IFB 101C 20 HH 115 RE RAIL and132 RE RESTRAINING RAIL TECH SPEC.pdf

MBTA M.O.W. Division

MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

MAINTENANCE OF WAY DIVISION

TRACK MATERIAL SPECIFICATION

Fully Heat-Treated HH 115 RE Rail

(No End Drillings) March 2020

MATERIAL

Standard 115 RE Rail Section per AREMA Figure 4-1-1, running rail shall be supplied in

39’ lengths per AREMA Manual Chapter 4, Section 2, unless otherwise specified.

Number “2” rails and “A” rails will not be accepted. Delete section 2.1.11 from Page 4-

2-19 in the AREMA Manual. No “shorts” will be accepted.

Chemical composition of rail shall conform to AREMA Manual Chapter 4 Part 2 Section

2.1.3. Hardness of High Strength rail shall conform to AREMA Chapter 4, Part 2, Section 2.1.4. Hardness of premium rail shall be 370+400 BH.

No End drillings is required for this order per MBTA drawing no. 301.

MANUFACTURE

Rail workmanship shall be in accordance with AREMA Chapter 4, Part 2, Specifications for Steel Rails. It shall also meet the requirements of Supplementary Requirements and

Appendix 1 (2.1.18).

LEFT BLANK

INTENTIONALLY

Continued

WORKMANSHIP

Rail Straightness

Per AREMA Specifications in Chapter 4, Part 2, Section 2.1.

Evaluation of Residual Stresses in Rail

1. Purpose

Manufacturing practices can induce residual stress in rail that may result in web cracking or web distortion in service if the service stresses have sufficient magnitude and if stress risers exist. The purpose of testing for residual stresses is to evaluate the magnitude of the residual tensile or residual compressive stresses in the rail web.

2. Web Saw Cut Test Procedure

Rail shall meet the below requirements of a web saw test conducted on a fully roller-straightened rail sample of a regular production rail. The rail ends not affected by the roller straightening process shall not be used for the test. For those production rails that are not roller-straightened, the rail shall also meet the following requirements of a web saw cut test.

The test sample shall be 24” (0.61 m) in length and cut from a production rail.

The sample end face furthest from the rail end shall be punch marked with two central, vertically aligned sharp cone painted marks as shown in Figure 1. The initial vertical distance between these two punch marks shall be measured with a calibrated vernier caliper and recorded. An alternate method shall be to use a calibrated caliper to measure the initial height of the deburred end of the rail to be saw-cut. The caliper measurement shall be taken at a distance no more than 0.25”

(6 mm) from the rail end at the vertical centerline of the rail. The caliper point locations shall be marked and this measurement shall be recorded.

The web of the test sample shall be saw-cut as shown in Figure 1 for a distance

(L) of 16” (400 mm). The cut shall take place along the neutral axis in the web.

If the rail closes during the saw cut, sufficient material shall be removed from the mouth of the saw cut to prevent the top portion of the rail from touching the bottom portion of the rail. The sawing process shall use procedures so as not to induce distortion or heating of the rail.

Immediately after cutting, the distance between the two vertical punch marks shall again be measured with the vernier caliper and recorded. For the alternate method, the rail height shall be remeasured by placing the caliper points at the same position as previously measured on the top and base of the rail. This value should be recorded. For either procedure, the value after subtracting the final measurement from the initial measurement is called the vertical displacement (d).

The vertical displacement may be a positive or negative value depending upon whether the longitudinal and vertical residual tensile stresses of the rail sample are in tension (+) or compression (-).

2. Rail Acceptance Criteria

Any rail demonstrating a vertical displacement (+ or -) of greater than 0.148”

(3.75 mm) shall be rejected.

For fully-hardened rails, which have significantly higher fracture toughness properties in the web of the rail, an alternate acceptance criterion based on stress intensity and fracture toughness measurements can be used. If the stress intensity level is less than the fracture toughness level, the rail shall be acceptable.

3. Retest Criteria

Any rail that does not meet the acceptance criteria in paragraph 3. a. shall be accepted if a steel wedge forced into the mouth of the saw cut generates crack propagation and completed fracture through either the base or head of the rail.

Alternately, any rail that does not meet the acceptance criteria in paragraph 3. a.

shall be accepted if two additional rails from the same week’s production are secured, saw cut tested and pass the acceptance criteria.

4. Testing Frequency

Residual stresses within rails are generated in critical locations of each manufacturer’s process. Rail manufacturers are encouraged to develop and demonstrate a statistically sound continuous monitoring test for control of their critical processing steps during production of rail. These monitoring tests shall demonstrate to the satisfaction of the rail customer the existence of a positive correlation between the continuous process monitoring and the finished rail’s acceptance saw cut test measurements. During development of this monitoring process, a saw cut test shall be taken at a frequency of one rail per 24 hours for a one-week period of that change. Once these steps have been taken, a rail shall be tested at a continuous frequency of at least one rail per week.

SHIPMENT

Rail shall be shipped by in open railroad flat cars or by motor freight on open trailers at the direction of the MBTA. Rail shall be loaded head-up with the rail bases touching.

First tier of load shall be set on blocking with 3 blocks per 39’ rail. Each subsequent tier of the load shall be blocked in the same manner as the first tier. Blocking to be sufficiently strong to support the load of rails without crushing the blocking.

Rails shall be properly banded and secured to the trailer/flat car to prevent any movement while in transit.

INSPECTION AND DELIVERY

Material shall be delivered via road to the MBTA Charlestown Rail shop, 21 Arlington

Ave, Charlestown, Massachusetts.

Notification of delivery is to be made two (2) business days in advance to Supervisor of

Yard Services (617) 222-5290.

To be accepted, the rail delivered to the MBTA shall conform to these Specifications in all respects. Rail is at the supplier’s risk until accepted at the specified delivery site by an authorized representative of the MBTA. Rails rejected for non-compliance with these

Specifications will be returned to the supplier wholly at the supplier’s expense.

M.O.W.

DIVISION

* NO END DRILLINGS REQUIRED

115 RE RAIL

(NO END DRILLINGS)

Material Specification

MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

MAINTENANCE OF WAY DIVISION

TRACK MATERIAL SPECIFICATION

132RE PREMIUM RESTRAINING RAIL

MATERIALS

New 132# RE section, heat-treated, head hardened, steel rails with a milled base to be used in conjunction with 115# RE running rail. The new rail shall be capable of being welded by each of the following processes:

A. Electric-flash butt welding method

B. Oxyacetylene pressure butt welding method

C. Thermite welding

DESIGN

Head Hardened (HH) rails shall conform to the following specifications in the current

AREMA Manual for Railway Engineering, Volume 1, Specifications for Steel Rails, Section 4.2.1 through 4.2.1.20. The base of the restraining rail will be milled for attachment of 115# RE running rail as shown on attached MBTA plan number 305.

The 132# RE rails shall be furnished straight in lengths of 39'-0"; subsequent rail bending shall be done by others. End drilling should be 3 3/32” A.B., 1 1/8” dia. Holes, @ 3 1/2” and 9 ½” end to C.L. in addition, there shall be 19 holes drilled at 23”O.C., 3 1/32”A.B. measured 15 1/5” from the end. As shown on MBTA Drawing No. 305.

This document is for the procurement of 132# RE restraining only, all other associated materials including steel spacer blocks, bolts, nuts, lock and plate washers, shims, steel tie plates and spring clips are shown for informational purposes only.

INSPECTION

The bidder shall be responsible for engaging the services of a qualified, independent inspection agency, approved by the Authority, for in-plant inspection of the material specified herein. Services shall include visual inspection and physical measurements of the material, as well as review of the plant records to insure compliance with the plans and specifications. All costs incidental to the inspection services shall be included as part of the bid proposal. Inspection and laboratory reports are to be forwarded to the individual named below for review prior to scheduling the materials for shipment.

Material Specification

SUBMITTALS

Prior to fabrication, the fabricator shall submit detailed shop drawings of the restraining rail to the authority for approval. Submit to:

Quyen “Wayne” Chung

Maintenance of Way Engineer

MBTA

21 Arlington Avenue

Charlestown, Massachusetts 02129

857-274-7752

SHIPMENT

All materials are to be shipped via motor freight to the following location during the hours (8:00 AM to 1:00 PM Monday through Friday), Conformation of delivery time and date must be given at least twenty-four (24) hours in advance during the same business hours. Shipment shall be directed to the following individual:

Tom Barletta

Supervisor of Yard Services

21 Arlington Avenue

Charlestown, Massachusetts 02129

(617)222-5290

DELIVERY

To be accepted, the rails delivered to the MBTA shall conform to these Specifications in all respects. Material is at the supplier’s risk until accepted at the specified delivery site by an authorized representative of the MBTA. Material rejected for non-compliance with these Specifications will be returned to the supplier wholly at the supplier’s expense.

M.O.W.

DIVISION

132 RE RESTRAINING RAIL