ufc 4_860_01_Railroad Design and Rehabilitation.pdf

UFC 4-860-01

23 June 2022

UNIFIED FACILITIES CRITERIA (UFC)

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

RAILROAD DESIGN AND

REHABILITATION

This Page Intentionally Left Blank

UNIFIED FACILITIES CRITERIA (UFC)

RAILROAD DESIGN AND REHABILITATION

Any copyrighted material included in this UFC is identified at its point of use.

Use of the copyrighted material apart from this UFC must have the permission of the copyright holder.

Indicate the Military Department Preparing Activity responsible for the document.

U.S. ARMY CORPS OF ENGINEERS (Preparing Activity)

NAVAL FACILITIES ENGINEERING SYSTEMS COMMAND

AIR FORCE CIVIL ENGINEER CENTER

Record of Changes (changes are indicated by \1\ ... /1/)

Change No. Date Location

This UFC supersedes UFC 4-860-01FA, dated January 2004.

FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD 3007 and provides planning, design, construction, sustainment, restoration, and modernization criteria, and applies to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance with USD (AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and work for other customers where appropriate. All construction outside of the United States, its territories, and possessions is also governed by Status of Forces Agreements (SOFA), Host Nation Funded Construction Agreements (HNFA), and in some instances, Bilateral Infrastructure Agreements (BIA). Therefore, the acquisition team must ensure compliance with the most stringent of the UFC, the SOFA, the HNFA, and the BIA, as applicable.

UFC are living documents and will be periodically reviewed, updated, and made available to users as part of the Military Department’s responsibility for providing technical criteria for military construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities Engineering Systems Command (NAVFAC), and Air Force Civil Engineer Center (AFCEC) are responsible for administration of the UFC system. Technical content of UFC is the responsibility of the cognizant DoD working group. Defense Agencies should contact the respective DoD Working Group for document interpretation and improvements. Recommended changes with supporting rationale may be sent to the respective DoD working group by submitting a Criteria Change Request (CCR) via the Internet site listed below.

UFC are effective upon issuance and are distributed only in electronic media from the following source:

• Whole Building Design Guide web site http://www.wbdg.org/ffc/dod.

Refer to UFC 1-200-01, DoD Building Code, for implementation of new issuances on projects.

AUTHORIZED BY:

PETE G. PEREZ, P.E., SES

Chief, Engineering and Construction U.S. Army Corps of Engineers

R. DAVID CURFMAN, P.E., SES

Chief Engineer Naval Facilities Engineering Systems Command

NANCY J. BALKUS, P.E., SES

Deputy Director of Civil Engineers DCS/Logistics, Engineering & Force Protection (HAF/A4C) HQ United States Air Force

MICHAEL McANDREW, SES Deputy Assistant Secretary of Defense (Construction) Office of the Secretary of Defense http://www.wbdg.org/pdfs/ufc_implementation.pdf http://www.wbdg.org/ffc/dod i

TABLE OF CONTENTS

CHAPTER 1 INTRODUCTION

1-1 BACKGROUND

1-2 REISSUES AND CANCELS

1-3 PURPOSE AND SCOPE

1-4 APPLICABILITY

1-4.1 Applying the Material in this Manual

1-4.2 New Lines and Terminals

1-4.3 Rehabilitation

1-5 USING THE AREMA MANUAL FOR RAILWAY ENGINEERING

1-6 OVERARCHING CRITERIA OR REGULATORY REQUIREMENTS

1-7 SOURCES OF ASSISTANCE

1-8 GENERAL BUILDING REQUIREMENTS

1-9 CYBERSECURITY

1-10 GLOSSARY

1-11 REFERENCES

CHAPTER 2 DETERMINING TRAFFIC AND LOAD CARRYING REQUIREMENTS

2-1 INTRODUCTION

2-2 TRAFFIC TYPE

2-3 TRAFFIC VOLUME

2-4 WHEEL LOADS

2-5 LOCOMOTIVE TRACTIVE EFFORT

2-5.1 Definition

2-5.2 Application

2-5.3 Tractive Effort Data

2-6 TRAFFIC AND TERMINALS

2-7 SOURCES FOR TRAFFIC INFORMATION

CHAPTER 3 ESTABLISHING ROUTE PROFILE AND ALIGNMENT

3-1 INTRODUCTION

3-2 GRADES AND GRADE RESISTANCE

3-2.1 Definition

3-2.2 Ruling Grade

3-2.3 Grade Design Categories ii

3-3 ROUTE PROFILE AND TRANSITIONS BETWEEN GRADES

3-3.1 Profile and Grade Length

3-3.2 Transitions between Grades

3-4 CURVATURE, CURVE RESISTANCE, AND EFFECTIVE GRADE

3-4.1 Minimizing Curvature

3-4.2 Curve Design Categories

3-4.3 Combining Curves

3-4.4 Curve Resistance

3-4.5 Curve Compensation

3-4.6 Actual and Effective Grade

3-5 LOCOMOTIVE TONNAGE RATING

3-5.1 Definition

3-5.2 Application of the Procedures

3-5.3 Tonnage Requirements, Locomotive Assignments, and their Effect on Route Design

3-5.4 Determining Locomotive Tractive Effort

3-5.5 Determining Tonnage Rating

3-6 TRIAL RULING GRADE

CHAPTER 4 REHABILITATION: TRACK, BRIDGES, AND TERMINALS

4-1 DEFINITION AND APPLICATION

4-2 INSTALLATION REQUIREMENTS AND FACILITY EVALUATION

4-3 CONDITION EVALUATION

4-3.1 Level of Detail Required

4-3.2 Track

4-3.3 Bridges

4-3.4 Terminal and Support Facilities

4-4 STRUCTURAL EVALUATION

4-4.1 Bridges

4-5 OPERATIONAL EVALUATION

4-6 THE REHABILITATION PLAN

4-6.1 Purpose and Content

4-6.2 Mission Requirements

4-6.3 Description of Track, Bridges, and Facilities iii

4-6.4 Deficiencies List and Analysis

4-6.5 Work Plan

4-6.6 Cost Estimates

4-7 FINAL PLANS AND SPECIFICATIONS

4-7.1 Detailed Work Plan

4-7.2 Marking Parts for Replacement

4-7.3 Top-of-Rail Profiles

4-7.4 Drainage Profiles and Cross Sections

4-7.5 Handling Scrap and Salvage Materials

4-8 CONSTRUCTION AND ON-SITE INSPECTION

CHAPTER 5 TRACK AND ROADWAY DESIGN

5-1 ROADWAY

5-1.1 Definition

5-1.2 Roadway Width

5-1.3 Walkways

5-1.4 Snow Allowance

5-2 GRADES AND TRACK PROFILE

5-2.1 Grades

5-2.2 Vertical Curves

5-2.3 Track Profile

5-3 HORIZONTAL CURVES

5-3.1 Definition

5-3.2 Design Criteria

5-3.3 Minimum Tangent Length between Reverse Curves

5-3.4 Super Elevation

5-3.5 Spirals

5-3.6 Increase in Gage on Very Sharp Curves

5-4 CLEARANCES

5-4.1 Clearances to Check

5-4.2 Recommended Minimum

5-4.3 State Requirements

5-4.4 Curved Track

5-4.5 Minimum Track Centers iv

5-4.6 Clearance Points at Turnouts, Ladder Tracks, and Crossings

5-5 TRACK STRUCTURE

5-5.1 Design Objective

5-5.2 Load Distribution

5-5.3 Behavior under Load

5-6 TRACK DESIGN METHODS

5-6.1 Computer Program Available

5-6.2 Manual Design Procedure

5-7 AREMA DESIGN PROCEDURE (1995-MODIFIED)

5-7.1 Applying the AREMA Method to Military Track

5-7.2 Basis for Design

5-7.3 Design Load and Wheel Spacing

5-7.4 Select Track Modulus (u)

5-7.5 Select Rail Size and Section

5-7.6 Determine Moment and Loading Coefficients

5-7.7 Check Rail Bending Stress

5-7.8 Ties and Tie Spacing

5-7.9 Ballast and Subgrade

5-8 SUBGRADE

5-8.1 Subgrade Stability and Track Performance

5-8.2 Soil Investigation

5-8.3 Design of Cuts and Fills and Subgrade Preparation

5-8.4 Track Structure Design Bearing Capacity - Cohesive Soils

5-8.5 Soil Stabilization

5-9 FROST DESIGN MODIFICATIONS

5-9.1 Frost Heave Conditions

5-9.2 Identifying Frost Susceptible Soils

5-9.3 Water Source

5-9.4 Frost Depth

5-9.5 Alternate Frost Depth Procedure

5-9.6 Alternate Design Procedure

5-9.7 Methods for Reducing Frost Effects

5-9.8 Transition Zones v

5-9.9 Construction Procedures

5-10 DRAINAGE

5-10.1 Importance

5-10.2 Design Criteria

5-10.3 Side Ditches

5-10.4 Culverts

5-10.5 Bridges

5-11 GEOTEXTILES

5-11.1 Application under Track

5-11.2 Material and Installation Specifications

5-11.3 Design Criteria

5-11.4 Drainage Applications

5-12 BALLAST

5-12.1 Purpose

5-12.2 Material Type

5-12.3 Gradation

5-12.4 Depth

5-12.5 Cross-Section

5-13 SUB-BALLAST

5-13.1 Purpose

5-13.2 Application

5-13.3 Material

5-13.4 Gradation

5-13.5 Depth

5-14 TIES AND TIE SPACING

5-14.1 Wood Ties

5-14.2 Engineered Composite Ties

5-14.3 Steel Ties

5-14.4 Concrete Ties

5-15 RAIL

5-15.1 Section Designation

5-15.2 Selection Criteria

5-15.3 Recommended New Rail Sections vi

5-15.4 Relay (Secondhand) Rail

5-15.5 Lightweight Rail

5-15.6 Continuous Welded Rail (CWR)

5-15.7 Field Welds

5-15.8 Salvaging Rail

5-16 OTHER TRACK MATERIAL

5-16.1 Definition

5-16.2 Tie Plates

5-16.3 Spikes

5-16.4 Rail Spring Clips

5-16.5 Rail Joints and Joint Bars

5-16.6 Track Bolts, Nuts, and Spring Washers

5-16.7 Rail Anchors

5-16.8 Gage Rods

5-17 TURNOUTS AND CROSSOVERS

5-17.1 Size

5-17.2 Design and Selection

5-17.3 Switch Ties

5-17.4 Switches and Switch Point

5-17.5 Switch Clips

5-17.6 Rail Braces

5-17.7 Switch Stands and Lever Latches

5-17.8 Frogs and Guard Rails

5-17.9 Stock Rails and Closure Rails

5-17.10 Equilateral Turnouts

5-17.11 Turnouts in Curves

5-18 TRACK CONNECTIONS AND LADDER TRACKS

5-18.1 Diverging Routes

5-18.2 Crossovers

5-18.3 Ladder Tracks

5-19 RAIL CROSSINGS

5-19.1 Recommended Types

5-19.2 Anchoring Approaches vii

5-19.3 Application

5-20 MISCELLANEOUS TRACK APPLIANCES

5-20.1 Derails

5-20.2 Bonded and Grounded Track

5-20.3 Track Scales

5-20.4 Bumping Posts and Wheel Stops

5-20.5 Security Fencing

5-20.6 Snow Fences

5-20.7 Cattle Guards

5-20.8 Utility Pipe Crossings

CHAPTER 6 ROAD CROSSINGS AND BRIDGES

6-1 ROAD CROSSINGS

6-1.1 Establishing Crossing Requirements

6-1.2 Design Steps

6-1.3 Geometric Layout

6-1.4 Crossing Surfaces and Flangeways

6-1.5 Drainage

6-1.6 Track Design

6-1.7 Road Approaches

6-1.8 Crossing Protection: Signs and Signals

6-1.9 Whistle Posts

6-2 BRIDGES

6-2.1 Deck Types

6-2.2 Design Procedures

6-2.3 Basis for Design

6-2.4 Live Load

6-2.5 Walkways

6-2.6 Tie Pads

6-2.7 Bridges Spanning over Railroads

CHAPTER 7 TERMINALS

7-1 INTRODUCTION

7-2 SITING AND GENERAL LAYOUT

7-3 TRACK DESIGN

viii

7-3.1 Design Wheel Loads

7-3.2 Gradients

7-3.3 Vertical Curves

7-3.4 Horizontal Curves

7-3.5 Track Layout

7-4 CLEARANCES AND USABLE TRACK LENGTH

7-5 VEHICLE TERMINALS

7-5.1 Purpose and Facility Requirements

7-5.2 Track Spacing

7-5.3 Track Length and Number of Tracks

7-5.4 Staging Area

7-5.5 End Ramps for Tracked and Larger Wheeled Vehicles

7-5.6 Multilevel Ramps for Smaller Wheeled Vehicles

7-6 BREAK BULK (SMALL CARGO) TERMINALS

7-7 CONTAINER TERMINALS

7-8 AMMUNITION TERMINALS

7-9 PETROLEUM, OIL AND LUBRICANT (POL) TERMINALS

7-10 CAR INTERCHANGE

7-10.1 Purpose

7-10.2 Arrangement

7-10.3 Running Track

7-10.4 Set Out Track

7-10.5 Derails

7-10.6 Security

7-11 YARD, STORAGE, AND OTHER AUXILIARY TRACKS

7-11.1 Purpose

7-11.2 Yard Tracks

7-11.3 Storage Tracks

7-11.4 Auxiliary Tracks

7-12 MISCELLANEOUS BUILDINGS

7-12.1 Purpose

7-12.2 Railyard Operations Building

7-12.3 Blocking and Bracing Storage Facility ix

APPENDIX A BEST PRACTICES

A-1 ROUTE SELECTION

A-1.1 Introduction

A-1.2 Establishing Control Points and Potential Corridors

A-1.3 Reconnaissance

A-1.4 Initial Survey

A-1.5 Trial Location

A-1.6 Final Location

APPENDIX B RULING GRADE – EXAMPLE PROBLEM

APPENDIX C SAMPLE TRACK REHABILITATION REPORT

C-1 INTRODUCTION

C-1.1 Background

C-1.2 Objectives

C-1.3 Approach

C-1.4 Scope

C-2 OPERATIONAL EVALUATION

C-3 DESCRIPTION OF NETWORK AND TRACK CONDITION

C-3.1 Introduction

C-3.2 Rail

C-3.3 Plates/Fastening

C-3.4 Ties

C-3.5 Ballast

C-3.6 Drainage/Subgrade

C-3.7 Vegetation

C-3.8 Turnouts

C-3.9 Road Crossings

C-3.10 Track Geometry

C-3.11 Bridges

C-4 STRUCTURAL ANALYSIS

C-5 ANALYSIS OF MAJOR DEFICIENCIES

C-5.1 Inadequate Lateral and Longitudinal Track Stability

C-5.2 Deteriorated Track Through Road Crossings

C-5.3 Turnout Defects x

C-5.4 Washouts under the Track

C-5.5 Skewed Ties

C-5.6 Loose or Missing Track Fastenings

C-5.7 Vegetation In or Near the Track

C-6 RECOMMENDATIONS AND COST ESTIMATES FOR REMEDIAL

WORK

C-6.1 General

C-6.2 Remedial Actions

C-7 CONCLUSIONS AND RECOMMENDATIONS

APPENDIX D GLOSSARY

APPENDIX E REFERENCES

FIGURES

Figure 2-1 Common Freight Cars

Figure 3-1 Combining Curves

Figure 4-1 Example Turnout Inspection Information

Figure 5-1 Typical Cross Section – Tangent Track

Figure 5-2 Typical Cross Section with Sub-Ballast Layer – Tangent Track

Figure 5-3 Typical Cross Section – Curved Track

Figure 5-4 Typical Cross Section with Sub-Ballast Layer – Curved Track

Figure 5-5 Typical Cross Section – Track with Adjacent Service Road

Figure 5-6 Typical Cross Section with Sub-Ballast Layer and Geotextile

Figure 5-7 Typical Cross Section – Track with Adjacent Walkway

Figure 5-8 Clearance Diagram for Tangent Track

Figure 5-9 Location of Clearance Points

Figure 5-10 Example Load Distribution along the Track

Figure 5-11 Example Vertical Pressure Reduction through the Track

Figure 5-12 Maximum Track Deflection and Long-Term Track Performance

Figure 5-13 Design Wheel Configurations

Figure 5-14 General Method for Determining the Frost Susceptibility of Soils

Figure 5-15 Design Air Freezing Indexes in CONUS

Figure 5-16 Design Air Freezing Indexes in Alaska

Figure 5-17 Air Freezing Index/Surface Cover/Frost Penetration Relationship xi

Figure 5-18 Required Sub-drainage where Open Side Ditches cannot be Installed

Figure 5-19 Geotextile Installation under a Turnout

Figure 5-20 Geotextile Installation at a Bridge Abutment

Figure 5-21 Anti-Splitting Devices for Tie Ends

Figure 5-22 Steel Tie

Figure 5-23 Tie Plates

Figure 5-24 Typical Spiking Plans

Figure 5-25 Typical Rail Spring Clip

Figure 5-26 Recommended Minimum Rail Anchor Application

Figure 5-27 Rail Anchors

Figure 5-28 Rail Anchor Applications at Open Deck Bridges and Rail Crossings ...

Figure 5-29 General Arrangement of Turnouts and Crossovers

Figure 5-30 Parts of a Turnout

Figure 5-31 Determining Frog Number (Turnout Size)

Figure 5-32 Diverging Route Connection

Figure 5-33 Parallel Siding Connection

Figure 5-34 Ladder Track Layout

Figure 5-35 Location of Derails

Figure 5-36 Bonded and Grounded Track

Figure 6-1 Typical Gravel Crossing with Timber Flangeway Header

Figure 6-2 Typical Timber Crossing

Figure 6-3 Typical Asphalt Crossing with Rubber Interface

Figure 6-4 Typical Prefabricated Concrete Panel Crossing

Figure 6-5 Lagless Concrete Panel Crossing

Figure 6-6 Typical Sectional Monolithic Precast Concrete (No Ties)

Figure 6-7 Rubber Flangeway Fillers

Figure 6-8 Typical Geotextile/Subdrain installation for Vehicle Road Crossings ..

Figure 6-9 Typical Drainage at Road Crossings

Figure 6-10 Cooper E-80 Live Load Configuration for Bridges

Figure 6-11 Alternative Live Load for Steel Structures

Figure 7-1 Typical Double-End Small Yard with Storm Drainage xii

Figure 7-2 Typical Single-End (Dead End) Small Yard

Figure 7-3 Vehicle Terminal

Figure 7-4 Track and Approach Road Lengths for Vehicle Loading

Figure 7-5 Concrete End Ramp

Figure 7-6 Portable Multilevel Ramp05

Figure 7-7 Side Loading Ramp

Figure 7-8 Interchange Yard

Figure 7-9 Auxiliary Tracks

Figure C-1 Track Diagram for Fort Example

TABLES

Table 2-1 Common Cargo Type and Loading Requirements

Table 2-2 Common Car Types and Design Wheel Loads

Table 3-1 Grade Design Categories for Main Running Tracks

Table 3-2 Recommended Minimum Grade Lengths

Table 3-3 Curve Design Categories

Table 3-4 Curve Compensation for a 1 Percent Grade

Table 3-5 Estimating Locomotive Tractive Effort

Table 3-6 Design Gross Car Weights

Table 5-1 Recommended Transition Rates (r) between Grades

Table 5-2 Design Super-Elevation for Curved Track

Table 5-3 Finished Track Gage

Table 5-4 Overhead and Side Clearances for Tangent Track

Table 5-5 Clearance Increases Adjacent to Curved Track

Table 5-6 Track Center Distances

Table 5-7 Suggested Design Track Modulus Values

Table 5-8 Rail Sections

Table 5-9 Values for Cd

Table 5-10 Maximum Allow Values for ft

Table 5-11 Recommended Ballast Gradations

Table 5-12 Gradations

Table 5-13 Recommended Wood Species for Cross Ties

Table 5-14 Switch Ties for Standard Turnouts xiii

Table 5-15 Dimension and Surface Specifications for Relay (Secondhand) Rail ...

Table 5-16 Common Joint Bolt Diameters

Table 5-17 Turnout Size Selection Criteria

Table 6-1 Recommended Crossing Surfaces

Table B-1 Curve Compensation for a 1.16% Grade

Table C-1 Key to Track Names and Station Locations

Table C-1 Timber Bridges

Table C-2 Cost Estimate Summary

Table C-3 Road Crossing Repair/Rebuilding

Table C-4 Turnout Rehabilitation

Table C-5 Ballast and Surfacing Locations xiv

CHAPTER 1 INTRODUCTION

1-1 BACKGROUND.

This Unified Facilities Criteria (UFC), UFC 4-860-01, provides requirements for designing and rehabilitating railroad track, terminal and loading facilities. The requirements contained in this UFC apply to Army, Navy, and Air Force facilities unless specifically referenced to a single service. This UFC is not intended as a substitution for thorough review during design by individual Program Managers, Engineers and Operations Staff in the appropriate service.

The desired goal of this UFC is to maintain consistency in railroad tracks, terminals and loading facilities requirements across the Army, Navy and Air Force. This UFC is not intended as an operational manual.

1-2 REISSUES AND CANCELS.

This UFC reissues and cancels UFC 4-860-01FA, Railroad Design and Rehabilitation, dated 16 January 2004.

1-3 PURPOSE AND SCOPE.

This UFC provides technical requirements to design and rehabilitate railroad track, terminals, and loading facilities, along with information on construction. This UFC is for railroad lines operated at speeds and traffic volumes lower than common in the commercial industry. The technical requirements on terminal design are for small terminals handling military cargo: primarily tracked or wheeled vehicles and intermodal containers.

This UFC, supplemented with the specified references, provides information for general purposes. Most projects, however, include aspects that are site-specific or uncommon conditions. Designers are encouraged to obtain assistance when encountering unusual or unfamiliar situations.

1-4 APPLICABILITY.

These instructions are applicable to all DoD elements and their contractors involved with railroad design, construction, and rehabilitation.

1-4.1 Applying the Material in this Manual.

Designing a railroad often involves satisfying conflicting objectives. Throughout the process, the designer must prioritize project objectives and decide what objective to sacrifice to satisfy another. Properly balancing these compromises, tailored to each situation, produces an effective railroad design.

1-4.2 New Lines and Terminals.

To design new railroad lines and terminals, utilize Chapters 2 through 3 and 5 through 7 of this instruction. The design process summary is as follows:

a. Determine the traffic and load carrying requirements. Estimate the number of cars to be processed over the line and magnitude of the wheel loads the track must support.

b. Determine the terminal and support facilities requirements. From the type and magnitude of traffic, determine the number, size, location of loading and unloading facilities (terminals), sidings, wyes, and other support facilities and auxiliary tracks.

c. Establish route profile and alignment guidelines. Based on load carrying requirements, maximum desired speed, locomotive pulling capability, and other operating needs and conditions, select maximum effective grade, horizontal and vertical curvature, and other profile and alignment specifications.

d. Select the route. Through an iterative process, select the best route and profile between the terminals and the connecting commercial railroad, usually the nearest commercial railroad line. Include considerations of climate change on flood resiliency in accordance with the installation master plan and UFC 2-100-01 Installation Master Planning.

e. Design the track, roadway, and terminal and support facilities. From the traffic and wheel load estimates and the characteristics of the selected route, determine track, roadway, and drainage requirements.

1-4.3 Rehabilitation.

For rehabilitating existing lines and facilities, refer to Chapters 4 through 7, along with portions of Chapter 2.

1-5 USING THE AREMA MANUAL FOR RAILWAY ENGINEERING.

The American Railway Engineering and Maintenance-of-Way Association’s Manual for Railway Engineering (AREMA) is a standard industry reference and is cited throughout this technical manual. It contains a wide range of guidance with emphasis on commercial lines carrying substantial freight traffic. As a broad range of specifications is often given, proper use of the AREMA manual requires that the designer select the particular specifications most appropriate for a particular project.

The AREMA manual is written primarily for the commercial railroads that have their own company policies and procedures. The material assumes that many details are unnecessary, as a company’s own practices will govern. Therefore, military designers require details in addition to the material contained in the AREMA manual. In addition, requirements for operating on military railroads differ from those commonly found on commercial railroads. In these cases, the design guidance in this technical manual can vary from that found in the AREMA manual. For these reasons, when preparing designs and specifications, avoid general statements, such as, “meeting AREMA specifications”. Such statements often leave the choice of materials or procedures wide open and lead to an undesirable or unsatisfactory product. When designing, clearly specify the work task and the acceptable construction materials.

1-6 OVERARCHING CRITERIA OR REGULATORY REQUIREMENTS.

Ensure designs meet all applicable state and local standards for new construction or rehabilitation. Design standards are typically obtained from the appropriate state departments of transportation or public utilities.

In addition, ensure that any new or rehabilitated track regularly utilized by a commercial railroad complies with that organization’s track requirements. Often commercial railroads require review and approval of the proposed design by their engineering department before operating over the proposed track.

1-7 SOURCES OF ASSISTANCE.

Designers are encouraged to seek assistance when questions arise on the best choice to suit a particular situation or for further interpretation of material in this manual or another reference. Obtain assistance through the Army Transportation Systems Center, Omaha, NE (CENWO-ED-TX) or Air Force AFCEC/COSC.

Installations that depend on a commercial railroad service for routine traffic or during a mobilization, contact the owning commercial organization and at a minimum coordinate the arrangement of the interchange yard and other track configurations to facilitate more convenient service.

1-8 GENERAL BUILDING REQUIREMENTS.

Comply with UFC 1-200-01, DoD Building Code. UFC 1-200-01 provides applicability of model building codes and government unique criteria for typical design disciplines and building systems, as well as for accessibility, antiterrorism, security, high performance and sustainability requirements, and safety. Use this UFC in addition to UFC 1-200-01 and the UFCs and government criteria referenced therein.

1-9 CYBERSECURITY.

All control systems (including systems separate from an energy management control system) must be planned, designed, acquired, executed, and maintained in accordance with UFC 4-010-06, and as required by individual Service Implementation Policy.

1-10 GLOSSARY.

APPENDIX D contains a list of acronyms, abbreviations, and definitions.

1-11 REFERENCES.

APPENDIX E contains a list of references used in this document. The publication date of the code or standard is not included in this document. Unless otherwise specified, the most recent edition of the referenced publication applies.

CHAPTER 2 DETERMINING TRAFFIC AND LOAD CARRYING REQUIREMENTS

2-1 INTRODUCTION.

The first step in designing a railroad is determining the type and volume of traffic.

Traffic type and volume generally govern the size and arrangement of terminal facilities, the number of auxiliary tracks required, and track structure design. Ensure the traffic handling capability at an installation covers existing and foreseeable requirements to include:

• Mobilization outloading.

• Training exercises.

• Installation supply (routine traffic).

Once assembled, review and approve data on traffic volume and type before proceeding with the design process.

2-2 TRAFFIC TYPE.

Information gathered on traffic type includes:

a. Type of cargo processed.

b. Type and size of freight cars.

c. Manner of cargo loading and unloading.

d. Height and width of cargo (for clearance requirements) carried on open cars (flatcars and gondolas).

e. Special requirements or restrictions for loading, unloading, or moving the cargo, especially hazardous cargo.

f. Determine the required type of loading facilities from this information.

Chapter 7 covers planning and design for loading facilities. Table 2-1 lists the most common cargo types along with the freight cars and loading facilities to handle the cargo. Figure 2-1 shows common freight car types.

2-3 TRAFFIC VOLUME.

Estimate the amount of traffic using:

a. Maximum number of cars for each traffic type on the installation at any one time, including empty cars.

b. Longest train to accommodate into or out of the installation.

Table 2-1 Common Cargo Type and Loading Requirements

CARGO

CAR TYPE

LOADING/UNLOADING

METHOD

FACILITY REQUIRED

Light wheel

0.25 – 2.5 T (0.23 – 2.27

MT)

Auto racks Bi/Tri-levels

Circus-type loading/unloading - staging area and bridge plates are required

Multi-level end ramp

Heavy wheel

5.0 T – HET

(4.5 MT – HET)

Flatcar 40 – 140 T

(36.3 – 127 MT)

Circus-type loading/unloading - staging area and bridge plates are required.

Permanent/portable end ramp

Light track (APC, Bradley)

Flatcar 40 – 140 T

(36.3 – 127 MT)

Circus-type loading/unloading - staging area and bridge plates are required.

Permanent end ramp

Heavy track (Tank: M1, M60)

Flatcar

140 T (127 MT)

Circus-type loading/unloading - staging area and bridge plates are required.

Permanent end ramp

Engineer equipment (Wheel & track)

Flatcar 40 – 140 T

(36.3 – 127 MT)

Special load items - crane access next to track may be required. Bridge plates are needed.

Permanent end ramp

40 ft (12.1 m) Container

COFC Crane w/spreader bar or Rough Terrain Container Handler (RTCH) and yard tractor /trailer tandems.

Container loading facility

20 ft (6 m) Container

COFC Crane w/spreader bar or RTCH and yard tractor /trailer tandems.

Container loading facility

Conex Flatcar Gondola Crane loading/unloading - crane access required next to track.

None

POL (bulk) Tankcar Pumping or dumping through a pipe network.

POL handling facility equipped with spill containment

POL (palletized) Boxcar Forklift into warehouse or dock, staging area next to dock may be required.

Side loading ramp equipped with spill containment

POL

(containerized)

COFC Crane w/spreader bar or RTCH and yard tractor /trailer tandems.

Container loading facility equipped with spill containment

Ammunition (palletized)

Boxcar Forklift onto dock, staging area needed next to dock.

Side loading ramp that meets the quantity-distance requirements

Ammunition (containerized)

COFC Crane w/spreader bar or RTCH and yard tractor /trailer tandems.

Container loading facility that meets quantity-distance requirements

Miscellaneous breakbulk

Boxcar Forklift onto dock, staging area needed next to dock.

Side loading ramps

Figure 2-1 Common Freight Cars

c. Maximum number of cars of all types on the installation at any one time, including empty cars.

d. Maximum number of cars that each loading facility or terminal area must process in a single loading or unloading cycle.

2-4 WHEEL LOADS.

The magnitude of wheel loads greatly influences track structure design. While many types of cars and loadings may service an installation, for planning purposes, design for the wheel load of the heaviest type of loaded car that commonly travels a particular track. In many cases, engine wheel loads (Army-owned or commercial railroad) represent the heaviest single load on the track. However, the number of wheels of loaded cars typically far exceed the number of locomotive wheels over much of the track. Therefore, the magnitude of the car wheel load governs in most cases. Check both loading conditions before final design.

Obtain the design wheel load by taking the static wheel load for the heaviest commonly used car and add a factor to account for the dynamic effects of travel speed combined with track and wheel irregularities. Table 2-2 lists suggested design wheel loads for planning purposes. To use the table, select the car type in the first column that most closely matches the heaviest car in common use over the track. For terminal areas and around an installation, where speeds are usually limited to 10 mph (16 km/hr), select the design wheel load in the column labeled “<= 10 mph (16 km/hr).” For track connecting the installation with the commercial railroad where train speed exceeds 10 mph (16 km/hr), use the column labeled “10-25 mph (16-40.2 km/hr).” For track mostly used by an engine during switching, or where mostly empty cars are stored, or otherwise see only occasional use, select from the column labeled “Light Use.”

2-5 LOCOMOTIVE TRACTIVE EFFORT.

2-5.1 Definition.

When designing a railroad route, it is necessary to know the pulling force a locomotive can exert. This pulling force is known as tractive effort. Tractive effort is maximum at starting and diminishes as speed increases.

2-5.2 Application.

Locomotive tractive effort, along with the route gradient and curvature, largely determines the maximum number of cars pulled over the route in a single train.

Alternatively, locomotive tractive effort and minimum desired train size can determine the maximum acceptable grade and curvature on a route.

2-5.3 Tractive Effort Data.

Tractive effort data or graphs are often available for both military and commercial locomotives. When not readily obtainable, estimate the data from the locomotive weight and engine horsepower ratings. See Chapter 3, Paragraph 5.

2-6 TRAFFIC AND TERMINALS.

Once the traffic handling requirements are identified, as described in Chapter 2, Paragraphs 1 to 3, start the process of designing the terminal and support facilities.

Determine the number and size (or length) of the required facilities and serving trackage from these traffic requirements. Chapter 7 covers planning and design for terminals.

2-7 SOURCES FOR TRAFFIC INFORMATION.

Obtain information about traffic types, car types, and volume, and mobilization requirements from the Installation Transportation Officer (ITO) and from the installation Transportation System Capability Study prepared by the Transportation Engineering Agency of the Military Traffic Management Command (MTTE-SEF).

Table 2-2 Common Car Types and Design Wheel Loads

Most Common Heavy Car Design Wheel Load

10-25 mph (16-40.2 km/hr)

<= 10 mph (16 km/hr)

Light Use

Box, 40T 20,000 lb 17,600 lb 16,000 lb

Box, 50T 26,250 lb 23,100 lb 21,000 lb

Box, 70T 34,375 lb 30,250 lb 27,500 lb

Flat, 40T 17,500 lb 15,400 lb 14,000 lb

Flat, 50T 23,750 lb 20,900 lb 19,000 lb

Flat, 80T (6-axle) 23,750 lb 20,900 lb 19,000 lb

Flat, 100T (6-axle) 32,500 lb 28,600 lb 26,000 lb

Flat, 140T (6-axle) 38,750 lb 34,100 lb 31,000 lb

COFC, 70T 30,000 lb 26,400 lb 24,000 lb

COFC-Double Stack 50,000 lb 44,000 lb 40,000 lb

TOFC, 70T 30,000 lb 26,400 lb 24,000 lb

Gondola, 40T High Side 18,750 lb 16,500 lb 15,000 lb

Gondola, 50T 22,500 lb 19,800 lb 18,000 lb

Tank, 7500 gallon 16,250 lb 14,300 lb 13,000 lb

Tank, 10,000 gallon 22,500 lb 19,800 lb 18,000 lb

Tank, 20,000 gallon 36,250 lb 31,900 lb 29,000 lb

Hopper, 50T 21,250 lb 18,700 lb 17,000 lb

Hopper, 70T 30,000 lb 26,400 lb 24,000 lb

Hopper, 100T (263 K) 41,125 lb 36,190 lb 32,900 lb

Hopper, 120T (286 K) 44,750 lb 39,380 lb 35,800 lb

Hopper, 125T (315 K) 49,250 lb 43,340 lb 39,400 lb

Locomotive, EMD GP-7 or 9 37,500 lb 33,000 lb 30,000 lb

Locomotive, EMD SW-8 31,250 lb 27,500 lb 25,000 lb

Locomotive, DAV-BES 80T 25,000 lb 22,000 lb 20,000 lb

Locomotive, GE 65T 20,000 lb 17,600 lb 16,000 lb

Locomotive, GE 40T 13,750 lb 12,100 lb 11,000 lb

Locomotive, GE 25T 31,250 lb 27,500 lb 25,000 lb

Locomotive, NRE 3GS21B 41,375 lb 36,410 lb 33,100 lb

CHAPTER 3 ESTABLISHING ROUTE PROFILE AND ALIGNMENT

3-1 INTRODUCTION.

Use the procedures in this Chapter (along with information on locomotive propulsion force, desired train capacity, propulsion resistances, and train operating requirements) to select the maximum grade and curvature and minimum transitions between grades and reverse curves.

Use these specifications as guidelines as construction costs vary depending on topography and other geological factors. Typically, the information and procedures described in this Chapter are used iteratively with those in Appendix A until a suitable solution is reached. Appendix B gives a sample problem illustrating the determination of a ruling grade. The specifications listed in this chapter are primarily for main running tracks. Chapter 7 gives additional profile and alignment specifications for terminal areas.

Paragraphs 2 and 3 of Chapter 5 detail layout of horizontal and vertical curves.

3-2 GRADES AND GRADE RESISTANCE.

3-2.1 Definition.

Railroad grades are designated by the amount of elevation change in 100 ft (30.5 m) of length, expressed in percent. The additional force required to move a train, due to the presence of a grade, is known as grade resistance. Grade resistance equals 20 lb. per ton of train weight per percent grade. Thus, it takes twice the force to pull a train up a 2-percent grade as it does a 1-percent grade to overcome grade resistance. For this reason, the choice of maximum gradient greatly effects route operations.

3-2.2 Ruling Grade.

When a particular grade limits train size (tonnage) and speed over a route, that grade is known as the ruling grade. The ruling grade is not always the steepest grade, as a train’s momentum can carry it over a grade steeper, but shorter, than the ruling grade.

3-2.3 Grade Design Categories.

Table 3-1 lists grade design categories for main running tracks.

Table 3-1 Grade Design Categories for Main Running Tracks

Grade Description

0.0 to 0.4 % Light

0.4 to 1.0 % Moderate

1.0 to 2.0 % Steep

1.5 % Suggested Limit for Ruling Grades

2.0 to 3.0 % Very Steep: Approval required by the AHJ

3-3 ROUTE PROFILE AND TRANSITIONS BETWEEN GRADES.

3-3.1 Profile and Grade Length.

A route’s profile is characterized by the steepness of grades and changes in grade along the route. Train operations are enhanced by avoiding frequent changes between ascending and descending grades (a rolling profile). Simplify route design and construction by avoiding frequent changes in grade steepness. Table 3-2 shows recommended minimum grade lengths.

Table 3-2 Recommended Minimum Grade Lengths

Maximum Speed Between Different Ascending or Descending Grades

Between Ascending and Descending Grades

15 MPH (24.1

km/hr) or Less

500 Feet (152.4 m) 1000 Feet (304.8 m)

Above 15 MPH (24.1 km/hr)

1000 Feet (304.8 m) 1500 Feet (457.2 m)

3-3.2 Transitions between Grades.

Transitions between grades are made with vertical curves. These transitions are necessary for smooth train operation, but they increase the amount of surveying and staking required and are more difficult to construct than uniform grades.

Design guidance for grade transitions is given in Paragraph 2.2 of Chapter 5.

3-4 CURVATURE, CURVE RESISTANCE, AND EFFECTIVE GRADE.

3-4.1 Minimizing Curvature.

In general, sharper curves require more maintenance than gradual curves; they experience more rail side wear and gage widening. They also create more propulsion resistance. Minimizing curvature in a route provides long term benefits.

3-4.2 Curve Design Categories.

Table 3-3 shows curve design categories for main running tracks and terminal tracks.

Table 3-3 Curve Design Categories

Main Running Tracks

Degree of Curve

Design Category

0 - 3 Gradual

3 - 6 Moderate

4 Preferred limit, especially where speeds will exceed 15 MPH (24.1 km/hr)

6 - 8 Sharp

8 Maximum allowable where speeds may exceed 10 MPH (16 km/hr)

10 Maximum allowable where speeds will not exceed 10 MPH (16 km/hr)

Terminal Tracks

Degree of Curve

Design Category

10 Preferred limit, especially for lead tracks and where number 9 or 10 turnouts are the smallest recommended turnout size per Chapter 6

12 Maximum allowable

See Chapter 5, Paragraph 3 for additional horizontal curve design information.

3-4.3 Combining Curves.

When designing a route, accomplish changes in direction uniformly. Avoid a series of curves connected by short tangents. Where the distance between adjacent curves of the same direction is less than 300 ft (91.4 m), try to combine the two curves into one long curve of smaller degree (see Figure 3-1). Combining closely spaced curves usually provides advantages of less design work, easier construction, and reduced long-term track maintenance.

3-4.4 Curve Resistance.

Curvature adds to propulsion resistance at an average rate of 0.8 lb for each ton (.4 kg for each Metric ton) of train weight for each degree of curve. As a 1-percent grade adds resistance of 20 lb per ton (10 kg per Metric ton), a 1- degree curve is then equivalent in resistance to a 0.04-percent grade.

3-4.5 Curve Compensation.

When laying out a route, account for the additional resistance due to curvature. This procedure is known as curve compensation. Compensating a grade for curvature is almost always required for ruling grades and is recommended for grades in moderate and higher categories. Curve compensation is sometimes omitted where curves are very short or of gradual degree.

Figure 3-1 Combining Curves

When calculating curve compensation, reduce grades on curved track by the following:

Equation 3-1. Grade Reduction

𝑮𝑮𝒓𝒓 = 𝟎𝟎.𝟎𝟎𝟎𝟎 × 𝑫𝑫

Where:

Gr = Amount of grade reduction (percent) D = Degree of curvature (decimal degrees)

3-4.6 Actual and Effective Grade.

Table 3-4 illustrates curve compensation for a 1-percent grade. As shown, if a train travels around a long curve of 4 degrees on a 1-percent grade (uncompensated), the combined resistance is equal to a 1.16 percent grade. To maintain an effective grade (as experienced by the train) of 1-percent, the actual grade constructed through the 4-degree curve must be limited to 0.84-percent. Since the actual grade is reduced, compensating for curvature requires a longer track length to reach a given elevation.

Table 3-4 Curve Compensation for a 1 Percent Grade

Degree of Curve

Uncompensated Grade Compensated Grade

Actual Effective Actual Effective

1 1.00 1.04 0.96 1.00

2 1.00 1.08 0.92 1.00

3 1.00 1.12 0.88 1.00

4 1.00 1.16 0.84 1.00

5 1.00 1.20 0.80 1.00

6 1.00 1.24 0.76 1.00

3-5 LOCOMOTIVE TONNAGE RATING.

3-5.1 Definition.

The maximum train weight a locomotive can pull over a route is known as its tonnage rating. Tonnage ratings are affected by many factors, but locomotive tractive effort and ruling gradient are among the most important.

3-5.2 Application of the Procedures.

The procedures for estimating locomotive tractive effort and tonnage ratings presented below are simplified versions intended for route design purposes. Do not use these procedures to make-up and dispatch actual trains.

3-5.3 Tonnage Requirements, Locomotive Assignments, and their Effect on Route Design.

Design the route to allow trains of sufficient size to travel over the finished line.

Determine the maximum train size from usable locomotive tractive effort and the gradients and curvature along the line. When designing, verify tonnage requirements with the appropriate transportation officers, as well as understand the general operating plan for routine traffic, training exercises, and mobilization.

On military railroads using government owned and operated engines, these engines might handle all routine traffic, but during training exercises or mobilization, a commercial engine can handle over-the-road operations, while the installation’s engine takes care of switching and short moves. Alternatively, when installations have more than one engine, two engines can be used for maximum tonnage trains. Thus, in addition to tonnage requirements, also understand the local standard practice of locomotive use.

3-5.4 Determining Locomotive Tractive Effort.

3-5.4.1 Locomotive Capability.

Base tonnage ratings on curves when tractive effort curves are available for the locomotives. Otherwise, use expressions in Table 3-5 for tractive effort.

Table 3-5 Estimating Locomotive Tractive Effort

Speed Range Tractive Effort

Starting to 10 MPH (16 km/hr) TE = 30 x HP

Over 10 MPH (16 km/hr) TE = 300 x HP / V

TE = Tractive Effort (in pounds)

HP = Locomotive Rated Engine Horsepower

V = Traveling Speed (MPH)

3-5.4.2 Adhesion Limit.

Regardless of locomotive power, wheel rail adhesion limits the usable tractive effort.

For design purposes, do not exceed W/4 usable locomotive tractive effort, where W is the weight of the locomotive in pounds.

3-5.5 Determining Tonnage Rating.

While tonnage ratings are commonly given in gross trailing tons (total weight of cars and loads), a convenient practice is to express tonnage ratings as the number of loaded cars a locomotive can pull, using an average or representative car and load for estimating purposes. Use Equation 3-2, along with Table 3-6 for selecting design car gross weight based on the nominal car carrying capacity. The constants 3 and 20 in Equation 3-2 indicate that an average car has a rolling resistance of 3 lb (1.4 kg) for each ton of its gross weight and that all equipment requires 20 lb (9.1 kg) to lift each ton of weight up each percent of grade. Any curvature on the maximum grade is assumed to be grade compensated, as described in Paragraph 4 of Chapter 3.

Equation 3-2. Design Gross Car Weights

𝑵𝑵𝒄𝒄𝒄𝒄𝒄𝒄𝒄𝒄 =

𝑻𝑻𝑻𝑻

[𝟑𝟑 + (𝟐𝟐𝟐𝟐 × %𝑮𝑮)]𝑾𝑾𝒈𝒈

Where:

Ncars = Number of cars locomotive can pull TE = Usable locomotive tractive effort at desired speed (lb) %G = Maximum ascending gradient long enough to contain the whole train (percent) Wg = Gross weight of representative car (tons), from Table 3-6

Table 3-6 Design Gross Car Weights

Nominal Car Capacity Tons (MT)

(63.5)

(72.6)

(81.6)

(90.7)

(109)

(127)

Design Gross Weight Tons (MT)

(95.2)

(104)

(113)

(122)

(145)

(172)

Note: 140-ton (127 MT) cars (nominal capacity) are representative of those carrying 2 M1 Tanks.

For field check, car capacity is normally stenciled on the side of each car in pounds.

Capacity is labeled as CAPY on each car. For example, the marking on a 70-ton car would appear as: CAPY 140000.

3-6 TRIAL RULING GRADE.

Determine a trial percentage for the ruling grade for the first stages of route selection using Equation 3-3. The 0.15 constant in the equation indicates that the average rolling resistance for each car is equivalent to pulling the car up an additional 0.15-percent grade.

Equation 3-3. Trial Percentage for the Ruling Grade

𝑮𝑮 =

𝑻𝑻𝑻𝑻

𝟐𝟐𝟐𝟐(𝑾𝑾𝒆𝒆𝒆𝒆𝒆𝒆 + 𝑵𝑵𝒄𝒄𝒄𝒄𝒄𝒄𝒄𝒄 × 𝑾𝑾𝒈𝒈)

− 𝟎𝟎.𝟏𝟏𝟏𝟏

Where:

G = Effective ruling gradient (percent), where the grade length is equal or greater than train length TE = Usable locomotive tractive effort (pounds) Weng = Weight of Engine(s) (tons) Ncars = Number of cars in train Wg = Average gross weight of a car (tons)

As described in Paragraph 4 of Chapter 3, grade compensate all curvatures within the limits of the ruling grade. A ruling grade that is steeper, but shorter, than the calculated ruling grade can be used if the total train resistance of the cars on the grade and the cars off the grade does not exceed usable locomotive tractive force.

CHAPTER 4 REHABILITATION: TRACK, BRIDGES, AND TERMINALS

4-1 DEFINITION AND APPLICATION.

As used here, “rehabilitation” refers to work that falls between routine maintenance and new construction. It is often categorized as repair, minor construction, or a combination of the two. Rehabilitation involves restoring facilities to a “like new” condition and/or upgrading existing facilities to current design standards or installation requirements.

During the planning process, first establish current and future installation requirements.

If subsequent investigations and analyses show that existing facilities can meet installation requirements through improving their condition and/or minor modifications, then rehabilitation is an appropriate option. Consider rehabilitation when:

• Routine track inspections reveal multiple defects that require speed restrictions or taking a track out of service.

• The track is not maintained or is out of service for an extended period.

• The track sustained multiple derailments.

• The condition of the track jeopardizes the facility’s mission.

4-2 INSTALLATION REQUIREMENTS AND FACILITY EVALUATION.

Review installation traffic and load carrying requirements, as described in Chapter 2.

Then, crosscheck structural and operational requirements according to the criteria in Chapters 5, 6, and 7. Evaluations determines whether the track and facilities meet installation (mission) requirements, and if not, how they are deficient. Make these determinations through condition, structural, and operational evaluations.

4-3 CONDITION EVALUATION.

4-3.1 Level of Detail Required.

Condition evaluations occur in three stages or levels, depending on the size and scope of the project.

4-3.1.1 First Stage.

At the first stage, make a quick condition assessment based on recent inspection reports and inventory data and conduct a brief field survey. This assessment establishes the general rehabilitation requirements.

4-3.1.2 Second Stage.

The second stage is an evaluation for developing a rehabilitation plan. This information requires sufficient detail to determine the work needed at each location and to develop cost estimates for planning and budgeting purposes.

4-3.1.3 Third Stage.

At the third level, determine the exact work requirements, quantities, and locations for final contract plans and specifications.

4-3.2 Track.

Evaluate track condition based on the criteria given in UFC 4-860-03 and other major rehabilitation requirements. In addition, estimate major deficiencies expected within the next 3 to 5 years if rehabilitation is not performed. If the installation has more than five miles of track, consider using automated hi-rail track geometry testing to measure track gage, the horizontal curvature of the track, cross-level, and warp. The hi-rail geometry testing can measure approximately 15 miles of track per day, which would take several days to measure using manual, hand-held equipment. The hi-rail equipment uses GPS to track the location of the inspection results. This produces reports and interactive computer maps of the results that aid in preparing rehabilitation plans. Perform tie inspections, joint inspections, and turnout inspections using manual methods when utilizing hi-rail track geometry testing. Record current track deficiencies on a field report form.

Before completing the rehabilitation plan, perform an internal rail inspection if one has not been performed within the last 5 years. Thoroughly inspect all turnouts in the track intended for rehabilitation, including operation of the points. Figure 4-1 shows an example of the type of turnout inspection information commonly collected. Use other available forms, designed for routine maintenance requirements, if convenient.

4-3.3 Bridges.

Include a condition assessment of bridges on any line to be rehabilitated. This assessment can come from the last annual inspection, if that inspection is less than 6 months old. Otherwise, conduct a new condition assessment.

If a triennial inspection is due within 6 months for any bridge on a line to be rehabilitated, conduct the triennial inspection and load rating per Chapter 4, Paragraph 4 as part of the rehabilitation plan. If the last annual inspection indicates any significant change in condition of a main bridge member since the previous load rating, thoroughly inspect and load rate at least the included span or spans of the bridge per Chapter 4, Paragraph 4 as part of the rehabilitation plan.

4-3.4 Terminal and Support Facilities.

Evaluate the condition of all terminal and support facilities. Report this evaluation separately from the track evaluation.

Figure 4-1 Example Turnout Inspection Information

4-4 STRUCTURAL EVALUATION.

Perform a structural evaluation for all track, bridges, loading ramps, and other structures needed for railroad and terminal operations to determine current load carrying capacity.

Use the computer program described in Chapter 5, Paragraph 6.1 for track structural evaluations.

4-4.1 Bridges.

The design capacity and present condition of the bridges along the route can determine the load-carrying capability of a railroad line. Have a practicing railroad bridge engineer examine and rate all bridges not thoroughly inspected and load rated within the previous three years. Conduct the rating in accordance with the AREMA manual for timber, concrete, and steel bridges.

Most military railroad bridges are of conventional timber design, built to an E60 rating. If these bridges are in very good condition, this capacity suffices for typical military traffic levels, including 140-ton (127 MT) heavy equipment flatcars. According to the AREMA rating guidelines, the in-service rating for bridges in very good condition can exceed their design rating. Additional material on bridge design ratings is found in Chapter 6, Paragraph 2.

4-5 OPERATIONAL EVALUATION.

Perform an operation evaluation on track and facilities to determine general suitability for mission requirements. Begin the evaluation with a check of track and facility capabilities along with basic geometric requirements, including:

• Number of loading and service tracks and usable car capacity of each.

• Car capacity of storage, yard, and auxiliary tracks.

• Clearances.

• Loading ramp height, width, and ramp slope.

• Size of parking and staging areas.

• Size of storage buildings in terminal areas.

• Track geometry.

• Maximum track curvature.

• Minimum turnout size.

• Protection and visibility at road crossings.

For terminals, evaluate the adequacy of lighting, service roads, and security features.

For all track and facilities, check the adequacy of drainage. Include previous derailment sites and chronic problem areas in the evaluation.

4-6 THE REHABILITATION PLAN.

4-6.1 Purpose and Content.

The rehabilitation plan justifies the need for the recommended work. Document in the plan a thorough analysis of the existing facilities along with a clear presentation of mission requirements. The plan includes:

• Statement of installation (mission) requirements.

• Description of track and facilities and their current condition.

• Statement of deficiencies, based on condition, structural, and operational evaluations.

• A work plan of remedial actions to correct deficiencies, including an explanation of why the proposed actions were chosen over other alternatives.

• Cost estimates for each item in the work plan. Each of these items is discussed below. Appendix C contains an example track rehabilitation report; a similar format would also be used for bridges and terminal and support facilities.