N4008524R2604 Section J-1502000 ANNEXES.pdf

SECTION J-1502000

DOCUMENTS, EXHIBITS, AND OTHER ATTACHMENTS

TABLE OF CONTENTS

ATTACHMENT NUMBER ATTACHMENT TITLE

J-1502000-01 Definitions and Acronyms

J-1502000-02 Reference and Technical Documents

J-1502000-03 Site Maps

J-1502000-04 Railroad Switches Inventory

J-1502000-05 Maintenance Historical Data

J-1502000-06 Switch Maintenance Requirements

J-1502000-07 Daily Report to Inspector

J-1502000-08 Work Plans

ATTACHMENT J-1502000-01

DEFINITIONS AND ACRONYMS

DEFINITION DESCRIPTION

CRANE, CATEGORY 1 Portal cranes, Hammerhead cranes, Locomotive cranes, Derricks, Floating cranes

(YD), Tower cranes, Container cranes, Mobile cranes (except those indicated as category 4), including truck, cruiser, crawler, warehouse/industrial cranes, and cranes used for dragline, pile driving, clamshell, magnet, bucket work, and Aircraft crash cranes.

CRANE, CATEGORY 2 & 3 Cranes with rated capacities of 20,000 pounds or greater are category 2. Examples are Overhead traveling cranes, Gantry cranes (rail mounted), Wall cranes, Jib cranes, Pillar cranes, Pillar jib cranes, Monorails and associated hoists, Fixed hoists, including chain falls. Pedestal mounted commercial boom assemblies (fixed length, telescoping, and articulating types) attached to stake trucks, trailers, flatbeds, or railcars, or stationary mounted to piers, etc., with OEM rated capacities less than 2,000 pounds.

CRANE, CATEGORY 4 Commercial truck mounted cranes, Truck mounted articulating boom cranes, Pedestal mounted commercial boom assemblies (fixed length, telescoping, and articulating types) attached to stake trucks, trailers, flatbeds, or railcars, or stationary mounted to piers, etc., with OEM rated capacities of 2,000 pounds and greater. Commercial truck mounted cranes and truck mounted articulating boom cranes with OEM capacities of 2,000 pounds and greater require a licensed operator even if the cranes are down rated below 2,000 pounds capacity for administrative purposes.

EQUIPMENT, COLLATERAL Encompasses built-in and large substantially affixed equipment/property that is normally acquired and installed as part of a facility project.

EQUIPMENT, INSTALLED Encompasses building-type equipment, built-in equipment, and large, substantially affixed equipment/property, and is normally acquired and installed as part of a facility project. Installed equipment is normally required to make a facility useful and operable. Removing such equipment would impair the usefulness, safety, or environment of the facility or the facility restoration work required after its removal, is substantial.

EQUIPMENT, PERSONAL

PROPERTY

Personal property equipment includes all equipment other than collateral equipment.

Such equipment, when acquired and used in a facility or a test apparatus, can be severed and removed aster erection or installation without substantial loss of value or damage thereto or to the premises where installed.

FACILITIES LIFE CYCLE A facilities life cycle is divided into four stages, requirements (planning and design), acquisition (construction and acceptance), stewardship (operations, maintenance and repair), and disposal.

FACILITIES MAINTENANCE

MANAGEMENT

The planning, prioritizing, organizing, controlling, reporting, evaluating, and adjusting of facilities maintenance operations to support the CNO/NAVFAC facilities policy and objectives and satisfy customers’ facility needs. Defined by the International Facility Management Association as “the practice of coordinating the physical workplace with the people and work of the organization.”

Integrated Maintenance Program

(IMP)

IMP is a recurring state-of-the-art, reliability-centered inspection, testing, maintenance and repair program that determines best practices for managing the functions and consequences of failures of facilities equipment and system components. IMP encompasses accepted commercial practices, including reactive, preventive, predictive and proactive maintenance, into one optimal program. The IMP approach gives the Contractor full responsibility to maintain systems and equipment and perform repairs whenever necessary to ensure equipment and systems are operational and remain in a constant state of readiness. Service calls will not be issued for accomplishment of repairs on systems and equipment maintained under IMP.

LIFE-CYCLE COSTS A form of economic analysis that considers the total cost of owning, operating, and maintaining a building or system over its useful life.

MAINTENANCE, PREVENTIVE Maintenance designed to increase the availability of the facilities/equipment by reducing the number of unexpected breakdowns or service interruptions. It is any planned maintenance activity that improves equipment life and avoid any unplanned maintenance requirements.

MANAGEMENT

INFORMATION SYSTEMS-

MAINTENANCE

A computerized system that will provide sufficient information for management to evaluate differences between budgets and actual costs and evaluate performance.

REPAIR Repair is the restoration of facilities or equipment to such a condition that it may be effectively utilized for its designated purposes by overhaul, reconstruction, or replacement of constituent parts or materials which have deteriorated by action of the elements or usage, and which have not been corrected through maintenance. This term also applies to replacement of the entire unit or system if beyond economical repair. The intent of repair is to have the equipment at normal working condition.

REPLACEMENT Replacement, as a distinct work element, is confined to a program of planned replacement of a facility or its components. It may be further limited to major components such as air conditioning compressors, furnaces or hot water heaters.

Replacement is performed when the equipment has reached the end of its useful life;

when it no longer can perform due to degradation of its internal components and repair is no longer cost effective. Included under the replacement would be the major rebuilding of any component, since rebuilding also restores performance.

RESTORATION Restoration of real property to such a condition that it can be used for its intended purpose. Includes repair or replacement work to restore facilities damaged by inadequate sustainment, excessive age, natural disaster, fire, accident or other causes.

SUSTAINMENT Maintenance and repair activities necessary to keep a typical inventory of facilities in “normal working condition”. Sustainment includes regularly scheduled maintenance as well as cyclical major repairs or replacement of components that occur periodically over the expected service life of the facilities.

WEIGHT HANDLING

EQUIPMENT (WHE)

Any work required to return a facility, system, equipment or component to normal working condition. Trouble calls are minor facility problem requests or requests for facilities-related work that are too small to be planned and estimated.

Acronym Title BPVC Boiler and Pressure Vessel Code HVAC Heating, Ventilation, and Air Conditioning SRM Sustainment, Restoration and Modernization UFC Unified Facilities Criteria UPV Unfired Pressure Vessel VTE Vertical Transportation Equipment

ATTACHMENT J-1502000-02

REFERENCES AND TECHNICAL DOCUMENTS

Reference Title

49 CFR Part 215 Railroad Freight Car Safety Standards

49 CFR Part 219 Control of Alcohol and Drug Abuse

49 CFR Part 229 Railroad and Locomotive Safety Standards

49 CFR Part 231 Railroad and Safety Appliance Standards

49 CFR Part 232 Railroad Power Brakes and Drawbars

EM 385-1-1 U.S. Army Corps of Engineers Safety and Health Requirements

NAVFACINST 11230.1 Inspection, Certification, and Audit Crane and Railroad Trackage

NAVFAC P-300 Management of Civil Engineering Support Equipment

NAVFAC P-307 Management of Weight Handling Equipment

NAVSEA 8023.11 Standard Operating Procedure for Processing Expendable Ordnance at Naval Activities

NAVSEA OP-5 VOL1

Ammunitions and Explosives Ashore Safety Regulations for Handling, Storage, Production, Renovate and Shipping

NAVSEA SW023-AG-

WHM-010

Technical Manual On-Station Movement of Ammunition and Explosives by Truck and Railcar

OPNAVINST 5100.23 Chapter 2, NAVOSH Manual

OPNAVINST 8023.2C Navy Explosive Safety Policies, Requirements and Procedures P.L. 91-596 Occupational Safety and Health Act

UFC 4-860-03 RAILROAD TRACK MAINTENANCE & SAFETY STANDARDS

ENGINEERED PERFORMANCE STANDARDS BOOK NUMBER 13 - Trackage

FEDERAL SPECIFICATIONS

FF-B-561C BOLTS, SCREWS, LAG

TT-P-645 PRIMER, ZINC CHROMATE

FF-S-611A SPIKES, TRACK, SQUARE-SHANK

MM-T-371E TIE, RAILRAOD, WOOD (CROSS AND SWITCH)

QQ-S-632C STEEL BAR, REINFORCING (FOR CONCRETE)

TT-C-645 CREOSOTE, COAL TAR, TECHNICAL

TT-W-535C WOOD PRESERVATIVE: FLOUR CHROME ARSENATE PHENOL MIXTURE

TT-W-546D WOOD PRESERVATIVE: ACID COPPER CHROMATE MIXTURE

TT-W-549D WOOD PRESERVATIVE: AMMONIACAL COPPER ARSENATE MIXTURE

TT-W-551F WOOD PRESERVATIVE: CHROMATED ZINC CHLORIDE MIXTURE

TT-W-568E WOOD PRESERVATIVE: CREOSOTE-PETROLEUM SOLUTION

TT-W-570 WOOD PRESERVATIVE: PENTACHLOROPHENOL

TT-W-571J WOOD PRESERVATIVE: TREATING PRACTICES

TT-W-572B WOOD PRESERVATIVE: WATER REPELLANT

MILITARY SPECIFICATIONS

MIL-R-3911C RAIL, TEE, RAILWAY; RELAYER RAIL

MIL-S-22473E SEALING, LOCKING, AND RETAINING COMPOUNDS: (SINGLE COMPONENT)

MIL-T-12270C TIE-PLATES, RAILWAY

MIL-T-11292C TURNOUT, RAILWAY (UNASSEMBLED, COMPLETE WITH LOW STAND THROW

AND RIGID BOLTED FROG) MILITARY STANDARDS

MIL-STD-615A TURNOUTS, RAILWAY, WITH BOLTED RIGID FROGS

MIL-STD-1699(YD) NONDESTRUCTIVE EVALUATION OF BUTT WELLS IN CRANE AND RAILROAD

BAILS OTHER PUBLICATIONS

NAVY MO-103 MAINTENANCE OF TRACKAGE

49 CFR 213 FEDERAL RAILROAD ADMINISTRATION (FRA) TRACK SAFETY

STANDARDS (REPRINTED AS APPENDIX B OF NAVY MO-103)

40 CFR 162 FEDERAL INSECTICIDE, FUNGICIDE, AND RODENTICIDE ACT

40 CFR 162 AAREA

MANUAL VOLS I&II

FEDERAL INSPECTICIDE, FUNGICIDE, AND RODENTICIDE AC AMERICAN

RAILWAY ENGINEERING

AREA PORTFOLIO

NAVFAC DM 5

AREA PORTFOLIO OF TRACKWORK PLANS CIVIL ENGINEERI CHAPTER6,

RAILROAD TRACKAGE

NAVFAC DM 25 WATERFRONT OPERATIONAL FACILITYES: CHAPTER1, RAIL

INSTALLATION

NAVFAC MO-322 CRITERIA INSPECTION OF SHRE FACILITIES

NAVFAC P-300 MANANGMENT OF TRANSPORTATION EQUIPMENT

NAVFAC P-701.0 ENGIEERING PERFORMANCE STANDARDS FOR REAL PROPERTY

MAINTENANCE ACTIFITIES: PLANNER – ESTIMATOR DESKGUIDE

NAVFAC P-712.0 ENGINEERED PERFORMANCE STANDARDS (EPS): ROADS, GROUNDS,

PESTCONTROL

NAVFAC P-713.0 REFUSE COLLECTIO SHEET METAL, STRUCTURAL IRON & WELDING

NAVFAC P-714.0 ENGINEERED PERFORMANCE STANDARDS (EPS): TRACKAGE

ASNT SNT-TC-1A AMERICAN SOCIETY FOR NONDESTRUCTIVE TESTING (ASNT) SNT-TC-1A –

NON DESTRUCTIVE TEST PERSONNEL QUALIFICATIONAND

CERTIFICATION

AWS D1.1 AMERICAN WELDING SOCIETY (AWS) D1.1 – STRUCTURAL WELDING

CODE

ATTACHMENT J-1502000-03

SITE MAPS

Site maps may be provided upon award by the Contracting Officer.

ATTACHMENT J-1502000-04

RAILROAD SWITCHES INVENTORY

Description Historical Data

RR Switch "A" Track- Siding track at Bldgs. 1500 A-20-1

RR Switch "A" Track- Start of "B" at Bldgs. 1505 A-13

RR Switch "A" Track- at Bldgs. 414 A-14

RR Switch "A" Track- Start of "C" RR at Bldgs. 195 A-17

RR Switch "A" Track- Into NW corner of Bldgs. 171 A-18

RR Switch "A" Track- Siding track at Bldgs. 1500 A-20

RR Switch "A" Track- Start of "D" RR A-21

RR Switch "A" Track- Siding track at Bldgs. 184 A-22

RR Switch "A" Track- Siding track at Bldgs. 184 A-23

RR Switch "A" Track- into Bldgs. 1499 A-25

RR Switch "A" Track- Start of "E" RR A-26

RR Switch "A" Track- Start of "F" RR A-27

RR Switch "A" Track- at Borum Overpass A-28

RR Switch "A" Track- at Borum Overpass A-29

RR Switch "A" Track- East side of trash plant A-30

RR Switch "A" Track- into Bldgs. 260 A-31

RR Switch "A" Track- End of "B-18" RR A-32

RR Switch "A" Track- to the Scale House A-33

RR Switch "A" Track- at the Scale House A-34

RR Switch "A" Track- near the Scale House A-35

RR Switch "A" Track- on Williams Ave. to Bldgs. 276 F-1

RR Switch "A" Track- on Williams Ave. to Bldgs. 276 F-3

RR Switch "A" Track- into Bldgs. 1499 E-1

At Borum overpass- crossover from "E" to "A" RR E-2

RR Switch "A" Track- at Bldgs. 195 to Bldgs. 236 C-1

RR Switch "A" Track- NW corner of Bldgs. 163 to DD4 A-16-A

RR Switch "A" Track- S side DD4 to Rays A-16-A-1

RR Switch "A" Track- S side DD4 to Rays A-16-A-2

RR Switch "B" Track- into Bldgs. 163 B-7-1

RR Switch "B" Track- at Bldgs. 414 B-1

RR Switch "B" Track- at Bldgs. 414 B-1-1

RR Switch "B" Track- at end of "D" RR B-13

RR Switch "B" Track- into Bldgs. 268 B-15

RR Switch "B" Track- onto Pier 6 B-16

RR Switch "B" Track- (siding track at Bldgs. 298) B-17

RR Switch "B" Track- (siding track at Bldgs. 298) B-17-1

RR Switch "B" Track- at DD8 B-18

RR Switch "B" Track- along N side of Bldgs. 369 B-19

RR Switch "B" Track- at NE corner of Bldgs. 369 B-19-1

RR Switch "B" Track- into E end of Bldgs. 369 B-19-4

RR Switch "B" Track- at Bldgs. 414 B-2

RR Switch "B" Track- at end of "A" RR B-20

RR Switch "B" Track- Head of DD4 to DD6 B-3

RR Switch "B" Track- onto old Bldgs. ways B-7

Between Bldgs. 171 and 202 D-4

Between Bldgs. 171 and 202 D-5

RR Switch "B” Turn Table Frog B-13-F

RR Switch "B" Track- on Pier 6 B-16-1

RR Switch "B" Track- onto DD8, N side B-18-1

RR Switch "B" Track- at open track B-21

RR Switch "B" Track- at open track B-22

RR Switch "B" Track- at open track B-23

RR Switch "B" Track- at open track B-24

RR Switch "B" Track- at open track B-25

RR Switch "B" Track- between DD3 & 4 to DD7 B-3-2

RR Switch "B" Track- along S side of DD8 B-19-A

RR Switch "B" Track- into "Remote Site" at Bldgs. 369 B-19-R

MAINTENANCE & CLEANING OF 135 LB CRANE RAIL SWITCH

DD#1 CRN SW 3 & 4

DD#2 CRN SW 5 & 6

DD#2 CRN SW 7 & 8

DD#3 CRN SW 9 & 10

DD#3 CRN SW 11 & 12

DD#3 CRN SW 13 & 14

DD#3 CRN SW 15 & 16

DD#4 CRN SW 17 & 18

Pier 3 CRN SW E-1-N

Pier 3 CRN SW E-1-S

Pier 3 CRN SW E-2-E

Pier 3 CRN SW E-2-W

MAINTENANCE & CLEANING OF 175 LB CRANE RAIL SWITCH

DD 8 N Side SW "F-1" & "F (9-33)" (WELLMAN) 36

DD 8 N Side SW "F-1" & "F (9-33)" 37

DD 8 N Side SW "F-1" & "F (9-33)" (WELLMAN) 38

DD 8 N Side SW "F-1" & "F (9-33)" 39

DD 8 S Side SW "F-4" 40

DD 8 S Side SW "F-4" (WELLMAN) 41

DD 8 S Side SW "F-4" 42

DD 8 S Side SW "F-4" (WELLMAN) 43

DD 8 S Side SW "F-3" 44

DD 8 S Side SW "F-3" (WELLMAN) 45

DD 8 S Side SW "F-3" 46

DD 8 S Side SW "F-3" (WELLMAN) 47

MAINTENANCE & CLEANING OF TURNTABLE FROG

Pier 6 TF (Stay in Curve) 1

Pier 6 TF (Stay in Curve) 2

Pier 6 TF (Stay Straight) 3

Pier 6 TF (WELLMAN) 4

Pier 6 TF "F-1" (Stay in Curve) 6

Drydock # 8 Area N Side TF 70

Drydock # 8 Area N Side TF 71

Drydock # 8 Area N Side TF (Stay in RR Straight) 72

Drydock # 8 Area N Side TF (Stay in RR Straight) 73

Drydock # 8 Area N Side TF (Stay in "F-1" Curve) 74

Drydock # 8 Area N Side TF (WELLMAN) 76

Drydock # 8 Area N Side TF (Stay "F" Straight) 77

Drydock # 8 Area N Side TF (Stay in "F-1" Curve) 78

Drydock # 8 Area N Side TF (Stay in "F-1" Curve) 79

Drydock # 8 Area S Side TF RR & "F-3" CRN 84

Drydock # 8 Area S Side TF RR & "F-3" CRN 85

Drydock # 8 Area S Side TF "F-3" CRN ("F-3" Curve) 86

Drydock # 8 Area S Side TF "F-3" CRN ("F-3" Curve) 90

Drydock # 8 Area S Side TF "F-3" CRN ("F" Straight) 93

Drydock # 8 Area S Side TF "F-3" CRN (WELLMAN) 94

Drydock # 8 Area S Side TF "F-3" CRN (RR Straight) 95

Drydock # 8 Area S Side TF "F-3" CRN (RR Straight) 96

Drydock # 8 Area S Side TF RR & "F-3" CRN 97

Drydock # 8 Area S Side TF RR & "F-3" CRN 98

Drydock # 8 Area S Side TF "F-3" CRN ("F-3" Curve) 99

Drydock # 8 Area S Side TF "F-3" CRN (RR Straight) 100

Drydock # 8 Area S Side TF "F-3" CRN (RR Straight) 101

Drydock # 8 Area S Side TF "F-4" CRN (RR Straight) 102

Drydock # 8 Area S Side TF "F-4" CRN (RR Straight) 103

Drydock # 8 Area S Side TF RR & "F-4" CRN 104

Drydock # 8 Area S Side TF RR & "F-4" CRN 105

Drydock # 8 Area S Side TF "F-4" CRN (Curve) 106

Drydock # 8 Area S Side TF "F-4" CRN (RR Straight) 107

Drydock # 8 Area S Side TF "F-4" CRN (RR Straight) 108

Drydock # 8 Area S Side TF "F-4" CRN (WELLMAN) 109

Drydock # 8 Area S Side TF "F-4" CRN (RR Straight) 110

Drydock # 8 Area S Side TF "F-4" CRN ("F-4" Curve) 113

Drydock # 8 Area S Side TF "F-4" CRN ("F-4" Curve) 117

Drydock # 8 Area S Side TF "F-4" CRN 118

Drydock # 8 Area S Side TF "F-4" CRN 119

"L" CRN / "B" RR Hitchcock St RR/CRN TF L-2

"L" CRN / "B" RR Hitchcock St RR/CRN TF L-3

"L" CRN / "B" RR Hitchcock St RR/CRN TF L-4

Attachment J-1502000-05

Historical Data for Preventive Maintenace Frequencies

Description Weekly Bi-Weekly Monthly Quarterly Semi-Annually Annually

RAILROAD SWITCHES X X X

135 LB CRANE RAIL SWITCH X

175 LB CRANE RAIL SWITCH X X X

TURNTABLE FROG X X X

**NOTE** This is a performance Based Contract. The frequencies provided are for Historical information only. The Contractor shall meet the requirements under Spec Item 3.2 Preventive Maintenace

ATTACHMENT J-1502000-06

SWITCH MAINTENANCE REQIREMENTS

Split Switch Hinged Access Cover Plates

Hinged, Switch Stand are inside gage

TYPICAL, SPLIT TYPE, RAILROAD SWITCH,

ENCASED IN ASPHALT WITH

PAVING FRAME

All Riser Plates/Gage Plates and all moving parts shall be coated with GLIDEX or equal non-graphite based product after cleaning

Most switch Stands

TYPICAL, DOUBLE TONGUE TYPE, RAILROAD

SWITCH, ENCASED IN ASPHALT

(TOP VIEW)

All bearing surfaces and all moving parts shall be coated with GLIDEX or equal non-graphite based product after cleaning

Hinged Switch Stand Access Cover Plates

(Some Double Tongue Switch Stands may be located between the points instead of along the side)

Switch Component Access Covers (Covers set in place)

TYPICAL, 135 LB. CRANE RAIL SWITCH

ENCASED IN ASPHALT

Switch Boxes and covers

Switch Points

Note: One throw mechanism operates two sets of points on a 135 lb. crane switch, therefore both boxes and points are considered one.

Outer throw mechanism covers are bolted to frame

All switch point boxes and throw mechanism inner access covers are hinged.

All bearing surfaces and all moving parts (including hinges) shall be coated with GLIDEX or equal non-graphite based product after cleaning

Switch Box Throw Mechanism Access Plate (Sits in place)

Numbered Switch Alignment "H" Block

Switch Points

TYPICAL, 175 LB. CRANE RAIL SWITCH

ENCASED IN ASPHALT

All bearing surfaces and all moving parts shall be coated with GLIDEX or equal non-graphite based product after cleaning

Throw Lever

Frog Casing

Turn-table Frog Disk

Socket Handle (2 ea)

Turn-table Frog Lifting Handle

TYPICAL, TURN-TABLE FROG

ENCASED IN SPHALT

All bearing surfaces and all moving parts shall be coated with GLIDEX or equal non-graphite based product after cleaning

FABRICATION AND INSTALLATION OF STATION MARKERS

1/2" X 6" Steel Rod

1/4" X 2" Steel Plate welded to steel rod with number welded to plate

INSTALL WELD ON RAIL STOPS

1/2" 1/2"4"

12"

Rail Head

NOTE:

2" Thick plate for 115RE RR 2 1/2" Thick plate for 135lb CR 3 1/2" Thick plate for 175lb CR

3"

8"

REPAIR/REPLACE LIFTING HANDLE ON TURN-TABLE FROG

5 1/4"

5/8"

4"

Self Locking Nuts

Threaded Ends

REPLACE TURNTABLE FROG HANDLE SOCKETS

S 2-6 1" from ends

12"

24"

Handle socket to be skip welded to base plate

1 1/4" x 4" Steel channel with end plate welded to 1/2" x 12" x 24" steel base plate

ATTACHMENT J-1502000-07

DAILY REPORT TO INSPECTOR

DAILY REPORT TO INSPECTOR

DATE

CONTRACT NO. TITLE AND LOCATION REPORT NO.

CONTRACTOR (Prime or Subcontractor) NAME OF SUPERINTENDENT OR FOREMAN

WEATHER TEMPERATURE

WEATHER EFFECTS

PRIME CONTRACTOR/SUBCONTRACTOR WORKFORCE

LOCATION AND DESCRIPTION OF WORK PERFORMED (If space provided below is inadequate, use additional sheets)

NUMBER TRADE HOURS EMPLOYER

TOTAL WORK HOURS ON

JOBSITE THIS DATE

WERE THERE ANY LOST TIME ACCIDENTS THIS DATE?

YES NO

IF "YES", A COPY OF THE COMPLETED OHSA REPORT IS REQUIRED

CUMULATIVE TOTAL WORK

HOURS FROM PREVIOUS

TOTAL WORK HOURS FROM

START OR CONSTRUCTION

CONSTRUCTION AND PLANT EQUIPMENT LEFT ON THE JOBSITE UNTIL USE IS COMPLETED

DESCRIPTION DATE FIRST ON JOB

(first time only)

HOURS WORKED

THIS DATE HOURS IDLED DATE OF FINAL REMOVAL

FROM JOBSITE

CONSTRUCTION AND PLANT EQUIPMENT NOT LEFT ON THE JOBSITE PERMANENTLY

(This includes pickup trucks and mobile mounted items, such as compressor, that are also used for transportation to and from the job)

DESCRIPTION HOURS WORKED HOURS IDLED

J‐1502000‐07

SPEC, PARA, AND/OR

DRAWING NO.

LOCATION AND DESCRIPTION OF DEFICIENCIES

(Materials, Equipment, Safety, and/or Workmanship) ACTION TAKEN OR TO BE TAKEN

DEFICIENCIES CORRECTED THIS DATE

REFERNCE

REPORT NO.

COMPLIANCE NOTICE NO.

INSPECTION AND/OR TESTING PERFORMED

TODAY‐FOLLOW WITH REPORT

LOCATION AND/OR ELEMENT OF

WORK

REMARKS RESULTS OF

INSPECTION/TESTING

SPEC, PARA, AND/OR

DRAWING NO.

EQUIPMENT/MATERIAL RECEIVED TODAY TO BE

INCORPORATED IN JOB (Description, Sizes, Quantity)

SUBMITTAL NO. OR

CERTIFICATION

DATE

REMARKS (Include directions received from KO, visitors, compliance notices received, errors, pertinent information)

CONTRACTOR/SUPERINTENDENT DATE

GOVERNMENT REPRESENTATIVE'S REMARKS AND/OR EXCEPTIONS TO THIS REPORT

GOVERNMENT REPRESENTATIVE DATE

ATTACHMENT J-1502000-08

DAILY ORDERED WORK

ATTACHMENT J-1502000-08

WORK PLANS

Number Task Description Performance Standard

704 EMERGENCY SWITCH

CLEANING

The Contractor shall be responsible for the emergency cleaning of any Railroad Switch, Crane Switch or Turn-table Frog that may require cleaning outside of the normal, established cleaning schedule as specified in this specification.

(1). The Contractor shall be required to start work within (1) hour of notification by the Contracting Officer or issuance of a Task Order during normal working hours and complete work within 1 hour of starting the work for the first switch or turn-table frog cleaned with the completion time increased 1 hour for each additional switch and/or turn-table frog cleaned afterwards.

The Contractor shall be required to maintain sufficient equipment and personnel to meet emergency calls within the specified time limitations.

The Contractor shall furnish the Contracting Officer with a list of names and telephone numbers of contractor personnel authorized to receive emergency calls on a 24 hours, 7 days per week basis.

The price for an emergency call shall include those additional costs associated with an unscheduled mobilization and transportation of labor, materials and equipment.

Should the completion time extend into a time frame after normal working hours, the Contractor shall continue until the work is complete. For work ordered after normal working hours the Contractor shall be required to start work within 3 hours of notification by the Contracting Officer or issuance of a Task Order and complete work within 1 hour of starting work for the first switch or turn-table frog with the completion time increased 1 hour for each additional switch and/or turn-table frog cleaned afterwards.

Work shall proceed until the emergency condition is corrected and the rail or signals are back in service.

705 Thawing of Frogs and Switches

The Contractor shall perform Thawing of Frogs and Switches within one hour of notification for any Railroad frog / switch that may require thawing during periods of extreme cold weather conditions. After the switch or turn-table frog has been thawed, the Contractor shall be required to put down a de-icing agent to prevent further freezing of the switches. The de- icing agent shall be of a composition to cause a minimum of oxidation to switches and turn-table frogs. This work may be ordered anytime, 24 hours a day.

The Contractor shall be required to start work within 1 hour of notification by the Contracting Officer or issuance of a Task Order during normal working hours and complete work within 2 hours of starting the work for the first switch with the completion time increased 1 hour for each additional switch thawed afterward.

Should the completion time extend into after normal working hours the contractor shall continue until the work is complete.The Contractor shall be required to start work within 1 hour of notification by the Contracting Officer of issuance of a Task Order during normal working hours and complete work within 2 hours of starting work for the first switch with the completion time increased 1 hour for each additional switch and/or turn-table frog thawed afterward.Should the completion time extend into after normal working hours the contractor shall continue until the work is complete. The Contractor shall be required to start work within 3 hours of notification by the Contracting Officer of issuance of a Task Order after normal working hours and complete work within 2 hours of starting work for the first switch or turn-table frog with the completion time increased 1 hour for each additional switch and/or turn-table frog thawed afterward.

706 Thawing of Rails The Contractor shall perform Thawing of Railroad and Crane Rails that may require thawing within one hour of notification during periods of extreme cold weather conditions.

After the rail has been thawed, the Contractor shall be required to put down a de-icing agent to prevent further freezing of the switches.

The de-icing agent shall be of a composition to cause a minimum of oxidation to switches and turn-table frogs. This work may be ordered anytime, 24 hours a day.

707 Minor Adjustments to

Railroad and Crane Rail Switch Points

The Contractor shall perform Minor Adjustments to Railroad and Crane Switches and is required to start work within 1 hour of being notified by the Contracting Officer or issuance of a Task Order during normal working hours and complete work within 2 hours of starting the work for the first switch with the completion time increased 1 hour for each additional switch adjusted afterward.

Should the completion time extend into after normal working hours the Contractor shall continue until the work is complete. The Contractor shall be required to start work within 3 hours of notification by the Contracting Officer of issuance of a Task Order after normal working hours and complete work within 2 hours of starting work for the first switch with the completion time increased 1 hour for each switch adjustment afterward.

All work performed in accordance with the performance objectives and related information.Work is finished within the allotted time frame.

708 Replacement of Loose / Missing Spikes

The Contractor shall replace Loose and Missing Spikes and drive all spikes vertically and square with the rail to allow 1/8 inch to 3/16 inch space between the underside of the head of the spike and top of base of rail. No track spikes shall be driven in joint bar slots or against the ends of joint bars. Manufactures recommendations shall be followed.

The minimum number of track spikes per rail per tie, including plate holding spikes shall be: Tangent track - 2 spikes per rail per tie;

Curved track with over 6 degrees of curvature

- 3 spikes per rail per tie. 2 spikes on the gage side of the rail and one on the field side.

The Contractor shall ensure all track spikes shall be in “V’ pattern when permissible.

When track spikes are withdrawn from timber ties, the holes shall be swabbed with creosote oil or other approved preservative and plugged with a creosote tie plug to tightly fill the hole.

All unused bored spike holes shall be filled with tie plugs.

New spikes shall be installed and included as part of this line item.

All work performed in accordance with the performance objectives and related information.

Work is finished within the allotted time frame.

709 Provide and Install New or Relay Tie Plates

The Contractor shall provide and install New or Relay Tie Plates and shall be placed so that the rail will have a full bearing on the plate and the plate will have full bearing on the tie.

The manufactures recommendations shall be followed.

The tie plates may be either single or double shoulder; relay type for 1001b. A. S. C. E. rail and smaller is permitted but new double shoulder tie plates shall be used on all 115 lb.

A.R.E.A. rail.

Work shall include but not be limited to withdrawing spikes, plugging spike holes with treated tie plugs, proper placement of the tie plates and re-spiking with new spikes.

All work performed in accordance with the performance objectives and related information.

Work is finished within the allotted time frame.

710 Replacement of Crosstie The Contractor shall Replace crossties including the withdrawing old spikes, removing existing tie plates, excavating ballast as required, removing tie and installing a new tie, tie plates, new spikes, adding new ballast as required and tamping. If alignment is disturbed during tie replacement, the contractor shall realign it at no additional cost to the Government. Crossties shall be spaced 20 inches center to center. Ties shall be laid normal to the centerline of the track with the heartwood face down. When it is impossible to determine the position of the heartwood, ties shall be laid with the widest surface down. Ties should be moved only with tongs to minimize any damage incidental to the handling. Moving and placing ties with picks, spike mauls, sledges, or shovels will not be permitted. The ends of ties on one side of the track shall be parallel to the rail in such a position that the center of the tie will be on the approximate centerline of the track. The top surface of ties shall provide full bearing for the tie plate. Adjusting shall be restricted to that necessary to provide a sound and true bearing. Any area that has been cut or adzed shall be coated with creosote oil or other approved preservative. Ties damaged by improper handling shall be replaced with new undamaged ties by Contractor at no expense to the Government.

All work performed in accordance with the performance objectives and related information.Work is finished within the allotted time frame.

711 Replacement of Switch Tie

The Contractor shall and Replace Switch Ties and includes withdrawing old spikes and replacing with new, removing and replacing tie plates, gage plates, hook twin tie plates, guard rail plates, switch stand, riser plates, rail braces, gage plates, guard rail plates, adding ballast and tamping.

Work may also include the removal and replacement of an existing frog in order to ease tie replacement.

When removing old ties and replacing with new, maintain existing alignment or re-align as directed by the Contracting Officer. If alignment is disturbed during tie replacement, the Contractor shall realign at no additional cost to the Government. Ties shall be spaced 20 inches center to center.

Ties shall be laid normal to the centerline of the track with the heartwood face down.

When it is impossible to determine the position of the heartwood, they shall be laid with widest surface down.

Ties shall be moved only with tongs to minimize any damage incidental to handling.

Moving and placing ties with picks, spike mauls, sledges, or shovels will not be permitted.

Ties damaged by improper handling shall be replaced with new undamaged ties by contractor, at no cost to the Government.

The ends of ties on one side of the track shall be parallel to the rail in such a position that the center of the tie will be on the approximate centerline of the turnout.

The top surface of ties shall provide full bearing for the gage plate, riser plates, hook twin tie plates, guard rail plates, and the tie plates.

Adzing shall be restricted to that necessary to provide a sound and true bearing.

Any area that has been cut or adzed shall be swabbed with creosote oil or other approved preservative.

All work performed in accordance with the performance objectives and related information.

712 Alignment to Railroad Track

The Contractor shall Align the railroad track includes alignment of the track vertically, horizontally and setting of the gage including withdrawing spikes, plugging holes and re-spiking with new spikes, removing, cleaning and reinstalling tie plates and joint bars, excavating, jacking, installing gage rods, rail anchors adding additional ballast and tamping. All work shall be performed according to manufactures recommendations.

The Contractor shall check and align the track in both horizontal and vertical planes.

Maximum horizontal deviation from established offsets or existing alignment should not exceed ± 1/4 inch except in curves that should be set to 1/2 inch super elevation with runoff in accordance with requirements of AREMA and NAVFAC UFC-4-860-03.

Maximum vertical deviation from the desired grade or existing grade shall not exceed ±1/4 inch. Maximum deviation from the desired gages shall not exceed 1/4 inch.

The Contractor shall submit to the Contracting Officer the measurement deviations within 2 days of completion.

All sections of track found not holding to proper surface shall be jacked to exact elevation and horizontal alignment and re-tamped.

All ties pulled loose or found loose shall be plugged and re-spiked securely in their proper position fully bearing on the tie plates.

The ballast shall be thoroughly tamped under each tie with tamping bar or tamping machine from each end of both sides of the tie to a point 15 inches inside each rail.

The remaining center portion shall not be tamped but filled with ballast to the top of the ties.

All work performed in accordance with the performance objectives and related information.

Covering ballast with sand and other fine-grained material will not be permitted. After final aligning, the Contractor shall notify the Contracting Officer that the track is ready for weight testing. The test will be made by the Government using a 320,000 lb. test car with an approximate 84,000 lb. axle load at no cost to the Contractor.

The Contractor at no cost to the Government shall correct any misalignment with the track bed or rail found by weight testing.

Maximum allowable deflection shall be 1/4 inch. After passage of the weight test car, the limits for horizontal, vertical and gage deviations of the rail shall not exceed the specified values given before and all bolted connections will be rechecked for tightness.

There shall be no movement at rail joints.

713 Provide and Install Gage

Rods The Contractor Shall provide and install Gage Rods including excavating ballast between ties to make room for rods.

Installing new gage rods through curves approximately every ten feet, adjusting gage rods for proper track gage and adding ballast between ties so that ballast is level with top of ties.

All work performed in accordance with the performance objectives and related information.

Work is finished within the allotted time frame.

714 Provide and Install Rail Anchors

The Contractor shall provide and install Rail Anchors. Work includes installation of new anchors which grip the base of the rail firmly and have full bearing against the face of the tie.

Anchors shall not be moved by driving them along the rail.

Ties shall be box anchored (four anchors per tie and the pattern as follows: Straight track-every fifth tie; Curved track- every third tie through curve; Rail crossings- every third tie for two rail lengths in all directions;

Turnouts- every other tie (that can be anchored) through switch ties.

All work performed in accordance with the performance objectives and related information.

715 Provide and Install

Ballast The Contractor shall Install Ballast and includes installing new ballast in railroad track when directed by the Contracting Officer.

The Contractor at no cost to the Government shall correct any change in alignment when installing or replacing ballast.

Ballast shall be dressed so that the tops of the ties are exposed.

All work performed in accordance with the performance objectives and related information.

716 Replacement of Railroad Rail (Straight and Curved Sections)

The Contractor shall replace Railroad Rail both straight and curved. Work includes removing old spikes and installing new.

Removing, cleaning, and reinstalling tie plates.

Damaged plates that will not provide true bearing surface for rail must be replaced.

Removing old rail and replacing with new 115 lb. A.R.E.M.A. Rail. Properly aligning and gaging rail, adding ballast as needed and tamping ballast.

All gage rods and rail anchors shall be removed and reinstalled in track in original locations.

All spike holes shall be plugged with a treated tie plug prior to re-spiking.

All joints shall be thermite welded and ultrasonically tested unless otherwise noted by the Contracting Officer.

Cutting, slotting, or punching rail by Oxygen/Acetylene torch will not be allowed for any reason.

All rail shall be cut with a rail saw and all holes shall be drilled prior to installing new joint bars with new nuts, bolts and lock washers to match new rail.

Any ballast disturbed by this work must be dressed to the top of ties.

All work performed in accordance with the performance objectives and related information.

717 Replace Railroad Track (Complete)

The Contractor shall replace Railroad Track to install new. Reinstalling railroad track from the subgrade to the finished track includes removing old track, ties and ballast 12 inches below existing ties and preparing subgrade for new track.

Installing new components including ties, tie plates, spikes, rail, thermite welding, joint bars with bolts, nuts and lock washers (all joints shall be welded unless otherwise noted by the Contracting Officer).

Include rail anchors, gage rods, ballast, and ultrasonic tests as needed to complete the job.

1). Roadbed- The roadbed shall be prepared prior to track laying. Surface grade and drainage shall conform to lines and grades provided by NAVFACML Engineering and be approved by the Contracting Officer prior to any distribution over the furnished roadbed.

Sub-ballast should be compacted to 95 percent of ASTM D 1557 laboratory maximum dry density prior to ballast distribution.

The Contractor shall use equipment, which will not form ruts or waste pockets. All such depressions shall be filled and compacted prior to track placement.

2). Ballast Distribution- Ballast may be picked up and distributed by the Contractor either from automotive equipment or railroad cars.

Care shall be taken when distributing ballast from automotive equipment to avoid ruts that will form water pockets, which will prevent proper roadway drainage.

Distribute ballast to depth indicated by the Contracting Officer on Task Order.

All work performed in accordance with the performance objectives and related information.

3). Ties- Ties shall be spaced 20 inches center to center. Ties shall be laid normal to the centerline of the track with the heartwood face down.

When it is impossible to determine the position of the heartwood, they shall be laid with widest surface down.

Ties should be moved only with tongs to minimize any damage incident to handling.

Moving and placing ties with picks, spike mauls, sledges or shovels will not be permitted. Contractor shall replace ties damaged due to improper handling with new undamaged tie(s) at no cost to the Government.

The ends of ties on one side of the track shall be parallel to the rail in such a position, that the center of the tie will be on the approximate centerline of the track.

The top surface of ties shall provide full bearing for the tie plates.

Adzing shall be restricted to that necessary to provide a sound and true bearing.

Any tie, new or used that has been saw cut or adzed during repair or installation, shall be coated with creosote oil or other approved preservative.

4). Spiking Wood Ties-Spike rail promptly after laying. Start and drive spikes vertically and square with the rail and allow 1/8 to 3/16 inch space between the head of the spike and the base of the rail.

Use four rail-holding spikes on each tie on tangent track and on curved track up to 4 degrees of curvature: make a V pattern with the spikes being staggered with the outside spikes in each tie near the same edge and the inside spikes near the opposite edge of the tie with the position of the spikes the same on all ties requiring four spikes.

Use six rail-holding spikes on each tie in curves between 4 and 36 degrees of curvature, one on the field side and two on the gage side of each rail.

Use eight rail-holding spikes on each tie in curves larger than 36 degrees of curvature and through rail crossings. At joints, hold the rail in place by reversing the normal position of the spike when it is driven.

5). Tie Plugs- When track spikes are withdrawn from timber ties, the holes shall be plugged with a creosoted tie plug to completely and tightly fill the hole.

All unused bored spike holes shall be filled with tie plugs.

6). Rail- The base of the rail and the surface of the tie and tie plate shall be cleaned of all foreign material prior to laying.

Rail shall be laid without bumping or striking, to the standard gage of 4 feet 8-1/2 inches on tangents and on curves up to 12 degrees.

Widen gage on curves greater than 12 degrees, 1/8 inch for each additional increment of 2 degrees above 12 degrees to a maximum gage of 4 feet 9 inches.

The gage shall be set normal to the rails and measured between the heads of the rails at right angles to the rails in a plane 5/8 inch below the top of the rail head.

Track shall be gaged as spikes are driven at joints, rail centers and rail quarters.

All joints shall be staggered including the joints at the beginning and end of the job.

All joints shall be thermite welded unless otherwise directed by the Contracting Officer.

Thermite welds in opposite rails shall be staggered not less than 3 feet apart.

When Contracting Officer directs installation of jointed rail, joints in tangent track will be staggered not less than 12 feet apart and on curves not less than 8 feet and not more than 12 feet.

Closer joints may be required at turnouts or insulated joints. Rails of less than standard length may be used, but not less than 13 feet.

No Joint shall be less than 3 feet from switch points.

When necessary to cut rail, the cut shall be made with rail saw or abrasive cutting wheel only.

Flame cutting or chisel cutting will not be allowed.

All cuts shall be straight and square. When new holes are necessary, they shall be drilled and ground to remove sharp edges.

Holes punched, slotted, or cut with a torch will not be acceptable.

Any damage to the rail caused by mishandling during installation, such as blows or nicks to the base, will be repaired by at least minimum length replacement of the damaged section at no additional cost to the government.

7). Rail Gaps- All joints at frogs and switches shall be bolted. All joint gaps will not exceed 3/8 inch regardless of the temperature.

8). Final Surfacing and Aligning- After preliminary surfacing has been completed the Contractor shall check and realign the track in both horizontal and vertical planes.

Maximum horizontal deviation from established offsets, maximum vertical deviation from design grade, and maximum deviation from the desired gages shall not exceed 1/4 inch.

All curved track should be set to 1/2 inch super elevation, where possible, with runoff in accordance with requirements of AREMA and NAVFAC UFC-4-860-03.

The Contractor shall submit to the Contracting Officer the measured deviations.

All sections of track found not holding up to proper surface shall be jacked and tamped to exact elevation and horizontal alignment.

All ties pulled loose shall be spiked securely in their proper position with full bearing on the plates and ties.

The ballast shall be thoroughly tamped under each tie with tamping bar or tamping machine from each end of both sides of the tie to a point 15 inches inside each rail.

The remaining center portion shall be carefully filled with ballast to the top of the ties.

Covering ballast with sand or other fine-grained material will not be permitted.

After final aligning, the Contractor shall notify the Contracting Officer that the track is ready for weight testing.

The tests will be made by the Government to an axle load of 84,000 pounds ± at no cost to the Contractor.

The Contractor at no cost to the Government shall correct any problems with the track bed or rail found by weight testing.

Maximum allowable deflection shall be 1/4 inch. After passage of the weight test car, the limits for horizontal, vertical and gage deviations of the rail shall not exceed the specified values given before and all bolted connections will be rechecked for tightness.

718 Replace Railroad Split and Turnout (Complete)

The Contractor shall replace Railroad Split and Turnout including the removal of existing switch and turnout and all related components.

Remove all ties and ballast to a depth of 12 inches below existing ties.

Prepare subgrade for new track, installation of new ballast, new switch ties, new switch and turnout and all related components.

The new rail and new components of the turnouts to be furnished and installed, shall be the products of manufacturers regularly engaged in the manufacture of such products, and shall essentially duplicate items that have been in satisfactory use at least 2 years prior to bid opening.

The parts need not all be made by the same manufacturer, but each turnout shall be the product of a single firm. Switch assemblies shall conform to -A.R.E.M.A. PTWP-. Rail braces shall be either fixed or adjustable type of standard manufacturer.

Eighty five percent of NNSY railroad switch stands are inside gage and housed in an asphalt paving frame.

Rail sections on this bid item may be either 100 lb. A.S.C.E. or 115 lb. A.R.E.A. and the turnout sizes are from a number 4 through a number 8 turnout.

All labor, equipment and materials are to be furnished by the Contractor.

All work performed in accordance with the performance objectives and related information.

All switches will be replaced with a Split Switch style.

Frog, switch and guardrail assemblies shall be complete.

Accurately bend stock rails.

Place headblocks at right angles to the main track and securely spike.

Except where directed otherwise, set switch stand on the closed-point side when the switch is in normal position. Adjust switches properly.

Lubricate turnout fixtures with GLIDEX® or equal non-graphite-based product.

Changes in rail section will not be permitted within the limits of switch ties.

All joints within the turnout, including points of tie in with new and or existing rail, with the exception of the frog and switch points shall be thermite welded unless otherwise noted by the Contracting Officer.

Include rail anchors, gage rods and ultrasonic tests as needed to complete the work.

719 Adjust Railroad Switch The Contractor shall Adjust each railroad switch so that the point is flush and tight against the stock rail.

The throw levers will move freely, and all related switch parts will be adjusted properly and lubricated.

All switches will require cleaning to be adjusted properly.

Switches may require disassembly to ensure hidden components are clean and parts move freely.

Switches will require removal and replacement of steel cover plate to perform adjustment.

Switches will be returned to original position after completion of work.

Cleaning of the switch and lubrication with GLIDEX® or equal non-graphite-based product is included as part of adjustment with no additional cost to the government.

All parts needed to make switch adjustments shall be furnished and installed by the Contractor.

The Contractor shall replace any missing or damaged steel cotter pins.

All work performed in accordance with the performance objectives and related information.

720 Replacement of Switch

Stand The Contractor shall remove old switch stand and replace with new according to manufactures recommendations and Parallel- Throw Low profile Type 5IA or Parallel Throw Low Type Design 1222 as directed by the Contracting Officer.

Clean, adjust and lubricate after installation as part of this work item.

All work performed in accordance with the performance objectives and related information.

Replacement of Switch with Alterations

The Contractor shall remove the existing switch throw stand, including the basic assembly and replace with a new low profile parallel throw. Replacement of Switch with Alterations must be in accordance with manufactures recommendations.

Unit will be for either a split throw or double tongue switch.

Remove existing switch stand and replace with a new low profile parallel throw mining switch assembly.

Installation includes the alteration of the existing switch paving frame to accommodate the new lever throw box including the installation of asphalt along with the removal of the switch throw connection box and throw cover.

The contractor shall furnish all labor and materials to complete this installation.

The new switch assembly is a mining switch box / covers and stand.

The switch paving frame will have adequate support to ensure covers do not flex and bend due to traffic.

All work performed in accordance with the performance objectives and related information.

722 Removal of Flange way from Rail The Contractor shall remove existing Flange Way by torch burning, air arcing or removing bolts.

The Contracting Officer will direct the contractor to remove flange way that has been damaged or is no longer needed.

The ends of the remaining flange way will be burned at an angle to eliminate any hazard of striking by wheel flange.

The Flange way will not be replaced.

All work performed in accordance with the performance objectives and related information.

the allotted time frame

723 Removal of Abandoned Railroad Turnout

The Contractor shall discuss with the Government prior to Removal of Abandoned unneeded Railroad Turnout components including frog, guardrail, straight rail (remove both rails to a point where the rail leaves the last switch tie), curved closure rail, switch points, switch stand, heel blocks, rail braces, gage plates, throw rods, and paving frames.

Work also includes plugging all spike holes with tie plugs and installation of new relay tie plates as needed to replace plates removed from switch.

Work also includes removal of a 14 linear feet section of existing rail and installation by thermite welding of a new or relay section of rail to replace frog.

After removal of abandoned turnout, the contractor will compact the subgrade outside of the ballast and furnish and fill area with crush and run to an area within 3 inches of the surface of the surrounding asphalt.

Dress remaining ballast and tamp as needed.

All work performed in accordance with the performance objectives and related information.

724 Removal of Abandoned

Railroad Tracks The Contractor shall provide Removal of Abandoned Railroad Tracks includes cutting rail as necessary, taking out…