attention).

Inspect and note extended highly and deeply corroded areas.

Tread mismatch: >¼” Gage face mismatch: 3/16” to ¼” Rail End Batter: ¼” to ½”

Restriction

Inspect and note one bolt per rail, with a rail gap less than 1”.

Inspect and note one bolt at one rail end and a rail gap less than 3”.

Inspect and note extended signs of light surface corrosion and/or isolated highly corroded areas.

Inspect and note side cracks identified in joints (requires monitoring).

Tread mismatch: 3/16” to ¼” Gage face mismatch: 1/8” to 3/16” Rail End Batter: 3/16” to ¼”

Inspect and note isolated signs of light surface corrosion.

Tread mismatch: 1/8” to 3/16” Gage face mismatch: 1/8” to 3/16” Rail End Batter: 1/8” to 3/16”

Inspect and note no corrosion.

Tread mismatch: 1/16” to 1/8” Gage face mismatch: 1/16” to 1/8” Rail End Batter: 1/16” to 1/8”

Inspect and note new/like new condition.

Regional Transportation District – Denver 25|

Rating

Condition Description

5 - New/Like New

Tread mismatch: <1/16” Gage face mismatch: <1/16” Rail End Batter:

<1/16”

Regional Transportation District – Denver 26|

Geometry Control Units Condition Assessment Ballast, Ties, Fasteners, and Joints are measured qualitatively, to determine their overall condition, and in some instances, quantitatively to determine performance restrictions. The ballast, ties, fasteners, and joints have their own condition assessment scores, but also roll up to determine the condition assessment score of Geometry Control Units as well.

A score of a 1 or a 2 on any component of a geometry control unit results in a failure for that unit. The condition score for that segment is determined by the number of functional/effective units in a segment and the number of consecutive non-functional/ineffective units as well.

Geometry Control Units Assessment:

1 – Unsafe 2-

Performance Restriction

3- Adequate

4 – Good 5 – New/ Like New

Functional/ Effective (w/in 39’ span); assuming 30” tie spacing Count >5 5 - <8 8 to 10 11 to 13 14 to 16 Percentage <31% 31- 50% 50 to <69% 69 - <88% 88 – 100% Non-Functional/ Ineffective (Consecutive within 39 ft span); assuming 30” tie spacing Tangent and Curve Radius >2000 ft

More than 5 5 4 3 2 or fewer

Curve radius 1000 – 2000 ft

5 or more 4 3 2 1 or fewer

Curve radius <1000 ft

More than 3 3 2 1 0

Ge om et ry

Co nt ro l U ni ts

Ballast

Ties

Fasteners

Joints

Regional Transportation District – Denver 27|

Substructure/Roadbed In addition to the table below, any signs of vegetation growth or materials fouling the right of way will lead to an immediate service request.

Substructure/Roadbed Condition Assessment Condition Rating

Condition Description

1 - Unsafe

Inspect and note if saturated with mud.

Inspect and note track condition has profile and depressions.

Inspect and note headwalls collapsing/crushed culvert ends.

Inspect and note water levels to the base of rail or higher (over 100%).

2 - Performance Restriction

Inspect and note drainage conditions contributing to poor surface and alignment.

Inspect and note saturated roadbed (track bed) locations.

Inspect and note ditch line obstructions.

Inspect and note water levels 75% to 100% to the base of rail.

3 - Adequate

Inspect and note moderate silting.

Inspect and note ditch line has minimal obstructions.

Inspect and note minor subgrade saturation.

Inspect and note ditches are not adequately managing storm flows.

Inspect and note water levels 50% up to 75% to the base of rail.

4 - Good

Inspect and note adequate drainage and/or side ditches are uniformly dug.

Inspect and note water levels from 25% from the base of rail to 50%.

5 - New/Like New

Inspect and note no heaving or wet spots.

Inspect and note 0 to less than 25% of the distance from level to the base of rail.

Regional Transportation District – Denver 28|

Embedded Rail Condition inspection of embedded rail is inherently difficult due to limited ability to observe the underlying structure of rail during routine inspections. The following table notes some lagging indicators that, if found, would warrant deeper and more extensive inspections.

Embedded Rail Condition Assessment

Condition Rating Condition Description

1 – Unsafe Rail head is > 3/4” below panel top elevation on a continuous > 6

ft. span Extensive wheel marks on flangeway Observed Arcing on head of Rail Extreme debris or obstruction in flangeway with potential for wheel climb or derailment Geometry [appears to] exceed tolerances to the point where a derailment is imminent Severe pumping exceeds geometry specifications Severe loss of material in trackway concrete: Lots of indication of movement Rail Condition rates a “1 – Unsafe” (see section on ‘Rail Condition Assessment’)

2- Performance

Rail head is > 1/2” to <3/4” below panel top elevation on a continuous > 6 ft. span Some wheel marks on flangeway Some arcing observed on head of rail Heavy debris or obstruction (in flangeway) with wheel flange packing and inference of possible flange bearing condition Geometry exceeds tolerances to the point where a performance restriction would be required to reduce derailment likelihood Pumping with visible debris or watermarks Chips, gaps, holes in trackway concrete immediately adjacent to rail Rail Condition rates a “2 – Performance” (see section on ‘Rail Condition Assessment’)

3 – Adequate Rail head is > 1/4” to <1/2” below panel top elevation on a continuous > 6 ft. span Some debris with little signs of wheel flange packing;

Regional Transportation District – Denver 29|

No flange bearing condition Geometry is approaching tolerance limit Light pumping

Scaling and spalling of trackway concrete

Rail Condition rates a “3 – Adequate” (see section on ‘Rail

4 – Good Rail head is < 1/4” below panel top elevation on a continuous > 6

ft. span Little to no debris or obstruction in flangeway Geometry is withing tolerance but no longer to installation specifications/is worn

No signs of pumping or fouling Hairline crack in trackway concrete Rail Condition rates a “4 – Good” (see section on ‘Rail Condition

Assessment’)

5 – New/ Like New

Panel top elevation <1/4” to flush with top of rail elevation No debris or obstruction in flangeway Geometry is like new

No signs of pumping or fouling No loss of material in trackway concrete Rail Condition rates a “5 – New/Like New” (see section on ‘Rail

Regional Transportation District – Denver 30|

Loss of Material in Trackway Concrete Reference:

• 1 – Unsafe: Severe loss of material in trackway concrete: Lots of indication of movement

• 2 – Performance Restriction: Chips, gaps, holes in trackway concrete immediately adjacent to rail

Regional Transportation District – Denver 31|

• 3 – Adequate: Scaling and spalling of trackway concrete

• 4 – Good: Hairline crack in trackway concrete

Regional Transportation District – Denver 32|

RAIL_INFRASTRUCTURE_CONDITION_ASSESSMENT_ PROCEDURE

REGIONAL TRANSPORTATION DISTRICT-DENVER

Page left intentionally blank.