EXHIBIT A-1 - TECHNICAL SPECIFICATIONS.pdf

General Track Construction 34 11 00 - 1 Baseline: 07/11/12 Revision 3: 06/30/24 2: 01/15/19

SECTION 34 11 00

GENERAL TRACK CONSTRUCTION

PART 1 – GENERAL

1.01 SECTION INCLUDES

A. Track construction procedures and requirements that are common to the standard direct fixation and ballasted track, and embedded track and special trackwork, and includes rail welding, laying and fastening continuous welded rail, joining rail, anchoring rail, final alignment, inspection, and cleaning of the site.

B. Furnish materials required for track construction, unless specified as Metro Furnished Materials.

C. Alternatives may be proposed in writing, to Metro or its designee, for performing the Work specified herein.

1.02 RELATED SECTIONS

A. Section 01 66 00 Product Storage and Handling Requirements

1.03 REFERENCES

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

1. AREMA Manual of Railway Engineering

2. AREMA Portfolio of Trackwork Plans

B. ASTM International (ASTM):

1. ASTM E10 Test Method for Brinell Hardness of Metallic Materials

C. California Code of Regulations (CCR)

1. CCR Title 8, Industrial Relations, Division 1 Department of Industrial Relations, Chapter 4 – Division of Industrial Safety, Subchapter 20 – Tunnel Safety Orders.

D. D. Federal Railroad Administration

1. Code of Federal Regulations 49 CFR part 213 Track Safety Standards

E. Metro

1. Metro Rail Standard Drawings - Trackwork

2. Metro Rail Directive Drawings - Trackwork

General Track Construction 34 11 00 - 2 Baseline: 07/11/12

1.04 QUALITY ASSURANCE

A. Comply with Contractor’s Quality Assurance Program (QAP) Requirements (see Statement of Work).

B. General:

1. Conform to AREMA Portfolio of Trackwork Plans and Manual for Railway

Engineering, except as modified herein.

2. Employ personnel qualified by experience in conventional and special Trackwork installation as foremen or leadmen for Trackwork installation. Employ Workers experienced in concrete construction for forming and pouring reinforced concrete track slabs, second pour track concrete plinths pads and embedded track.

3. Use proper tools and techniques.

4. Use a qualified and registered surveyor licensed in the State of California to establish and maintain alignment and elevation.

5. Electrical isolation of the running rail from the concrete invert is essential to contain the returning traction power current within the running rails. Clean the site of miscellaneous materials and contaminants such as moisture, dirt and debris, and metallic wires and banding used in component packaging. An unkempt trackway will degrade the results of electrical testing specified elsewhere in these specifications and could result in rejection of the Work. Correct deficient trackways. Where tracks will be constructed to existing operating tracks, install insulated joints, at the connection between existing rail and new rail. These two tracks shall remain electrically segregated until track under construction has passed the electrical isolation test or as directed by the Metro or its designee.

6. Do not use lubricants or sealants which conduct electricity.

7. Lubricate with approved lubricants, and maintain special Trackwork installations until final acceptance by the Metro or its designee.

C. Tolerances - Allowable deviation from indicated geometric design for Trackwork installation.

TYPE OF

TRACK

GAUGE

VARIATION

(INCHES)

CROSS LEVEL

AND

SUPERELEVATION

VARIATION

(INCHES)

VERTICAL

TRACK

ALIGNMENT

HORIZONTAL

TRACK

ALIGNMENT

TOTAL

DEVIATION

(INCHES)

MIDDLE

ORDINATE

IN 62’

CHORD

(INCHES)

TOTAL

DEVIATION

(INCHES)

MIDDLE

ORDINATE

IN 62’

CHORD

(INCHES)

DIRECT

FIXATION

AND

EMBEDDED

+/- 1/16 +/- 1/16 EACH

1/8 MAX. TOTAL

+/- 1/8 +/- 1/8 +/- 1/8 +/- 1/16

TANGENT

1/8

CURVE

General Track Construction 34 11 00 - 3 Baseline: 07/11/12

TYPE OF

TRACK

GAUGE

VARIATION

(INCHES)

CROSS LEVEL

AND

SUPERELEVATION

VARIATION

(INCHES)

VERTICAL

TRACK

ALIGNMENT

HORIZONTAL

TRACK

ALIGNMENT

TOTAL

DEVIATION

(INCHES)

MIDDLE

ORDINATE

IN 62’

CHORD

(INCHES)

TOTAL

DEVIATION

(INCHES)

MIDDLE

ORDINATE

IN 62’

CHORD

(INCHES)

BALLASTED +/- 1/16 +/- 1/16 EACH

1/8 MAX. TOTAL

+/- 1/8 +/- 1/8 +/- 1/8 +/- 1/16

TANGENT

1/8

CURVE

YARD

TRACK

+/- 1/16 +/- 1/16 EACH

1/8 MAX. TOTAL

+/- 1/8 +/- 1/8 +/- 1/8 +/- 1/16

TANGENT

1/8

CURVE

NOTES:

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

2. Variations from theoretical gauge, cross level, and superelevation – Not to exceed 1/8 inch per 31 feet track.

3. Total deviation in horizontal track alignment in passenger platform areas – Zero inches toward the platform and 1/8 inch away from platform.

4. Total deviation in vertical track alignment in passenger platform areas – plus 0 minus 1/8”

D. On-Track Construction Equipment:

1. Wheel Contour and Wheel Gauge - Comply with Chapter 27, "Maintenance of

Way Work Equipment" of the AREMA Manual for Railway Engineering.

2. Do not use gasoline powered equipment to be operated on, in, or through tunnels and underground stations. Use diesel powered equipment that complies with CCR, Title 8, Section 8470.

3. Hi-rail Equipment - Equip with steering wheel lock.

4. Outriggers - Equip with locking pins.

5. Loading and Clearance Requirements - Comply with the requirements indicated.

a. Mount a placard showing the clearance diagram in the operator's cab of on-track equipment so as to be visible by the operator at all times.

b. Loads carried by the equipment - Comply with clearance requirements.

6. Operate Contractor's equipment over Metro tracks at the sole risk of the

Contractor. The Contractor's attention is directed to the fact that some of the turnouts and crossovers on the Metro system are sharper than those normally used in railroad service and that there is an attendant risk of derailment if the

General Track Construction 34 11 00 - 4 Baseline: 07/11/12

Contractor's equipment cannot negotiate such sharp radius curves. In addition, some Metro turnouts and crossovers are equipped with hardware that projects above the normal top of rail plane and which could lift or damage hi-rail vehicles rubber tires. Should the Contractor's equipment derail, re-rail such equipment promptly. Should the Metro determine that the Contractor may be unable to re-rail a derailed vehicle in a timely manner and that revenue transit service is thereby threatened, Metro forces will remove the equipment and deduct the cost of such operations from moneys due the Contractor. Damage to Metro facilities which is caused by any such derailment will be repaired by Metro at the Contractor's sole expense. The cause of any such derailment will be determined by the Metro and the Construction Manager (CM) and the rail equipment involved will not be permitted back on Metro tracks until the conditions which caused the derailment are corrected. Acceptance of submittal(s) of construction equipment data does not relieve the Contractor or warrant compatibility of equipment.

1.05 SUBMITTALS (Not Used)

1.06 DEFINITIONS

A. Trackwork Definitions - The following abbreviations and terms, with their definitions, represent the standard glossary of Trackwork terms for the Metro, and supplement the definitions contained elsewhere in the Contract Documents and in the AREMA Manual of Railway Engineering. If a conflict exists between the AREMA definition and a definition contained herein, this definition applies.

1. Adze - To cut into the top surface of a tie to provide proper bearing for a tie plate.

2. Ambient Temperature - The temperature of the air surrounding the Worksite.

3. Approach Slab - A concrete slab located at the interface of ballasted track with direct fixation track, providing a transition from direct fixation track to ballasted track.

4. Ballast - An integral part of the ballasted track structure, composed of crushed stone, in which timber ties are embedded.

5. Bonded Joint - A rail joint that uses high-strength adhesives in addition to bolts to hold a rail joint together. The bonded joint may be insulated or noninsulated.

6. Bumping Post - A device attached to the rail, designed to stop a rail vehicle at the end of a track.

7. Cant - Inward inclination of the running rails, nominally 1:40.

8. Cross Level - The difference in elevation between the top of one running rail and the top of the opposite running rail at any point in the track.

9. Crossover -

General Track Construction 34 11 00 - 5 Baseline: 07/11/12

a. Double - Two single crossovers which intersect each other between the two adjacent and generally parallel tracks, forming a connection between them.

Sometimes referred to as a "scissors" crossover

b. Single - Two turnouts with track located between the frogs and arranged to form a continuous passage between two adjacent and generally parallel tracks

c. Diamond - A special Trackwork assembly consisting of two end frogs and two center frogs that together make up the central portion of a double crossover.

10. Curve -

a. Circular Curve - A horizontal curve defined by an arc and specified by a radius

b. Spiral Curve - A transition curve connecting a tangent to a circular curve, and defined by the Barnett Spiral

c. Vertical Curve - A parabolic curve connecting different profile grades.

11. Dap - A recess cut into a switch tie to depress the switch machine below the collector shoes of the passenger vehicle.

12. Derail - A device that protects the main track by derailing rolling stock, thereby preventing rolling stock from entering or obstructing the track.

13. Direct Fixation Rail Fastener - A resilient device for securing the running rail to a concrete trackbed in direct fixation track.

a. Rail Clip Assemblies - One or more components of the direct fixation rail fastener used to attach the running rail to the body of the direct fixation rail fastener

b. Anchor Assemblies - One or more components of the direct fixation rail fastener used to attach the body of the direct fixation rail fastener to a concrete trackbed

c. Anchor Insert - A component of the anchor assemblies which is embedded in the concrete and is threaded to hold the anchor assembly bolts.

14. Dutchman - A short piece of running rail placed temporarily between the ends of continuous welded rail (CWR) to reduce the damage which would occur to the rail ends when rail-mounted track equipment passes over those ends.

15. Electrical Isolation - The electrical resistance between the running rail and the ground required to prevent harmful levels of stray traction power current from damaging metallic structures.

General Track Construction 34 11 00 - 6 Baseline: 07/11/12

16. Floating Slab - A concrete slab supported by a resilient foundation designed to support selected direct fixation track and special Trackwork units so as to dampen noise and vibrations.

17. Frog - A track structure used at intersection of two running rails to provide support for wheels and passageways for their flanges, thus permitting wheels on other rail to cross the others.

18. Grade Crossing - The crossing of a railway track and a vehicular roadway at the same elevation. Conventionally constructed of timber, asphalt, rubber, or concrete.

19. Heartwood Face - The side of a timber tie about which the growth rings are concave.

20. OTM - Other Track Material. Miscellaneous materials required to complete track construction, other than rail, special Trackwork, ties, and ballast.

21. Plate

a. Gauge Plate - A steel plate installed at the switch or the frog to maintain the gauge

b. Riser Plate - A steel plate welded to a special switch plate to raise the switch rail slightly above the stock rail

c. Special Plate - A steel plate in special Trackwork designed to replace the AREMA standard gauge, switch, heel, and hook twin tie plates commonly used under switches and frogs.

22. Pocket Track - A track located between the two main tracks on which a train may lay over or reverse direction.

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

24. Rail

a. Contact Rail - An electrical conductor located alongside the track, designed to carry energy for the propulsion of trains

b. Continuous Welded Rail (CWR) - A number of standard length rails welded together into a single rail

c. Jointed Rail - Running rails with a nominal length of 78 feet or less joined together by joint bars and bolts

d. Running Rail - Rail which supports and guides the flanged wheels of the rail vehicle

General Track Construction 34 11 00 - 7 Baseline: 07/11/12

e. Inside Rail - On curved track, the running rail closest to the curve center; the running rail with the shorter radius. Sometimes referred to as the "low rail"

f. Outside Rail - On curved track, the running rail farthest from the curve center;

the rail with the longer radius. Sometimes referred to as the "high rail."

25. Rail Brace - A device which provides lateral support on the field side of stock rails to maintain the track gauge.

26. Rail Field Side - The side of the rail farthest from the center of the track.

27. Rail Gauge Side - The side of the rail nearest to the center of the track.

28. Rail Stop - A steel plate welded to a special plate to provide lateral restraint to the rail.

29. Roadbed - The earth bed or foundation which supports the ballast, ties and rail of a track structure. Alternately called the "track bed."

30. Rod

a. Front Rod - A rod connecting the switch rails to the lock (detector) rod

b. Switch Rod - A rod which connects two switch rails together

c. Operating Rod - A rod connecting the switch rod to the switch operating mechanism

d. Lock Rod - A rod connecting the front rod to the lock mechanism.

31. Subballast - A material, superior in composition to the roadbed material, which provides a layer between the track ballast and the roadbed.

32. Superelevation - The design vertical distance that the outer rail is set above the inner rail on a curve.

33. Switch machine - A device for remote controlled mechanical operation of a switch or derail.

34. Switch Rail (Switch Point) - A tapered rail which diverts the wheel flanges to the desired track.

35. Tie

a. Cross Tie - The transverse member of the ballasted track structure which is centered on the track, holds the rails in position, and distributes the rail loads to the roadbed

b. Contact Rail Tie - A transverse member of the track structure which functions as a cross tie, but also supports the contact rail

General Track Construction 34 11 00 - 8 Baseline: 07/11/12

c. Switch Tie - A transverse member of the track structure which functions as a cross tie, but is longer and supports a crossover or turnout.

36. Track -

a. Ballasted Track - Track constructed of rail, ties, OTM, and ballast

b. Direct Fixation (DF) Track - Track constructed of rail and direct fixation rail fasteners attached to a concrete surface.

37. Track Foot - A unit of measurement for payment purpose measured horizontally along the center line of track and which excludes track within the limits of special Trackwork units.

38. Zero Thermal Stress Temperature - The temperature at which a string of continuous welded rail is not be stressed due to thermal expansion or contraction.

E. Traction Power Definitions - The following abbreviations and terms, with their definitions, represent the standard glossary of traction power terms for the MTA:)

1. Contact Rail System - The positive electrical distribution system for transmission of traction power to the transit vehicles.

2. Contact Rail Anchor Assembly - An insulated attachment which retains the contact rail in the longitudinal direction and prevents transmission of longitudinal forces to the insulators.

3. Connector Plate - A plate attached to the field side of the contact rail for connecting feeder or jumper cables.

4. Composite Contact Rail - A steel rail Section with an aluminum extrusion secured to each side of the rail web to increase the current carrying capacity of the rail.

5. Dip Section - A segment of contact rail with a lower profile relative to the running rails than standard contract rail construction which is constructed adjacent to a track switch so that the transit car current collector will pass over it without touching.

6. End Approach - Special ramp Sections of contact rail used at the ends of contact rail Sections to lift the collector shoe to the top of the contact rail, or to lower the collector shoe off the contact rail.

7. Expansion Joint - An assembly placed in the contact rail to allow for thermal expansion and contraction of the rail.

8. Insulator Mounting Bracket - A bracket used for mounting insulators on concrete ties and at grade slabs.

General Track Construction 34 11 00 - 9 Baseline: 07/11/12

9. Insulator - A nonconducting body that supports the contact rail.

10. Coverboard - A cover of insulating material secured to the top and side of the support bracket to guard against contact by persons or objects

11. Side Approach - A metal plate attached to the track side of the contact rail to guide the collector shoe to the top of the contact rail, or to lower the collector shoe of the contact rail at crossover locations.

12. Support Bracket - An assembly that supports the coverboard.

1.07 DELIVERY, HANDLING, AND STORAGE

A. Refer to section 01 66 00, Product Storage and Handling Requirements.

B. Load, transport, unload, store, and handle Trackwork materials so as to prevent damage to the Trackwork materials. Handle items which are included in the AREMA Manual for Railway Engineering as described therein.

C. Move material on Worksite, including ballast, in a manner which prevents damage occurring to existing installations.

D. Repair, correct or replace any damage to existing installations or Metro-owned materials.

PART 2 – PRODUCTS

2.01 METAL TAGS (Not Used)

2.02 RAIL THERMOMETER

A. AREMA standard rail thermometer as specified in AREMA Manual of Railway Engineering, Volume 1, or approved equal.

2.03 MEASURING TOOLS

A. Provide the following tools for the exclusive use of the Metro or its designee that are identical to those used by the Contractor for its own Work.

B. Track Gauge and Level - Combination instruments such as the Geismar Model RCAT-A1, the Aldon Company, Model 23-A, or the approved equivalent. Provide three units.

C. Torque Wrenches - Provide two sets, fully calibrated including sockets and other attachments needed for the various threaded fasteners Utilized on the project.

2.04 METRO-FURNISHED MATERIALS (not Used)

PART 3 – EXECUTION (Not Used)

Direct Fixation Track Construction 34 11 24 - 1 Baseline: 07/11/12 Revision 1: 05/30/26

SECTION 34 11 24

DIRECT FIXATION TRACK CONSTRUCTION

PART 1 – GENERAL

A. Furnishing specified materials and installing direct fixation track as indicated, including but not limited to the following:

B Preparing existing concrete invert for second pour concrete.

C. Placing concrete reinforcement and anchorage inserts for direct fixation rail fasteners and associated restraining rail assemblies.

D. Installing elastomeric filler material for bridging beam support at the locations of the interface between tunnel types.

E. Placing second pour concrete for direct fixation track.

F. Installing direct fixation rail fasteners and associated restraining rail assemblies.

G. Installing continuous welded rail (CWR); anchoring, aligning and joining rail to indicated grades, lines and elevations.

H. Constructing demonstration section.

I. Correcting deficiencies, including electrical faults revealed by electrical testing specified in Division 26, Electrical.

J. Performing final adjustments and clean-up of the Worksite.

A. Section 34 11 36 Direct Fixation Rail Fasteners

A. ASTM International (ASTM)

1. ASTM A240 Chromium and Chromium - Nickel Steel Plate, Sheet, and Strip for Pressure Vessels and for General Applications

2. ASTM C109 Test Method for Compressive Strength of Hydrau-lic Cement Mortars (Using 2-in. or 50-mm Cube Specimens)

3. ASTM C191 Test Method for Time of Setting of Hydraulic Ce-

Direct Fixation Track Construction 34 11 24 - 2 Baseline: 07/11/12 ment by Vicat Needle.

4. ASTM C307 Test Method forTensile Strength of Chemical-

Resistant Mortar, Grouts, and Monolithic Surfacings

5. ASTM C579 Test Method for Compressive Strength of Chemi-cal Resistant Mortars, Grouts, Monolithic Surfac-ing and Polymer Concretes

6. ASTM C827 Test Method for Change in Height at Early Ages of Cylindrical Specimens from Cementitious Mixtures

7. ASTM D4014 Plain and Steel Laminated Elastomeric Bearings for Bridges

B. U.S. Army Corps of Engineers, Concrete Research Division

(CRD): CRD-C621 Nonshrink Grout

1.04 QUALITY ASSURANCE

A. Comply with Project Quality Program Requirements (see 1.02 above).

B. Tolerances:

1. The allowable deviations for second pour concrete are:

a. Concrete Plinth Location - Horizontal: 0.04 foot

b. Concrete Plinth Elevation: plus 0.00 foot, minus 0.02 foot.

c. Slope of concrete surface transverse to rail (level for tangent track and parallel to plane of superelevation for curved track): 0.002 foot per foot.

d. Uniformity of Slope - Maximum 1/16 inch gap between 16 inch straight-edge and concrete surface in all directions.

2. The allowable deviations for placement of positioning templates for direct fixation rail fastener anchorage inserts are:

a. Horizontal: 0.02 foot with respect to centerline of track

b. Vertical elevation of top face of anchorage insert embedded in concrete -zero inches above, or 1/16 inch below, top surface of concrete.

c. Deviation of anchor insert orientation from normal to the concrete plinth surface - +/- 1º.

d. Difference in deviation from indicated profile between adjacent plates:

1/16 inch.

e. Voids in Bearing Surface of Concrete - Voids greater than 1/2 inch in any dimension and the total area of voids greater than five percent of the total fastener bearing area will be unacceptable. (See Article 3.03, paragraph A for corrective criteria.)

3. Deviation from gauge, cross level, superelevation, horizontal alignment, and vertical alignment – final track conditions must comply with the Contract requirements, including Section 34 11 00, General Track Construction.

1.05 SUBMITTALS (Not Used)

PART 2 – PRODUCTS

Direct Fixation Track Construction 34 11 24 - 3 Baseline: 07/11/12

2.01 DIRECT FIXATION RAIL FASTENERS AND INSERTS

A. Refer to Section 34 11 36, Direct Fixation Rail Fasteners.

B. SHIMS - Shims for direct fixation rail fasteners shall be made of galvanized steel or High- Density Polyethylene (HDPE) in 1/16", 1/8", and 1/4" thicknesses, as specified in drawing

TK-2073.

PART 3 - EXECUTION

3.01 INSTALLATION

A. Direct Fixation Rail Fasteners:

1. Before positioning the direct fixation rail fasteners, sweep, clean, and dry the second pour concrete as necessary to remove debris and foreign materials and to ensure 100% fastener bearing..

2. Install fasteners after the second pour concrete has attained the specified 28-day compressive strength, but not sooner than ten days after the concrete has been placed.

3. Remove the pull-away plug from the anchorage insert, and position the direct fixation rail fastener with anchor bolts engaged in the inserts. Coat threads of anchor bolts with thread sealant specified herein before engaging bolts in the inserts.

4. Install fasteners and restraining rail assemblies in accordance with manufacturer's installation instructions and the Contract documents.

END OF SECTION 34 11 24

Concrete Ties 34 11 33 - 1 Baseline: 07/11/12 Revision 1: 06/30/24

SECTION 34 11 33

CONCRETE TIES

PART 1 - GENERAL

A. Design, manufacturing, testing, furnishing, delivering and stockpiling of prestressed monoblock concrete ties complete with rail fasteners.

1.02 RELATED SECTIONS (Not Used)

A. ASTM International (ASTM):

1. ASTM A47 - Ferritic Malleable Iron Castings

2. ASTM A416 - Low-Relaxation, Seven-Wire Steel Strand for Prestressed Concrete

3. ASTM A881 - Steel Wire, Indented, Low-Relaxation for Prestressed Concrete

4. ASTM A886 - Standard Specification for Steel Strand, Indented, Seven-Wire Stress-Relieved for Prestressed Concrete

5. ASTM C31 - Making and Curing Concrete Test Specimens in the Field

6. ASTM C39 - Compressive Strength of Cylindrical Concrete Specimens

7. ASTM C78 - Test Method for Flexural Strength of Concrete (Using Simple Beam with Third-Point Loading)

8. ASTM C150 - Portland Cement

9. ASTM C172 - Practice for Sampling Freshly Mixed Concrete

10. ASTM C260 - Air-Entraining Admixtures for Concrete

11. ASTM C494 - Chemical Admixtures for Concrete

Concrete Ties 34 11 33 - 2 Baseline: 07/11/12

12. ASTM C618 - Coal Fly Ash and Raw or Calcined Natural Pozzolan for Use in Concrete

13. ASTM C1602 - Mixing Water Used in the Production of Hydraulic Cement Concrete

14. ASTM D257 - Test Methods for DC Resistance or Conductance of Insulating Materials

15. ASTM D570 - Test Method for Water Absorption of Plastic

16. ASTM D573 - Test Method for Rubber - Deterioration in an Air Oven

17. ASTM D732 - Test Method for Shear Strength of Plastics by Punch Tool

18. ASTM D785 - Test Method for Rockwell Hardness of Plastics and Electrical Insulating Materials

19. ASTM D789 - Test Methods for Determination of Relative Viscosity of Concentrated Polyamide (PA) Solutions

20. ASTM D2240 - Test Method for Rubber Property - Durometer Hardness

B. Metro:

1. Metro Rail Standard Drawings - Trackwork

2. Metro Rail Directive Drawings - Trackwork

1.04 QUALITY ASSURANCE

A. Comply with Contractor’s Quality Assurance Program (QAP) Requirements (see Statement of Work).

B. Design Qualification Tests - Design Qualification Tests may be waived by Metro providing that previous satisfactory qualification testing is provided.

1. After Shop Drawings of concrete ties are accepted and rail seat pads and rail clip insulators have successfully completed design testing, produce a lot of at least 10 monoblock ties conforming to the Shop Drawings and these Specifications. Metro or its designee will select at random four of these ties for laboratory testing. For design qualification testing of rail fastenings, furnish a Section of concrete tie or an equivalent concrete tie block with rail seat and rail fastening assembly identical to the ties furnished for testing.

2. Do not start production of ties until the design tests have been passed and Metro or its designee has authorized production. The tie block and each of the four ties submitted for testing will be measured and examined to determine their compliance with these Specifications. Upon satisfactory completion of this examination, subject the tie block and two ties, identified as Ties No. 1 and No. 2, to performance tests.

The remaining two ties, identified as Ties No. 3 and No. 4, will be retained by Metro or its designee for further test use and as a control for dimensional tolerances and

Concrete Ties 34 11 33 - 3 Baseline: 07/11/12 surface appearance of ties subsequently manufactured.

3. Perform the complete test program specified in this paragraph with rail insulators arranged for 4 feet 8 1/2 inches gauge.

4. Sequence of Design Tests: Tie “1” :, Tie "2", and Tie Block per AREMA Chapter 30 for Concrete Monoblock Ties.

5. Test Loading shall be calculated per AREMA Chapter 30, based on an axle load of 34 kips and tie spacing of 30 inches.

6. Testing shall conform to the requirements of AREMA Chapter 30 requirements for Concrete Monoblock Ties and associated referenced sections for the following tests:

a. Rail Seat Vertical Load Negative Moment Test (use X=18”)

b. Rail Seat Vertical Load Positive Moment Test (use X=18”)

c. Center Negative Bending Moment Test

d. Center Positive Bending Moment Test

e. Rail Seat Repeated Load Test (use X=18”)

f. Bond Development, Tendon Anchorage, and Ultimate Load Test

g. Fastening Insert Test

h. Fastening Uplift Test

i. Pad Test

j. Fastening Longitudinal Restraint Test

k. Fastening Repeated Load Test

l. Rail Fastening Lateral Restraint Test

7. Electrical Resistance Tests:

a. Affix two short pieces of 115 RE rails to the tie using complete rail fastening assembly. Provide rail Section lengths greater than the width of the tie. Place the tie upright in a bare (uncoated) metal trough with a minimum clearance of four inches between the walls of the trough. Level the trough and pour water into the trough, taking care to ensure the fastener components are not wetted. The water may be regular tap water with resistivity of 3,000 to 5,000 ohm-cm (1,180 to 1,970 ohm-inch). Fill the trough with water to approximately one inch below the top of the tie, measured at the center of the rail. Maintain the water at this level for the duration of the tests.

b. After 48 hours, measure the resistance between the rails and the trough by applying a DC potential of 1,000 volts for a period of 15 minutes. The resistance measured shall be greater than 1,000,000 ohms.

c. Immerse the rail completely by increasing the water within the trough to cover the

Concrete Ties 34 11 33 - 4 Baseline: 07/11/12 top of the rail. After a minimum of six hours, with the full tie and rail covered, reduce the water level to one inch below the rail seat. Without drying the rail, within five minutes, repeat electrical resistance tests described in item b.

(above). Article 1.04, Paragraph B, Item 13b. The resistance measured shall be greater than 350,000 ohms.

C. Design Qualification Tests For Rail Seat Pads:

Per Section 34 11 93 Track Appurtenances and Other Track Material

1.05 SUBMITTALS

A. Comply with Section 01 33 00 Submittal Procedures, for submittal requirements and procedures.

B. Shop Drawings of the ties, including information necessary for fabrication.

C. Tie dimensions, weights, tolerances, details, finishes, prestressing steel, fasteners, and other embedded items.

D. Procedures for installation and replacement of the fastener components.

E. Certified copies of tests including original calculations and interpretations of results.

F. Concrete mixes as determined by a registered professionally engineer by the State of California.

G. Method of attaching to the embedded shoulder to perform the embedded shoulder testing (pull-out test and torques test.

H. Data on the elastic rail clip as specified in Article 2.03, Paragraph C.

I. Procedures for stockpiling, loading and unloading ties.

J. Quality Assurance Testing Reports.

K. Safety Data Sheets (SDS): Manufacturer’s Safety Data Sheets for each type of material used in Work.

A. Definitions per AREMA Manual Chapter 30 and as listed below.

1. Embedded Shoulder - A component of the rail fastening which is embedded in the concrete tie and provides anchoring for the rail clip. For the purpose of these specifications, an embedded female insert will be considered as an embedded shoulder.

B. Rail Clip - A component of the rail fastening assembly that clamps the base of running rail to the rail seat pad and the concrete tie.

Concrete Ties 34 11 33 - 5 Baseline: 07/11/12

C. Rail Clip Insulator - A component of the rail fastening assembly that provides electrical insulation between the rail and rail clip and embedded shoulder.

D. Rail Fastening - A component or group of components of a track system which affixes the rail to the cross tie.

E. Rail Seat Pad - An elastomeric pad or pad assembly located between the running rail and the rail seat of the tie.

1.07 DELIVERY, STORAGE, AND HANDLING

A. Comply with Section 01 66 00 Product Storage and Handling Requirements

B. Securely brace ties for transportation to prevent any movement that could cause damage. Ship ties in a horizontal position, braced with wooden spacer blocks so that the top surface or cast-in-place hardware does not contact ties loaded above. Do not load ties higher than the top of cars nor more than six layers deep. Do not drop or skid ties.

C. Package other parts to prevent damage during shipment and to facilitate handling.

Package rail seat pads in sealed polyethylene sheets and place in solid covered containers. Do not mix different parts in the same package.

D. Within the area designated by Metro or its designee, store ties so that additional handling of the ties is unnecessary until the final distribution. Unload ties from the car or truck in a manner that shall not damage the ties. Do not drop or skid the ties from the truck bed to the ground. Provide the necessary supports and spacers so that the ties shall not contact the ground during storage and that the top surface or cast-in-place hardware does not contact the ties stacked above. Place supports and spacers at the rail seat areas of the ties. Stack each tie according to type.

1.08 EXISTING DESIGNS

A. For existing concrete tie and fastener designs, qualification acceptance may be based on the submittal of appropriate certified data which prove to the satisfaction of Metro or its designee that the design proposed will meet or exceed the requirements indicated.

For an existing design to be acceptable, components of the tie, including the clip and the rail seat pad must have been tested as a unit. Submit the following for each proposed design.

1. Certified laboratory test result reports in such detail and format as to enable Metro or its designee to evaluate the information and ascertain that the tests and results are representative of the requirements indicated. If there is doubt as to the results or similarity of previous tests, Metro or its designee may order that some or all of the tests herein may be required before acceptance of the proposed design.

2. In addition to certified laboratory test result data, submit proof that an existing design has been satisfactorily subjected to service loading similar to or greater than that

Concrete Ties 34 11 33 - 6 Baseline: 07/11/12 anticipated in the Contract to review by Metro or its designee. Proof in the form of letter from an authorized representative of the property where the ties will be acceptable.

3. Submit a detailed experience record of prestressed concrete tie design, production and field installation.

PART 2 - PRODUCTS

2.01 CONCRETE

A. Minimum 28-Day Design Compressive Strength - 7,000 psi. Secure samples in accordance with ASTM C172. Make and laboratory cure specimens in accordance with ASTM C31. Cure specimens made to check the adequacy of curing and protection of concrete entirely under production conditions. Test concrete cylinders for strength in accordance with ASTM C39. For each day of production, test not less than three cylinders.

B. Minimum 28-Day Flexural Strength - 600 psi. Make specimens in accordance with ASTM C31. Cure specimens to check the adequacy of curing and protection of concrete entirely under production conditions. Make strength tests on six inch by six inch by 20 inch beams in accordance with ASTM C78. For each day of production, test not less than one beam at 28 days.

C. Cement - Portland cement conforming to ASTM C150 - Type I, II, or III.

D. Fine and Coarse Aggregates – per AREMA Manual Chapter 8 requirements , except as indicated. Provide coarse aggregates that are gravel, crushed gravel, crushed stone or a combination thereof. Maximum chloride concentration in the aggregates when added to those of the other mix components 200 ppm.

E. Mixing Water - Potable and free from harmful amounts of oils, acids, alkalis, salts, organic materials, or other substances that may be deleterious to concrete or steel.

Provide mixing water, including that portion of the mixing water contributed in the form of free moisture on aggregates, that has a chloride ion content of less than 100 ppm. When required, test mixing water in accordance with ASTM C1602.

F. Admixtures

1. Air-Entraining Admixtures - ASTM C260.

2. Accelerating, Retarding, and Water-reducing Agents - ASTM C494.

3. Pozzolanic Admixtures - ASTM C618.

4. Do not use admixtures containing chlorides, fluorides, sulphites, nitrates, or aluminum powder.

G. Cement Content: 600 pounds per cubic yard, minimum.

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H. Water-Cement Ratio: 0.40 maximum.

2.02 METAL REINFORCEMENT

A. All reinforcement and/or prestressing tendons shall conform to the requirements of AREMA Manual Chapter 30 Metal Reinforcement as detailed for concrete ties

B. Standards for prestressing tendons shall conform to ASTM A416 or ASTM A886, but not less than:

1. Breaking strength: 23,000 pounds

2. Yield strength (one percent extension): 19,550 pounds

C. Wires for prestressing tendons shall conform to ASTM A881.

2.03 RAIL FASTENING ASSEMBLY

A. Provide for use with 115RE rail.

B. Include rail seat pads, elastic rail clips, embedded shoulder and rail clip insulator with the rail fastening, comprised of as few components as economically and technically feasible for ease of assembly, disassembly, and maintenance.

C. Furnish steel components except the embedded shoulder that are replaceable and reusable in the field by one man using either mechanical or hand tools, without adjusting the horizontal and vertical alignment of the rail.

D. Use only one type of rail clip throughout except rail clips for the rail joint bars need not be identical in design to those used on a standard rail, but have similar performance characteristics, be made by the same manufacturer, and be installed into identical shoulders as the standard rail clip. Provide rail clips for the joint bars that clear the envelope of the "D" Bar.

E. Rail Seat Pads:

1. Per Section 34 11 93 Track Appurtenances and Other Track Material.

F. Provide elastic rail clips of a proven design and that are resilient and have detachable spring clip such as the Pandrol Rail Clip, Type e2055, or substantially equivalent “e” type resilient fastener conforming to the requirements of this specification.

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The elastic rail clips shall meet the following requirements:

1. Elastic, made of heat treated alloy spring steel from 20mm (0.787”) bar stock to provide a minimum toe load of 2,750 pounds.

2. Use one identical clip on the field and gauge side of the rail at the rail seat.

3. Reusable after repeated applications without any effect on the operating performance of the rail clip or any possible damage to or loss of the lateral support provided by the embedded shoulder.

4. No part of rail clip to protrude more than one inch below the rail seat surface or into the tie.

5. Provide clips such that lateral rail movements within the confines of the shoulders shall not produce transverse denting, carving, or scoring of the rail base.

6. Provide clip such that longitudinal rail slippage shall not produce overstressing, bending, twisting, or other damage to the clips, and shall not damage the rail.

7. Installation deflection of rail clip - No less than 3/16 inch.

8. The load deflection curve in the normal loading range shall exhibit a linear behavior establishing the elastic characteristics of the clip.

9. Provide modified versions of the clips supplied by the manufacturer, as necessary to address rail joint areas.

G. Rail Clip Insulator:

1. Configuration

a. Provide keys between the rail clip insulators and the rail fastening hardware to prevent relative motion in any direction.

b. Cover with the rail clip insulators the full widths of the embedded shoulders.

c. Except for surfaces in contact with the rail, provide surfaces of the rail clip insulators that are smooth, clearly finished and free of flash. Rail clip insulators shall be free of internal defects and cavities and resistant to ultraviolet rays.

d. Fabricate rail clip insulators such that the bottom edge of the insulator is in contact with the rail seat pad over the entire length of the insulator after installation of the rail clip.

2. Material - Nylon conforming to ASTM D789 and ASTM D6779 Group 1 or Group 2, Grade G35,. Do not use recycled material.

3. Volume Resistivity: 1014 ohm-cm, minimum dry; 1012 ohm-cm minimum at saturation in accordance with ASTM D257.

4. Water Absorption at Saturation - Two percent, maximum. Measure in accordance with ASTM D570.

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5. Rockwell Hardness - R-95. Measure in accordance with ASTM D785.

6. Dry Shear Strength: 6500 psi, minimum. Measure in accordance with ASTM D732.

7. Temperature of Deflection Under Load - per requirements of ASTM D6779 using ISO 75-1 and ISO 75-2 at 1.8 MPa (261 psi).

8. Heat Aging - Age for 10 days at 70ºC using ASTM D573 as a guide. Compare properties before and after aging at 70ºC. The tensile strength shall not decrease more than 10 percent. Rockwell Hardness shall not change more than five points. No warping, cracking, discoloration or exudation of plasticizer.

9. Weatherometer Test - After 1,000 hours with cycled water spray

a. Yield stress - A minimum of 8,000 psi

b. Tensile strength - A minimum of 6,000 psi.

H. Embedded Shoulders

1. Malleable Iron - Conforming to ASTM A47; or ductile iron conforming to ASTM A536 Grade 60-40-18, or 65-45-12 or approved equivalent.

2. Design embedded shoulder to provide and maintain proper position and alignment of the elastic rail clip, rail clip insulator, tie pad, and rail base.

3. Do not directly anchor embedded shoulder to the pretensioned steel.

4. Provide ragged stem design for embedded shoulder to maximize surface area and pull out resistance.

I. Embedded Fastening System Inserts

1. Anchorage inserts - Nonwelded female type, and shaped as required to prevent rotation and pullout. The total length shall not exceed 5-1/4 inches and shall not be less than 5 inches.

2. Inserts - Threaded to receive anchor bolts or screw spikes using 7/8-9 UNC-2B threads in accordance with ANSI B1.1. Coat threads with a nonconductive rust inhibitor to prevent rust formation during preinstallation storage, yet which shall not hinder threading on and tightening to proper torque of anchor bolts during installation in track. Indicate and specify nonconductive rust inhibitor on the Shop Drawings for acceptance by Metro or its designee.

3. Alternatively, inserts consisting of a steel or ductile iron insert barrel with an inner threaded polymer insert (threaded liner) made from 33% glass fiber reinforced Nylon 66 provided that the performance of the insert conforms to the requirements of this specification and the following requirements for the treaded liner:

a. Tensile Strength, Yield - greater than 27,000 psi, tested per ASTM D638

b. Elongation %, break - less than 4%, tested per ASTM D638

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c. Hardness, Rockwell R - greater than 101 R, tested per ASTM-D785

d. Water absorption - less than 2%, tested per ASTM D570

e. Volume electrical resistivity - greater than 1 x 10^12 ohm-cm, tested per

ASTM D257

f. Surface electrical resistivity - greater than 1 x 10^10 ohm, tested per ASTM D257

g. Thermal deflection temperature - greater than 450 F at 264 psi, tested per

ASTM D648

4. Top of insert in the installed position to have a smooth and flat bearing surface with an area of at least one square inch.

5. Provide a nylon or plastic pull-away type plug capable of sealing the insert threads against concrete seepage and easily removable in each insert.

6. Insert shall be:

a. ASTM Grade A325 Type 1 Steel with 10 to 20 mils thickness epoxy coating conforming to ASTM A775 or;

b. Ductile Iron grade 65-45-12, tested per ASTM A536

2.04 TIE DIMENSIONS, CONFIGURATION, WEIGHT, AND TOLERANCES

A. Concrete Tie Dimensions and configuration shall be per Metro Rail Standard Drawings - Trackwork. Prior to release of the Standard Drawings for concrete ties, dimensions specified below shall apply. All tolerances specified below shall apply unless otherwise specified in the Standard Drawings..

B. Weight of Standard Length Tie: 750 700 pounds, maximum (excludes crossing ties and special trackwork ties longer than 8’-6”).

C. Length:

1. Design length:

a. Standard Tie - Eight feet three inches

b. Emergency Guard Rail or Restraining Rail Tie - Eight feet three inches

c. Crossing Ties - Ten Feet

d. Switch Ties - Fourteen feet

e. Turnout Ties - Per Metro Rail Standard Drawings - Trackwork

2. Manufacturing tolerances - Plus 1/2 inch, minus 1/8 inch.

D. Width:

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1. Design widths

a. Minimum at ballast bearing area (bottom of tie): 10 inches.

b. Minimum at top surface from rail seat area to end of tie - Six inches.

c. Maximum: 13 inches.

d. At all locations along the tie, the width at the bottom - At least equal to or greater than the width at the top.

2. Manufacturing tolerances - Plus or minus 1/8 inch.

E. Depth:

1. Standard LRT and HRT Ties

a. Design depth at rail seat – 7 9/16” (minimum), 8” (preferred)

b. Minimum depth at center of tie – 6¼”

1. Emergency Guard Rail and Restraining Rail Ties

a. Design depth at rail seat – 7 9/16” (minimum), 8” (preferred)

b. Design depth at restraining rail seat – Same as design depth at rail seat

c. Design depth at guard rail seat – Same as design depth at rail seat

d. Design depth at center of tie shall be at least 6 ¼”, but not more than the design depth of the rail seat.

2. Manufacturing tolerances - Plus 1/4 inch, minus 1/8 inch

F. Track Gauge - Standard: 4 feet, 8 1/2 inches.

G. Rail Cant:

1. Standard Tie - Cant rail seats 1:40 toward centerline of tie. Cants between 1:35 and 1:45 will be permitted as tolerances.

2. Cant Transition Tie - Cant rail seats 1:80 toward centerline of tie. Cants between 1:75 and 1:85 will be permitted as tolerances.

3. Turnout Ties – None (zero cant) unless otherwise shown in the Metro Rail Standard Drawings – Trackwork.

H. Rail Seat Plane - Flat smooth surface within plus or minus 1/32 inch.

I. Differential Tilt of Rail Seats in the direction parallel to the rail of one rail seat to the other

- Not exceed 1/16 inch over a width of six inches.

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J. Rail Seat Elevation - Two rail seats, same elevation from the bottom of the tie within plus or minus 1/16 inch.

K. Protrusion of Pretensioning Tendons - One eighth inch maximum beyond the ends of the ties.

L. Concrete Cover for Prestressing Tendons, Ducts and Prestressing End Fittings.

1. Design Dimension: 3/4 inch minimum cover. Use epoxy grout or other accepted material to cover the ends of tendons. Measure cover from outside of embedded items to surface of concrete.

2. Manufacturing tolerances for positioning prestressing tendons and for clear concrete protection (cover) and depth of prestressing tendons - Plus or minus 1/8 inch.

M. Surface Finish

1. Top Surfaces - Present a smooth, uniform appearance. Except at the rail seat, a random scattering of surface voids will not be cause for rejection. Heavy concentrations of surface voids or evidence of improper mixing, vibrating or curing shall be cause for rejection.

2. The ends of ties need not be flat planes or surfaces, but there shall be no evidence of tearing of the concrete where the prestressing strands emerge or of any void in contact with a strand.

N. Markings - Mark on top of ties with indented or raised letters to indicate the manufacturer, type of tie and year of manufacture.

PART 3 - EXECUTION

3.01 CONCRETE QUALITY

A. Water content shall be kept to a minimum consistent with the strength requirements and placement needs. Concrete mixes shall be proportioned to produce a compressive strength of at least 7000 psi measured at 28 days on standard 6 by 12 inch cylinders as specified in Article 2.01, Paragraph A.

B. Concrete strength at transfer shall be adequate for the requirements of anchorages and shall not be less than 4,500 psi in accordance with ASTM C172.

1. Make and laboratory cure at least four (4) specimens per bed in accordance with

ASTM C31.

2. Test two (2) concrete transfer test cylinders for strength in accordance with ASTM C39. If either cylinder result is less than 4,500 psi, curing shall be continued for at least one (1) additional hour and the remaining two cylinders shall be tested.

3. The bed may be detensioned if at least two (2) cylinders achieve 4,500 psi.

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4. If only one (1) cylinder achieves 4,500 psi, then an additional set of ties shall be acceptance load tested following detensioning.

5. If only transfer test cylinders achieve 4,500 psi, then the entire bed shall be acceptance load tested following detensioning.

3.02 PRESTRESSING TENDONS

A. Load - Applied in two increments. An initial load of approximately 1,000 pounds shall be applied to the individual strands to straighten them, eliminate slack, and provide a starting or reference point for measuring elongation.

B. Prestressing force - Determined by measuring strand elongation and by checking jack pressure on a calibrated gage or by the use of a calibrated dynamometer. Discrepancies exceeding five percent shall be investigated and corrected. Elongation requirements are to be taken from average load elongation curves for the steel used.

C. Strands may be stretched either individually or simultaneously. If strands are stretched simultaneously, provision must be made to induce approximately equal stress in each.

D. Transfer of force from bulkheads of the pretensioning and to the concrete shall be carefully accomplished by gradual and simultaneous detensioning of all strands.

Exposed strands shall be cut near the tie end. Projection of strands beyond ends of ties shall be no more than 1/8 inch.

E. Minimum concrete cover for reinforcement: 3/4 inch.

F. Tolerance for the depth of reinforcing tendons: +/- 1/16 inch from design depth. Voids in concrete surrounding tendons shall be cause for rejection.

3.03 PROPORTIONS OF CONCRETE MIX

A. Unless previous data is available to show that a concrete mix will be satisfactory for the production concrete ties, establish concrete mix designs by test on trail batches to achieve required strengths.

B. Trial mixes using aggregate, water, cement and admixtures proposed for manufacture of concrete ties shall be made using not less than three different water-cement ratios which will produce a range of strengths encompassing those specified in Article 3.01, paragraph A. For each water-cement ratio, make, cure, and test not less than three specimens for each age.

3.04 REMOVAL OF TIES FROM FORMS AND FINISHING

A. Remove ties from forms in a manner preventing damage.

B. Finishing

1. Formed surfaces of the finished tie shall have a uniformly dense surface. The

Concrete Ties 34 11 33 - 14 Baseline: 07/11/12 surface of the rail seat shall have a smooth finish and to be free from surface irregularities and air holes. Other surfaces - A smooth finish that may contain honeycomb not exceeding two percent of the surface and a maximum void diameter of 1/4 inch.

2. Bottom surface - A rough-broom finish.

3.05…