Exhibit I - CWR.pdf

State of Florida Department of Transportation

Exhibit “I”

CFRC Continuous Welded Rail (CWR) Plan

Central Florida Rail Corridor (CFRC) Track Improvements

– Multiple Locations

Financial Projects Number(s): 412994-4-52-33, 412994-8- 82-54, 412994-8-82-55, 412994-8-82-56, 412994-8-82-47

DOT-RFP-25-5002-TIML

CENTRAL FLORIDA RAIL CORRIDOR (CFRC)

CONTINUOUS WELDED RAIL PLAN

FOR

AND

Florida Department of Transportation District 5

EFFECTIVE August 20, 2024

The Florida Department of Transportation (FDOT), as owner, is ultimately responsible for the

Central Florida Rail Corridor (CFRC) and SunRail commuter rail service. The CFRC Continuous

Welded Rail (CWR) Plan identifies the elements for the Department’s Contractors to safely install, adjust, maintain, and inspect CWR track within the corridor in accordance with Title 49 Code of

Federal Regulations Part 213, Track Safety Standards, and the Contractors shall perform their duties in compliance with the standards and procedures in this Plan in a cooperative and systematic manner to assure the safe and successful management of the CFRC trackage. FRA acknowledged and approved this plan on August 14, 2024.

The CFRC CWR Plan, Revision 7.0, is hereby approved for the CFRC.

Charles M. Heffinger Jr., P.E. Michael Carman CFRC/SunRail Chief Operating Officer CFRC/SunRail Director of Operations FDOT Consultant to FDOT

Adam Severinsen Bob Glisson CFRC MOW Chief Engineer CFRC/SunRail MOW Technical Advisor Alstom Transportation Inc. Consultant to FDOT

Docusign Envelope ID: A6DDDC96-0FF2-4088-B8AC-0EAA97080F84

08/20/2024 | 7:19 AM EDT 08/20/2024 | 7:22 AM EDT

08/20/2024 | 7:23 AM EDT08/20/2024 | 7:50 AM EDT

Revision Log

Revision # Revised By Date Issue / Revision Description

-- 08/25/11 Original

1.0 LE 10/28/11 Effective Date and addresses revised.

2.0 DS 06/06/13 Contact information and references revised.

3.0 Bombardier 11/27/13

Bombardier Mass Transit Corporation to start Maintenance of Way of the CFRC.

4.0 Jack Corrigan

HNTB

5/20/15 Slow Order release policy changes

5.0 Ryan White

HNTB

7/25/16 Removed joint fracture report, revised slow order policy, revised maintenance of desired RNT

6.0 Jack Corrigan 4/21/17 Revise slow-release policy and other minor changes.

7.0 CFRC/Alstom 8/20/24 Revised to reflect changes to align with the FRA Generic Plan. FRA approval received 8/8/24.

Table of Contents List of Acronyms

Chapter 1 CWR Installation Procedures

1.1 Desired Rail Neutral Temperature

1.2 Temperature Differential

1.3 Installing CWR

Chapter 2 Rail Anchoring Requirements

For a full list of anchoring requirements refer to MWI 703-07 (Rail Anchoring Policy)

2.1 Installation

2.1.1 Standard Box Pattern

2.1.2 Solid Box Pattern

2.2 Bridge Pattern

2.3 Maintenance or Rail Repair

2.3.1 Legacy Patterns

2.3.2 Anchor Pattern after Repair

Chapter 3 Maintaining Desired Rail Neutral Temperature Range

3.1 Maintaining Desired RNT using a Readjustment Method

3.2 Conventional De-Stressing/Adjusting Rail

Chapter 4 Monitoring Curve Movement Following Track Surfacing and Lining

4.1 Staking of Curves

4.2 Inspecting for Curve Movement

Chapter 5 Placing Temporary Speed Restrictions Due to Work

5.1 General Requirements

5.2 Responsibility for Placing Speed Restrictions

5.3 Speed Restriction Length

5.4 Speed Restrictions for Track Work

5.4.1 General

5.4.2 Protective Slow Order after Surfacing or Lining (greater than 39 ft.)

5.4.3 Spot surfacing, smoothing or lining operations (39 ft. or less) Protected as follows:

5.4.4 Out-of-face Surfacing and Lining of Switches and Track within Interlocking/CP Limits .. 24

5.4.5 Protective Slow Order After Out-Of-Face Tie Renewal

5.4.6 Protective Slow Order After Spot Tie Renewal

5.4.7 Protective Slow Order After Undercutting/Cribbing, Switch, Grade Crossing, and Track Panel Renewal or Installation

5.4.8 Protective Slow Order After Spot Undercutting/Cribbing

5.4.9 Train Verification

5.4.10 General Speed Restrictions and Suspension of Work

5.4.11 Working Under a Continuous Track Outage

5.4.12 Protection of Work Areas for Latent Effect

5.4.13 Glossary of Terms

Chapter 6 Rail Joint Inspection

6.1 Class of Track

6.2 Frequency of Inspections

6.3 Identification of Joints

6.4 Switches, Track Crossings, Lift Rail Assemblies or Other Transition Devices on Moveable Bridges 31

6.5 Rail Joint Conditions

6.6 Embedded Joints

6.7 Inspection Records

Chapter 7 Extreme Weather Inspections

7.1 Hot Weather Inspections

7.2 Cold Weather Inspections

7.3 Rapidly Fluctuating Weather Inspections

Chapter 8 Training

8.1 Qualified Employee List

Chapter 9 Recordkeeping

9.1 Report of CWR Installations

9.2 Report Maintenance Work in CWR

Appendix 1 – Additional Guidance for Chapter 3

Appendix 2 – Placing Reference Marks

Appendix 3 – Track Disturbance Form (CFRC Pull Apart and Rail Repair Reporting)

Appendix 4 – Rail Installation Adjustment Report

Appendix 5 – Walking Joint Bar Inspection Report

Appendix 6 – Curve Alignment Reference Form

Appendix 7 – CFRC Record of Disturbance of Main CWR Track

CFRC CWR Plan Rev. 7.0 6 8/20/24

List of Acronyms

ATI………………………………………………………………… Alstom Transportation Inc.

CFR .................................................................................................. Code of Federal Regulations

CFRC .............................................................................................. Central Florida Rail Corridor

CSXT ............................................................................................................. CSX Transportation

CWR ....................................................................................................... Continuous Welded Rail

DRNT ...................................................................................... Desired Rail Neutral Temperature

FDOT .............................................................................. Florida Department of Transportation

FRA .......................................................................................... Federal Railroad Administration

MGT .............................................................................................................. Million Gross Tons

O&M .............................................................................................. Operations and Maintenance

RNT ....................................................................................................... Rail Neutral Temperature

RT ...................................................................................................................... Rail Temperature

ROW ........................................................................................................................ Right-of-Way

RR ................................................................................................................................ Railroa33d

CFRC CWR Plan Rev. 7.0 7 8/20/24

Procedures for the Installation, Adjustment, Maintenance, and Inspection of CWR

FDOT purchased approximately 61.35 miles of rail corridor from CSXT in 2011 and received from the FRA the designation Central Florida Rail Corridor or CFRC. The corridor purchased from CSXT consisted of an active Class IV mixed freight and passenger (Amtrak) railroad. FDOT assumed dispatching of all trains over the CFRC.

FDOT has contracted with Alstom Transportation Inc. as the Operation & Maintenance (O&M) Contractor for maintenance of the CFRC track, corridor infrastructure and operation of the SunRail passenger service. The CFRC Maintenance of Way Services Plan and Annual Annex A Plan document the maintenance practices and programs necessary for maintaining the CFRC trackage in a State of Good Repair and in compliance with the CFRC Continuous Welded Rail (CWR) Plan.

This document details the CFRC policy on installing, adjusting, maintaining, and inspecting CWR track. Each chapter details how the CFRC applies its standards and procedures to comply with FRA standards at 49 CFR §213.119.

Chapter 1 CWR Installation Procedures

Rail lengths welded together that exceed 400 ft. is considered CWR. Rail installed as CWR remains CWR, regardless of whether a joint or plug is installed into the rail later. Temperature variations affect rail length. Rail expands (lengthens) when heated and contracts (shortens) when cooled.

1.1 Desired Rail Neutral Temperature

Rail neutral temperature (RNT) is the temperature at which rail is neither in tension nor compression. Designated rail laying temperatures have been established based on geographic and average yearly ambient temperature to provide a specific Desired Rail Neutral Temperature (DRNT) to prevent track buckling. Rail installation temperatures may be slightly higher or lower than the DRNT but are to be within the designated rail installation range. When laying or adjusting CWR, the RNT for the CFRC is 105°F. The designated RNT safe range is from 85 to 125 degrees F (+/-20°F from DRNT).

1.2 Temperature Differential

The difference between the designated rail laying temperature and the actual Rail Temperature (RT) taken at the time of installation is called the temperature differential. CWR laying and adjusting procedures have been established in Chapters 1 and 3 of this CWR Plan to compensate for this temperature differential.

CFRC CWR Plan Rev. 7.0 8 8/20/24

1.3 Installing CWR

Most commonly thought of as laying rail out-of-face; however, distances as short as a few hundred feet might be installed.

The rail should be in a non-stress-free state when laid in the bed.

If fastened down at this time, the RNT is established, and equal to the RT.

If the RT is lower than the desired RNT, the temperature differential is calculated, and the required expansion is determined based on the temperature differential and rail length.

The rail is then uniformly expanded. The actual length and expansion are then used to determine the new RNT.

Follow these general requirements when installing CWR:

The designated rail laying temperature on the CFRC is 105°F.

Rail shall be laid in the CFRC at the designated rail laying temperature of 105°F - 5°F/+20°F (100°F to 125°F)

Take the rail temperature and calculate the expansion required before adjusting.

Record the rail laying temperature, location, and date on the CFRC’s approved forms. These records may be retained in an electronic format per 49 CFR §213.241.

Rail does not need to be adjusted when the actual rail temperature is within the safe range.

Use rail heaters or rail expanders to adjust the rail to the correct length when the actual rail temperature is less than the designated rail laying temperature. Heat the rail evenly and uniformly so that the rail expansion occurs evenly and uniformly throughout its length. The proper expansion must be achieved at each reference station throughout the entire length of the rail. If rail is laid at a temperature more than 125°F or less than 85°F (outside the DRNT), rail must be adjusted, or a speed restriction of 25 mph passenger and freight must be placed or a restriction of 30 mph passenger/25 mph freight will be placed with a required daily inspection made during the heat of the day. When tight rail conditions exist, be governed by Chapter 7.1.

CFRC CWR Plan Rev. 7.0 9 8/20/24

Chapter 2 Rail Anchoring Requirements

Where the anchoring function is otherwise provided, such as resilient rail fasteners that give the necessary to load to restrain rail and bridges where the structure design precludes the use of anchors (e.g., bridges with rail expansion joints, track designed to transfer the axial forces to the bridge structure, etc.), rail anchors may be omitted. Anchors may not be applied where they will interfere with signal or other track appliances, where they are inaccessible for adjustment or inspection or on rail opposite a joint. Anchor pattern may be varied as reasonable to avoid placing anchors against deteriorated ties.

For a full list of anchoring requirements refer to MWI 703-07 (Rail Anchoring Policy).

2.1 Installation

Anchoring requirements apply to CWR installation on all Classes of track.

2.1.1 Standard Box Pattern

When installing CWR, include full box anchor for every other tie, except as outlined in Section 2.2.

2.1.2 Solid Box Pattern

When installing CWR, include full box anchor every sound (effective) tie at specific locations listed below to provide additional restraint against rail movement.

Condition Action

Turnouts Rail crossings Joints where CWR abuts jointed rail Curves at or over 15 degrees Grade Crossings 50 ft. or greater Grades over 2%

Full Box Anchor every tie for 195 ft. in each direction

Bolted joint installed during CWR installation when using heater, rail stretcher or sufficient ambient temperature

Weld joint within 60 days, OR

Install joint with 6 bolts, OR

Full Box Anchor every tie for 195 ft. in each direction

CFRC CWR Plan Rev. 7.0 10 8/20/24

2.2 Bridge Pattern

When installing CWR, follow these bridge anchoring requirements:

1. Ballast desk bridges should be anchored with the same pattern as in Section

2.1 or 2.2.

2. Open deck bridges should be anchored as follows:

a) All open deck bridge approaches will be full box anchored on every tie for 130 consecutive ties in each direction from the backwall of the bridge.

b) Open deck bridges with total length 100 ft. or less – CWR will be full box anchored on every tie that is fastened to the bridge span.

c) Open deck bridge with total length between 100 ft. and 500 ft. with an alignment of 2 degrees or less –

i. CWR will be full box anchored on every tie that is fastened to the bridge span, throughout all spans less than 100 ft.

ii. CWR will be full box anchored on every tie that is fastened to the bridge span, for the first 100 ft. from the fixed end of individual spans with length greater than 100 ft.

d) Rail anchor pattern will be specified by the CFRC O&M Contractor’s Maintenance of Way Chief Engineer, herein referenced as the CFRC Chief Engineer, when any of the following conditions exist:

i. Open Deck Bridges with a total length greater than 500 ft.

ii. Alignment is greater than 2 degrees.

iii. Bridges with existing rail expansion joints

iv. Other special situations

2.3 Maintenance or Rail Repair

2.3.1 Legacy Patterns

On CWR installations completed before September 21, 1998, existing anchoring may remain if rail is restrained to prevent track buckles, longitudinal movement, but rail must be adjusted (by increasing or decreasing the length of rail or by lining on curves) or anchors added to rail if restraint is not sufficient.

2.3.2 Anchor Pattern after Repair

When repairs result in a joint being added to CWR, the anchor pattern shall match the existing pattern in track. At least every other tie will be full box anchored for 195 ft. in each direction unless anchoring is otherwise provided. When repairs are made to a stripped joint or failed joint bar, the adjustment or addition of anchors will be as prescribed in the following chart.

CFRC CWR Plan Rev. 7.0 11 8/20/24

Condition Action

Bolted joint in CWR experiencing service failure (stripped joint) or failed bars(s) with gap* present.

*Gap exists if it cannot be closed by drift pin

Weld joint, OR

Remediate joint conditions (per Chapter 6.5), and replace bolts (new, in-kind, or stronger), and weld joint within 30 days, OR

Replace failed bar(s), install 2 additional bolts and adjust anchors, OR

Replace failed bars, bolts (if broken or missing) and full box anchor every tie for 195 ft. in both directions.

OR

Add rail and document provisions for later adjustments and reapply anchors

CFRC CWR Plan Rev. 7.0 12 8/20/24

Chapter 3 Maintaining Desired Rail Neutral Temperature Range

Using the following track maintenance methods to properly maintain rail neutral temperature (RNT) reduces the risk of buckles in hot weather as well as pull-a-parts and broken rails in cold weather. These procedures include an RNT readjustment method outlined in Section 3.1 or when that method is not appropriate, a conventional RNT adjustment method as described in Section 3.2.

The reference mark distance is to be determined either by measuring prior to cutting the rail, or in the case of a rail break (prior to arrival) subtract the gap distance from that measurement.

The use of reference marks properly applied as shown in the appendices at the end of this plan, are required for both procedures described in Sections 3.1 and 3.2.

The precise measurement of any rail movement in CWR is essential to tracking RNT changes when work activities have disturbed the track structure. The reference mark examples in the appendices demonstrate how to correctly show pre-cut/break reference marks for both a rail cut and a rail break. The purpose is to mark the rail before any rail gap occurs.

Rail mark locations must be written on the web of the rail using permanent paint markers and must include the following information:

Pre-cut/break references marks and the measured distance minus any rail gap distance found after break.

Rail temperature at the time of separation

Length of gap caused by separation and

Date and milepost location

When tight rail condition exists, be governed by Section 7.1.

3.1 Maintaining Desired RNT using a Readjustment Method

This procedure applies to rail separations occurring in CWR where the replacement rail is usually 100 ft. or less. Also, for this method to work the expected thermal forces must still be present. See additional guidance for Chapter 3 in the Appendices.

When rail is cut or breaks and the rail temperature is equal to or above the Pre-Cut/Break RNT, no gap will occur, and more rails may have to be removed to relieve the stress. In these cases, the RNT will be the current rail temperature.

When the rail is cut or breaks and the rail temperature is below the Pre-Cut/Break RNT, the expected thermal forces should produce a gap. The Pre-Cut/Break RNT can be calculated using

CFRC CWR Plan Rev. 7.0 13 8/20/24 the current rail temperature and measured gap by referencing the RNT at Pre-Cut/Break

Chart.

The rail temperature, gap length and the original reference mark length (prior to separation of the rail) must be placed on the web and recorded.

If the estimated Pre-Cut/Break RNT is known, it can be determined if the rail location is within the rail installation safe range Desired RNT +/- 20 degrees F (85 F to 125 F).

CFRC CWR Plan Rev. 7.0 14 8/20/24

The amount of temperature difference between the estimated Pre-Cut/Break RNT and the

Desired RNT will determine the amount of rail that needs to be removed or added to return the rail location back to the Designated rail installation safe range +/- 20 degrees. This amount can be found in the Additional Rail to Remove for Readjustment Chart.

If the rail location’s estimated Pre-Cut/Break RNT is within the safe range, then the amount of rail returned to the track and pulled together would be equal to the amount of rail originally removed. If that amount is 1” or less the rail can be pulled through the anchors, however if the amount is greater than 1” the anchors must be removed and then reinstalled for the length of the affected zone created by the initial rail separation.

If the rail location is found to be outside the rail installation safe range, additional rail will have to be added or removed to make the needed readjustment. Accurately document this information if the repair needs to be made later prior to becoming a Pull-apart/Buckled track prone condition.

Record all work performed on the proper forms, noting all new reference mark distances and how these changes affected the calculated RNT based on any change. Proper readjustments can be made later using this new RNT and any new reference mark distances.

Records must be maintained for one year after final adjustments have been completed.

If the rail has not been readjusted to at least the Desired RNT +/- 20 F before the rail temperature exceeds the values in the Readjustment Return Temperature Table (Table 1), a Speed restriction of 25 MPH will be placed or a speed restriction of 30 MPH Passenger/25 MPH

Freight will be placed with required daily inspections during the maximum heat period of the day.

Track buckles can be extreme and, in some cases, not passable at any speed. When protecting buckle prone conditions, it should not be confused with protecting tight track conditions or locations where loss of lateral resistance is evidenced (See Chapter 7).

CFRC CWR Plan Rev. 7.0 15 8/20/24

Table 1 - Readjustment Return Temperature

Rail break or cut Temperature (°F) Rail temperature (°F) at which to readjust or apply slow order

60 135 50 130 40 125 30 120 20 115 10 110 0 105

-10 100 -20 95 -30 90 -40 85

Table 1 uses the assumption of what is often referred to as the 70/70 Rule. The table is based upon the assumptions that: only one rail has been cut, the uncut rail’s RNT is 70°F, and the track structure can restrain against the forces of a rail temperature that is at least 70°F above the average RNT of both rails. If either of these assumptions are known to be overly conservative, the temperature at which to adjust or apply a speed restriction shall be reduced accordingly.

If both rails are cut (e.g. installing a short track panel), the above table will not apply. The adjustments, speed restrictions, and inspections described above will instead apply at a rail temperature no more than 70°F above the lowest rail temperature at the time of the separations.

At locations where the rail has separated, unless the reference marks are restored to their original position, the coldest rail temperature at which work is performed at the location shall be used.

For example, if a plug rail is installed at a rail temperature of 40°F, and a joint later fails at

10°F, the appropriate line to reference on the table will be that for 10°F. If the reference marks are restored to their original position, the Pre-Break/Cut RNT may be used for applying the table.

When welding rail ends together, the weld gaps and rail consumption must be taken into consideration when determining the amount of rail added or removed to return a rail location back to within the designated RNT safe range.

3.2 Conventional De-Stressing/Adjusting Rail

Rail can be de-stressed by removing rail; it is normally performed with both rails, but in some instances, it can be performed on one rail. This procedure can also be used to re-establish the

RNT back to within the designated rail installation safe range (RNT +/- 20 F).

CFRC CWR Plan Rev. 7.0 16 8/20/24

Method #1 is performed at a rail temperature that is within the designated rail installation safe range.

The track (both rails) to be destressed/adjusted is cut. The anchors and any other restraints are removed for 390 ft. in both directions. Tap along the rail to assure the rail is freely moving through the plates.

After all thermal forces have been released and movement has stopped, the rail can then be rejoined, and rail anchored reinstalled. This restores both rails to a RNT equal to the rail temperature at the time of the work being completed.

Method #2 is performed at a rail temperature that is outside the designated rail installation safe range.

Referencing the current rail temperature with the amount of change needed to reach the desired RNT (105 F), the temperature differential is established. Based on the temperature differential amount and the total rail length being adjusted, determine the expansion amount. (Use the Change in Rail Length Due to Change in

Temperature Chart – Table 3)

The rail is then uniformly expanded by heating or pulling the required amount needed to return the location back to within the designated rail installation safe range.

After the expansion is completed and the rails are joined back together, the rail anchors are reinstalled.

Thermal Adjustment Table for 780’ of Rail The table below describes the amount of rail that needs to be added or removed to effect a change in the rail neutral temperature (RNT) of 780 feet of rail. Table 2 will be used when performing adjustments per Section 3.1 and 3.2 for determining how much the reference marks need to be changed to adjust the RNT as desired and can also be used in the calculation of the RNT after adjustments.

CFRC CWR Plan Rev. 7.0 17 8/20/24

Table 2 - Thermal Adjustment Table for 780’ of Rail

CFRC CWR Plan Rev. 7.0 18 8/20/24

Table 3 - CHANGE IN RAIL LENGTH DUE TO CHANGE IN TEMPERATURE

C=12 X0.0000065LT

C=CHANGE IN LENGTH IN INCHES

LENGTH OF RAIL IN FEET

T=CHANGE IN TEMPERATURE IN DEGREES

CHANGE IN TEMPERATURE IN DEGREES FAHRENHEIT

LENGTH

OF

RAIL -

FEET

5 10 15 2

25 3

35 40 45 50 55 60 65 70 75 80

100 0 0- 1/8

0- 1/8

0- 1/

0- 1/4

0- 1/

0- 1/

0- 3/8

0- 3/8

0- 3/8

0- 3/8

0- 1/2

0- 1/2

0- 1/2

0- 5/8

0- S/8

200 0- 1/

0- 1/8

0- 1/4

0- 3/

0- 1/2

0- 1/

0- 1/

0- 5/8

0- 3/4

0- 3/4

0- 7/8

0- 7/8

1 1- 1/8

1- 1/8

1- 1/4

300 0- 1/

0- 1/4

0- 3/8

0- 1/

0- S/8

0- 3/

0- 7/

1 1 1- 1/8

1- 1/4

1- 3/8

1- 1/2

1- S/8

1- 3/4

1- 7/8

400 0- 1/

0- 3/8

0- 1/2

0- S/

0- 3/4

1 1- 1/

1- 1/4

1- 3/8

1- 1/2

1- 3/4

1- 7/8

2 2- 1/8

2- 3/8

2- 1/2

500 0- 1/

0- 3/8

0- 5/8

0- 3/

1 1- 1/

1- 3/

1- 1/2

1- 3/4

2 2- 1/8

2- 3/8

2- 1/2

2- 3/4

2- 7/8

3- 1/8

600 0- 1/

0- 1/2

0- 3/4

0- 7/

1- 1/8

1- 3/

1- 5/

1- 7/8

2- 1/8

2- 3/8

2- 5/8

2- 3/4

3 3- 1/4

3- 1/2

3- 3/4

700 0- 1/

0- 1/2

0- 7/8

1- 1/

1- 3/8

1- 5/

1- 7/

2- 1/8

2- 1/2

2- 3/4

3 3- 1/4

3- 1/2

3- 7/8

4- 1/8

4- 3/8

800 0- 3/

0- 5/8

1 1- 1/

1- 1/2

1- 7/

2- 1/

2- 1/2

2- 3/4

3- 1/8

3- 3/8

3- 3/4

4 4- 3/8

4- 5/8

CFRC CWR Plan Rev. 7.0 19 8/20/24

C=12 X0.0000065LT

C=CHANGE IN LENGTH IN INCHES

LENGTH OF RAIL IN FEET

T=CHANGE IN TEMPERATURE IN DEGREES

900 0- 3/

0- 3/4

1 1- 3/

1- 3/4

2- 1/

2- 1/

2- 3/4

3- 1/8

3- 1/2

3- 7/8

4- 1/4

4- 5/8

4- 7/8

5- 1/4

5- S/8

1000 0- 3/

0- 3/4

1- 1/8

1- 1/

2 2- 3/

2- 3/

3- 1/8

3- 1/2

3- 7/8

4- 1/4

4- 5/8

5- 1/8

5- 1/2

5- 7/8

6- 1/4

1100 0- 3/

0- 7/8

1- 1/4

1- 3/

2- 1/8

2- 5/

3 3- 3/8

3- 7/8

4- 1/4

4- 3/4

5- 1/8

5- 5/8

6 6- 3/8

6- 7/8

1200 0- 1/

0- 7/8

1- 3/8

1- 7/

2- 3/8

2- 3/

3- 1/

3- 3/4

4- 1/4

4- 5/8

5- 1/8

5- 5/8

6- 1/8

6- 1/2

7 7- 1/2

1300 0- 1/

1 1- 1/2

2 2- 1/2

3 3- 1/

4 4- 5/8

5- 1/8

5- 5/8

6- 1/8

6- 5/8

7- 1/8

7- 5/8

8- 1/8

1400 0- 1/

1- 1/8

1- 5/8

2- 1/

2- 3/4

3- 1/

3- 7/

4- 3/8

4- 7/8

5- 1/2

6 6- 1/2

7- 1/8

7- 5/8

8- 1/4

8- 3/4

1440 0- 1/

1- 1/8

1- 5/8

2- 1/

2- 3/4

3- 3/

3- 7/

4- 1/2

5 5- 5/8

6- 1/8

6- 3/4

7- 1/4

7- 7/8

8- 3/8

1500 0- 5/

1- 1/8

1- 3/4

2- 3/

2- 7/8

3- 1/

4- 1/

4- 5/8

5- 1/4

5- 7/8

6- 3/8

7 7- 5/8

8- 1/4

8- 3/4

9- 3/8

1600 0- S/

1- 1/4

1- 7/8

2- 2/

3- 1/8

3- 3/

4- 3/

5 5- 5/8

6- 1/4

6- 7/8

7- 1/2

8- 1/8

8- 3/4

9- 3/8

CFRC CWR Plan Rev. 7.0 20 8/20/24

Table Note: This table is only for use in single rail situations, if both rails are cut (e.g. installing a short track panel), the above table will not apply, and conventional adjustment/destressing will be needed.

All continuous welded rail with a rail temperature below the designated rail installation safe range will be adjusted.

Example for Use of Table 3:

1. When laying 1300 feet of rail with a rail temperature of 45°F. Reference the desired

RNT for the area in which it will be installed (in this example we will use 100°F).

The desired Temperature = 100°F

The Rail Temperature = 45°F

The difference between the two = 55°F

Cross-reference the line with 1300’ with the column with 55° = 5-5/8 inches

2. Divide the rail length into four equal parts (325’) and place a plate/base reference marks as specified in Appendix No. 2 (ensure the plate is secured to prevent movement).

Expand the rail, ensuring that the required amount is achieved at each station (1-13/32” per station).

Station 1 = 1-13/32”, Station 2 = 2-13/16”, Station 3 = 4-7/32”, Station 4 = 5-5/8”

3. Ensure that the rail is headed or expanded evenly throughout its length. Also, allow for welding additions or consumption when calculating cuts.

4. Record the location and new RNT on the prescribed de-stressing/adjustment form, Appendix 4, when using either method.

5. Locations designated for RNT conventional adjustment and not brought into the safe range will have a speed restriction of 25 MPH will be placed, or a speed restriction of

30 MPH passenger/25 MPH freight will be placed with required daily inspections in the heat of the day.

CFRC CWR Plan Rev. 7.0 21 8/20/24

Chapter 4 Monitoring Curve Movement Following Track Surfacing and Lining

4.1 Staking of Curves

Before surfacing and lining a curve on the main tracks, stake the curve. To stake a curve prior to surfacing and lining, place at least three (3) reference points uniformly spaced around the curve. These reference points shall be no more than the requirement in the Curve Alignment Reference Form, Appendix No. 6.

4.2 Inspecting for Curve Movement

Inspect curve movement after the work in accordance with the Curve Alignment Reference Form, Appendix No. 6), especially during periods of large temperature changes. Where curve has been staked per Section 4.1 and curve has shifted inward more than a maximum of one

(1) inch, the curve must be lined out prior to ambient temperatures above or forecasted above the designated temperature RNT -20°. If the curve is not lined out or de-stressed, a speed restriction of 30 mph passenger/25 mph freight or less must be placed. When tight rail conditions exist, be governed by Chapter 7.1.

Chapter 5 Placing Temporary Speed Restrictions Due to Work

Place a temporary speed restriction anytime the roadbed or ballast section is disturbed as required in Section 5.4, except where the maximum authorized speed of the track is equal to or less than the required restriction.

5.1 General Requirements

Speed restrictions ensure safe train operations until the affected track stabilizes. Restrictions need to stay in place to allow the ballast to consolidate, rail compressive forces to equalize, and the sub grade to compact. Take more restrictive measures when conditions warrant.

5.2 Responsibility for Placing Speed Restrictions

During the work or before returning the track to service, the supervisor or foreman in charge must ensure that:

Gage, surface, and alignment have been established.

Crib and shoulder ballast is in place or lateral constraint is otherwise provided.

The rail is anchored per Chapter 2, Sections 1, 2 or 3.

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5.3 Speed Restriction Length

To minimize running rail and other dynamic forces, trains must have time to brake and adjust slack before entering the disturbed track. For heavy grades, sharp curves, or substandard track conditions, extend speed restrictions farther from the work limits, if needed.

5.4 Speed Restrictions for Track Work

When the following track work has been performed, place a speed restriction that complies with the guidelines below.

5.4.1 General

(a) An employee designated under the provisions of 49 CFR §213.7 must ensure that track conditions meet the minimum requirements of the slow order speed applied.

(b) Track treated with a crib and shoulder compactor must have all compacting components fully operational and applied for a minimum of six second cycles per tie crib.

(c) Track treated with a track stabilizer must have both vibration units fully operational and frequency of oscillation shall be in the range of 30-35 Hz, with a minimum vertical loading pressure of 60 bar (870 psi) and working speed shall be in the range of 0.6 to

1.3 mph (1.0 to 2.1 MPH).

(d) A speed restriction of 30 mph passenger/25 mph freight or less will be placed where there is insufficient:

(1) Ballast Section

(2) Anchor Pattern and or Position

(3) Fasteners

5.4.2 Protective Slow Order after Surfacing or Lining (greater than 39 ft.)

For wood tie track

a) Track must have a walking inspection by the designated qualified employee prior to returning the track to service at 30 mph passenger/25 mph freight.

b) The first train will operate over the work area at a speed not to exceed 30 mph passenger/25 mph freight.

c) Before proceeding to step d) and after at least one train has passed, the designated qualified employee will perform walking inspection to ensure no deficiencies (i.e., misalignments, ballast section, anchoring, etc.) exist that would adversely affect the safe passage of trains prior to raising the speed restriction.

d) Following steps (a, b, & c) above, track will be restricted as follows:

(1) 30 mph passenger/25 mph freight speed restriction for a 72-hour period and passage of 36 trains for track NOT worked with a track stabilizer. OR

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(2) 60 mph passenger/40 mph freight speed restriction for a 24-hour period and the passage of 12 trains for track worked with a track stabilizer.

e) The 12 or 36 -train requirement specified above may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two cars over the affected area 12 or 36 times not exceeding the maximum allowable speed. The supervisor of the operation will notify the Train Dispatcher to enter the "12 or 36 trains traveled over the affected area" into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train.

The 24- or 72 -hour period remains unchanged.

f) After d) above, and the walking re-inspection of the work area by a designated qualified employee, the track may be returned to posted timetable operating speed.

5.4.3 Spot surfacing, smoothing or lining operations (39 ft. or less) Protected as follows:

For wood tie track

a) Up to 10 ft. of work, NO slow order is required if the air temperature is below 98°F.

b) When the air temperature is not expected to exceed 85°F for a 24-hour period after work, the following spot surfacing or lining operations may be conducted with the protection prescribed below:

(1) 11 ft. to 39 ft. - No slow order required.

c) When the air temperature exceeds 85°F in a 72-hour period after the work, the following spot surfacing or lining operations may be conducted with the protection prescribed below:

(1) 11 ft. to 39 ft. – 30 mph passenger/25 mph freight slow order for 36 trains and 72 hours.

(2) A designated qualified employee will make a walking inspection of the work area prior to returning the track to posted timetable operating speed to determine that no deficiencies exist in the track structure that will prevent the safe passage of trains at scheduled speed (i.e., full ballast section, proper anchoring and fasteners, etc.).

d) The 12 or 36 -train requirement specified above may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two cars over the affected area 12 or 36 times not exceeding the maximum allowable speed. The supervisor of the operation will notify the dispatcher to enter the "12 or 36 trains traveled over the affected area" into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train. The 24- or 72 -hour period remains unchanged.

e) After (b or c) above and a walking re-inspection of the work area by a designated qualified employee, the track may be returned to posted timetable operating speed.

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5.4.4 Out-of-face Surfacing and Lining of Switches and Track within Interlocking/CP Limits

For wood tie switches

a) Track must have a walking inspection by the designated qualified employee prior to returning the track to service at 30 mph passenger/25 mph freight.

b) The first train will operate over the work area at a speed not to exceed 30 mph passenger/25 mph freight.

c) Before proceeding to step d) and after at least one train has passed, the designated qualified employee will perform a walking inspection to ensure no deficiencies (i.e., misalignments, ballast section, anchoring, etc.) exist that would adversely affect the safe passage of trains prior to raising the speed restriction.

d) Following (a, b, & c) above, track will be restricted as follows:

(1) 30 mph passenger/25 mph freight speed restriction for a 72-hour period and the passage of 36 trains for track NOT worked with a track stabilizer. OR

(2) 60 mph passenger/40 mph freight speed restriction for a 24-hour period and the passage of 12 trains if treated with a track stabilizer.

e) The 12 or 36-train requirement specified above may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two cars over the affected area 36 times not exceeding the maximum allowable speed. The supervisor of the operation will notify the dispatcher to enter the "12 or 36 trains traveled over the affected area" into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train. The 24- or 72 -hour period remains unchanged.

f) After (d) above and a walking re-inspection of the work area by a designated qualified employee, the track may be returned to posted timetable operating speed.

5.4.5 Protective Slow Order After Out-Of-Face Tie Renewal

(Requires surfacing & lining with mechanized tamping equipment)

For wood tie track:

a) Track must have a walking inspection by the designated qualified employee prior to returning the track to service at 30 mph passenger/25 mph freight.

b) The first train will operate over the work area at a speed not to exceed 30 mph passenger/25 mph freight.

c) Before proceeding to step d) and after at least one train has passed, the designated qualified employee will perform walking inspection to ensure no deficiencies (i.e., misalignments, ballast section, anchoring, etc.) exist that would adversely affect the safe passage of trains prior to raising the speed restriction.

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d) Following (a, b, & c) above, track will be restricted as follows:

(1) 30 mph passenger/25 mph freight speed restriction for a 72-hour period and the passage of 36 trains for track NOT worked with a track stabilizer. OR

(2) 60 mph passenger/40 mph freight speed restriction for a 24-hour period and the passage of 12 trains if treated with a track stabilizer.

e) The 12 or 36-train requirement specified above may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two cars over the affected area 36 times not exceeding the maximum allowable speed. The supervisor of the operation will notify the dispatcher to enter the "12 or 36 trains traveled over the affected area" into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train. The 24- or 72 -hour period remains unchanged.

f) After (d) above and a walking re-inspection of the work area by a designated qualified employee, the track may be returned to posted timetable operating speed.

5.4.6 Protective Slow Order After Spot Tie Renewal

For wood tie track:

(a) Replacing up to four (4) ties in 39 ft. of track where there are at least three (3) un-disturbed ties on each side of the tie to be replaced, no slow order is required.

(b) If five (5) or more ties in 39 ft. of track are disturbed, or there are less than three (3) un-disturbed ties on each side of the tie to be replaced, protect as in 5.4.5 above.

5.4.7 Protective Slow Order After Undercutting/Cribbing, Switch, Grade Crossing, and Track Panel Renewal or Installation

(Requires surfacing & lining with mechanized tamping equipment)

For wood tie track:

a) Track must have a walking inspection by the designated qualified employee prior to returning the track to service at 30 mph passenger/25 mph freight.

b) The first train will operate over the work area at a speed not to exceed 30 mph passenger/25 mph freight.

c) Before proceeding to step d) and after at least one train has passed, the designated qualified employee will perform walking inspection to ensure no deficiencies (i.e., misalignments, ballast section, anchoring, etc.) exist that would adversely affect the safe passage of trains prior to raising the speed restriction.

d) Following (a, b, & c) above, track will be restricted as follows:

(1) 30 mph passenger/25 mph freight speed restriction for a 72-hour period and the passage of 36 trains for track NOT worked with a track stabilizer. OR

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(2) 60 mph passenger/40 mph freight speed restriction for a 24-hour period and the passage of 12 trains if treated with a track stabilizer.

e) The 12 or 36-train requirement specified above may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two cars over the affected area 36 times not exceeding the maximum allowable speed. The supervisor of the operation will notify the dispatcher to enter the "12 or 36 trains traveled over the affected area" into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train. The 24- or 72 -hour period remains unchanged.

f) After (d) above and walking re-inspection of the work area by a designated qualified employee, the track may be returned to posted timetable operating speed.

5.4.8 Protective Slow Order After Spot Undercutting/Cribbing

(a) Spot undercutting of five or less ties in 39 ft. of track and where there are at least three (3) undisturbed ties on each side of the tie to be undercut that are properly spiked and tamped, with rail anchors in prescribed positions, and tie cribs and shoulders properly filled with ballast no slow order required.

(b) If six (6) or more ties in 39 ft. of track are disturbed, or there are less than three (3) undisturbed ties on each side of the tie to be undercut, protect as in 5.4.7 above.

5.4.9 Train Verification

The designated qualified employee involved with removal or upgrading of speed restriction will verify in conversation with the Manager of Train Operations (MTO) or other designated employee (and document the results of that conversation) that the required number of trains have passed over the track. The 12 or 36-train requirement specified may also be satisfied by traveling a work train consisting of an engine/prime mover and at least two rail cars over the affected area 12 or 36 times not exceeding the speed restriction. The designated qualified employee will notify the Train Dispatcher to enter the number of work trains that traveled over the segment of track into the CFRC Unusual Occurrence Log. Maintenance of Way equipment of any kind cannot constitute a work train or any part of a work train. The 24 or 72-hour period remains unchanged.

5.4.10 General Speed Restrictions and Suspension of Work

(a) When air temperatures are 95°F or above, a hot weather inspection must be performed over the affected territory for the period that the air temperature is 95oF or above. The Chief Engineer or his representative will specify the affected territory to be inspected.

(b) When air temperatures are expected to be 98°F or above during a 24-hour period the Chief Engineer will issue a heat order. All Class 4 tracks will be slow ordered to Class 3 Track speed. The protective slow order will only be in effect during the period of the day that the air temperature is 98°F or above.

(c) In addition, the following work will be suspended when rail temperatures exceed

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125°F:

1. Out-of-face surfacing or lining.

2. Spot surfacing or lining

3. Out-of-face tie renewal and undercutting/cribbing (except under a continuous track outage)

(d) A temperature fluctuation of 40°F or more in a 24-hour period requires a special track inspection as soon as possible.

5.4.11 Working Under a Continuous Track Outage

When undercutting, renewing ties out-of-face, and other work that disturbs the ballast is in progress under a continuous track outage, and it is expected that the air temperature will be 98°F or above at the time track is returned to service, the 30-mph passenger/25-mph freight speed restriction will remain in effect until seven days of traffic have operated over affected track or until the air temperature drops below 98°F.

5.4.12 Protection of Work Areas for Latent Effect

Track that has been worked (disturbed) within seven days prior to the onset of high heat (98oF) will be reduced to the protective slow order speed required under this policy until seven days of traffic has operated over the affected track or the air temperature drops below 98°F. The protective slow order will only be in effect during the period of the day that the air temperature is 98°F or above.

An inspection must be conducted before releasing the speed restriction to ensure the track is safe for higher speeds.

5.4.13 Glossary of Terms

Continuous Track Outage – Block of track that remains out of service (for a period) for revenue trains until all work is completed and track is safe to return at timetable speed.

Full Box Anchored Tie – anchors applied to both rails and both sides of the tie. If all four (4) anchors cannot be applied to a tie Do Not anchor that tie.

Out-of-Face Tie Renewal - Tie replacement at a rate of more than three (3) successive ties or more than four (4) ties per 39 ft. length of track. Out-of-Face Tie Renewal requires track to be surfaced and lined.

Out-of-Face Surfacing or Lining - Surfacing and/or lining a continuous segment of track in excess of 39 ft.

Out-of-Face Undercutting - Undercutting of more than one (1) consecutive tie or more than five (5) ties in 39 ft. of track. Out-of-Face Undercutting requires track to be surfaced and lined.

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Out-of-Face Cribbing - Removing the ballast from between but not under the ties for more than five (5) ties in 39 ft. Out-of-Face Cribbing requires track to be surfaced and lined.

Smoothing - Surfacing a segment of track up to and including 10 in length.

Spot Surfacing - Surfacing a segment of track greater than 10 ft. and up to 39 ft. in length.

Spot Cribbing -Removing the ballast from between but not under the ties for a short segment of track (five (5) ties or less per 39 ft. of track).

Spot Tie Renewal - Tie renewals (four (4) or less ties per 39 ft. of track) where there are at least three (3) un-disturbed ties on each side of the tie to be replaced that are properly spiked and tamped, with rail anchors in prescribed positions, and tie cribs and shoulders properly filled with ballast. The new ties must be promptly tamped, and the ballast properly dressed.

Spot Undercutting - Spot undercutting one (1) tie (five (5) or less ties undercut in 39

ft. of track) where there are at least three (3) undisturbed ties on each side of the tie to be undercut that are properly spiked and tamped, with rail anchors in prescribed positions, and tie cribs and shoulders properly filled with ballast.

Surfacing – Raising and or lining track with mechanized tamping equipment.

Tamping – Raising and or lining track with hand tools or power operated tools over a short distance (i.e., tamping rail joints or low spots in track).

Train – An engine and at least two cars.

Work Train – An engine/prime mover and at least two rail cars.

Chapter 6 Rail Joint Inspection

CWR Joint means any joint directly connected to CWR.

6.1 Class of Track

All CWR joints within the following classes must be inspected on foot:

Class 2 on which passenger trains operate, and Class 3 and higher

6.2 Frequency of Inspections

CWR joints shall be inspected on foot at the following minimum frequencies:

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Table 4 - Minimum Number of Inspections Per Calendar Year

Table 4 - Minimum Number of Inspections Per Calendar Year2

Freight Trains operating over track with an annual tonnage of:

Passenger Trains operating over track with an annual tonnage of:

< 40 mgt. 40 to 60 mgt.

> 60 mgt. < 20 mgt. > or = to 20 mgt.

Class 5 & above 2x 3x 1 4x 1 3x 1 3x 1

Class 4 2x 3x 1 4x 1 2x 3x 1

Class 3 1x 2x 2x 2x 2x

Class 2 0 0 0 1x 1x

Class 1 0 0 0 0 0

Excepted

Track

0 0 0 n/a n/a

4x = Four times per calendar year, with one inspection in each of the following periods:

January to March, April to June, July to September, and October to December; and with consecutive inspections separated by at least 60 calendar days.

3x = Three times per calendar year, with one inspection in each of the following periods:

January to April, May to August, and September to December; and with consecutive inspections separated by at least 90 calendar days

2x = Twice per calendar year, with one inspection in each of the following periods:

January to June and July to December; and with consecutive inspections separated by at least 120 calendar days.

1x = Once per calendar year, with consecutive inspections separated by at least 180 calendar days.

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1Where extreme weather conditions prevent a track owner from conducting an inspection of a territory within the required interval, the track owner may extend the interval by up to 30 calendar days from the last day that the extreme weather condition prevented the required inspection.

2 Where a track owner operates both freight and passenger trains over a given segment of track, and there are two different possible inspection interval requirements, the more frequent inspection interval applies.

3 Million gross tons (mgt.).

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6.3 Identification of Joints

Each CWR joint requiring action as outlined in Section 6.5 shall be identified in the field with a highly visible marking. In addition, such joints shall also be identified as to location by specifying the subdivision, milepost, track number and rail (north, south, etc.).

6.4 Switches, Track Crossings, Lift Rail Assemblies or Other

Transition Devices on Moveable Bridges

Joints within or adjacent to switches, track crossings, lift rail assemblies or other transition devices on moveable bridges are exempt from the periodic joint inspection requirements provided they are inspected monthly during the required monthly walking inspection of these devices.

Therefore, inspect these locations on a minimum monthly basis and include in the inspection and report the following:

At switches:

All joints from and including the insulated joints at the signals governing movement entering and leaving the control point or interlocking.

If there are no signals at the switch location, include as a minimum all joints from the point of the switch to the heel of the frog.

At crossovers:

All joints in track between switches.

At track crossings:

All joints from and including the insulated joints at the signals governing movement entering and leaving the control point or interlocking.

If there are no signals at the track crossings, include as a minimum all joints that are between or connected to the crossing frogs.

At lift rail assemblies or other transition devices on movable bridges:

All joints are immediately attached to the rail assembly or transition device.

6.5 Rail Joint Conditions

Whe…