10-R-0038 Specifications and Drawings.pdf

PR#

DRAWING #

REPAIR M-LINE

TRACK

TEAD SITE PLAN AND

SCOPE OF WORK

1 4

TOOELE ARMY DEPOT SITE PLAN

PROJECT LOCATION

PROJECT NO. A3L000-0050-1605

PR#

DRAWING #

REPAIR K-LINE

WYE

EXISTING CONDITIONS PLAN

1 1

LEGEND

TYP SECTION THRU ROADWAY

K-LINE WYE

1. LEFT LEG OF THE WEY.

2. FROM SWITCH A-5 TO SWITCH A-115.

3. DEMO APPROX. 1,600 T.L.F. OF 75 LB. RAIL

INCLUDING TIE PLATES.

4. INSTALL 1,600 T.L.F. NEW 115 LB., OR AS AN

OPTION ITEM #1 RELAY RAIL, INCLUDING DOUBLE

SHOULDER TIE PLATES, SPIKES, JOINT BARS, ANCHORS,

BOLTS, NUTS AND WASHERS OVER THE EXISTING TIES AND

BED. TORQUE BOLTS TO AREMA SPECIFICATION.

5. INSTALL RAIL ANCHORS ON THE NEW TRACK. THE

ANCHORS SHALL BE PLACED IN A BOXED ANCHOR

CONFIGURATION ON EVERY OTHER TIE.

6. ALL SKEWED TIES SHALL BE PROPERLY ALIGNED IN

THE TRACK.

7. THE NEW 115 LB., OR AS AN OPTION ITEM #1 RELAY

RAIL, SHALL BE INSTALLED BETWEEN SWITCH A-5 AND

SWITCH A-115.

8. INSTALL 25 NEW TIES 7" X 9" X 8'-6" WITH ANTI

SPLITTING DEVICES. TIES NEEDING REPLACED SHALL BE

MARKED BY THE GOVERNMENT.

9. PLACE 100% CRUSHED LIME STONE (#4-A) BALLAST

GRADATION OF 2" TO 3/4" AS NEEDED TO PROVIDE A

BALLAST TRACK SECTION WITH 12 INCH SHOULDER FROM

THE END OF THE TIE. SLOPE THE BALLAST FROM THE

SHOULDER, IN A 2 TO L SLOPE, TO THE EXISTING

CONTOUR OF THE SURROUNDING GRADE.

10. TAMP, SURFACE, AND ALIGN THE LEFT LEG OF THE

WYE, INCLUDING THE EXISTING TURNOUTS/SWITCHES A-5

AND A-115.

11. FROM SWITCH A-5 TO SWITCH A-115 REGULATE THE

TRACK TO MEET THE PROFILE OF THE TRACK SECTION AS

SPECIFIED AND IN ACCORDANCE WITH AREMA

SPECIFICATIONS.

K-LINE WYE

1. RIGHT LEG OF THE WEY.

2. FROM SWITCH A-4 TO SWITCH A-115.

3. DEMO APPROX. 1,940 T.L.F. OF 75 LB. RAIL

INCLUDING TIE PLATES.

4. INSTALL 1,940 T.L.F. NEW 115 LB., OR AS AN

OPTION ITEM #1 RELAY RAIL, INCLUDING DOUBLE

SHOULDER TIE PLATES, SPIKES, JOINT BARS, ANCHORS,

BOLTS, NUTS AND WASHERS OVER THE EXISTING TIES

AND BED. TORQUE BOLTS TO AREMA SPECIFICATION.

5. INSTALL RAIL ANCHORS ON THE NEW TRACK. THE

ANCHORS SHALL BE PLACED IN A BOXED ANCHOR

CONFIGURATION ON EVERY TIE.

6. ALL SKEWED TIES SHALL BE PROPERLY ALIGNED IN

THE TRACK.

7. THE NEW 115 LB., OR AS AN OPTION ITEM #1 RELAY

RAIL, SHALL BE INSTALLED BETWEEN SWITCH A-4 AND

SWITCH A-115.

8. INSTALL 25 NEW TIES 7" X 9" X 8'-6" WITH ANTI

SPLITTING DEVICES. TIES NEEDING REPLACED SHALL BE

MARKED BY THE GOVERNMENT.

9. PLACE 100% CRUSHED LIME STONE (#4-A) BALLAST

GRADATION OF 2" TO 3/4" AS NEEDED TO PROVIDE A

BALLAST TRACK SECTION WITH 12 INCH SHOULDER FROM

THE END OF THE TIE. SLOPE THE BALLAST FROM THE

SHOULDER, IN A 2 TO L SLOPE, TO THE EXISTING

CONTOUR OF THE SURROUNDING GRADE.

10. TAMP, SURFACE, AND ALIGN THE RIGHT LEG OF THE

WYE, INCLUDING THE EXISTING TURNOUTS/SWITCHES A-4

AND A-115.

11. FROM SWITCH A-4 TO SWITCH A-115 REGULATE THE

TRACK TO MEET THE PROFILE OF THE TRACK SECTION AS

SPECIFIED AND IN ACCORDANCE WITH AREMA

SPECIFICATIONS.

PR NO. A3L000-0050-1605

REPAIR K-LINE WYE

SECTION 34 11 00

RAILROAD TRACK AND ACCESSORIES

PART 1 GENERAL

1.1 REFERENCES

The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only.

AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY ASSOCIATION

(AREMA)

AREMA Manual (2010) Manual for Railway Engineering

AREMA Track Plans (2010) Portfolio of Track Work Plans

AMERICAN SOCIETY FOR NONDESTRUCTIVE TESTING (ASNT)

ASNT CP-189 (2001) ASNT Standard for Qualification and Certification of Nondestructive Testing Personnel

AMERICAN WELDING SOCIETY (AWS)

AWS D1.1/D1.1M (2006; Errata 2006) Structural Welding Code - Steel

AMERICAN WOOD-PRESERVERS' ASSOCIATION (AWPA)

AWPA C6 (1999) Crossties and Switch Ties - Preservative Treatment by Pressure Processes

AWPA M2 (2001) Standard for Inspection of Treated Wood Products

AWPA M6 (1996) Brands Used on Forest Products

AWPA P2 (2001) Standard for Creosote Solutions

ASTM INTERNATIONAL (ASTM)

ASTM C 117 (2004) Materials Finer Than 75 micrometer (No. 200) Sieve in Mineral Aggregates by Washing

ASTM C 127 (2004) Density, Relative Density (Specific Gravity), and Absorption of Coarse Aggregate

ASTM C 131 (2006) Resistance to Degradation of Small-Size Coarse Aggregate by Abrasion and Impact in the Los Angeles Machine

ASTM C 136 (2006) Sieve Analysis of Fine and Coarse Aggregates

34 11 00 -4

ASTM C 142 (1997; R 2004) Clay Lumps and Friable Particles in Aggregates

ASTM C 535 (2003e1) Resistance to Degradation of Large-Size Coarse Aggregate by Abrasion and Impact in the Los Angeles Machine

ASTM C 702 (1998; R 2003) Reducing Samples of Aggregate to Testing Size

ASTM C 88 (2005) Soundness of Aggregates by Use of Sodium Sulfate or Magnesium Sulfate

ASTM D 1310 (2001) Flash Point and Fire Point of Liquids by Tag Open-Cup Apparatus

ASTM D 1556 (2000) Density and Unit Weight of Soil in Place by the Sand-Cone Method

ASTM D 1557 (2002e1) Laboratory Compaction Characteristics of Soil Using Modified Effort (56,000 ft-lbf/cu. ft. (2,700 kN-m/cu.m.))

ASTM D 217 (2002) Cone Penetration of Lubricating Grease

ASTM D 2171 (2001) Viscosity of Asphalts by Vacuum Capillary Viscometer

ASTM D 2922 (2005) Density of Soil and Soil-Aggregate in Place by Nuclear Methods (Shallow Depth)

ASTM D 3017 (2005) Water Content of Soil and Rock in Place by Nuclear Methods (Shallow Depth)

ASTM D 3740 (2004a) Minimum Requirements for Agencies Engaged in the Testing and/or Inspection of Soil and Rock as Used in Engineering Design and Construction

ASTM D 402 (2002) Distillation of Cut-Back Asphaltic (Bituminous) Products

ASTM D 445 (2006) Kinematic Viscosity of Transparent and Opaque Liquids (the Calculation of Dynamic Viscosity)

ASTM D 4791 (1999) Flat Particles, Elongated Particles, or Flat and Elongated Particles in Coarse Aggregate

ASTM D 566 (2002) Dropping Point of Lubricating Grease

ASTM D 75 (2003) Sampling Aggregates

ASTM E 11 (2004) Wire Cloth and Sieves for Testing Purposes

1.2 SUBMITTALS

Government approval is required for submittals with a "G" designation;

34 11 00 -5 submittals not having a "G" designation are for Contractor Quality Control approval. The following shall be submitted in accordance with Section

01 33 00 SUBMITTAL PROCEDURES:

SD-03 Product Data

Wood Ties

Name of the tie manufacturer, Rail Tie Association membership, the wood species proposed, the quantities of ties for each specie proposed, and product data for the ties to be furnished, including the type of seasoning to be utilized, prior to ordering the ties.

New Jointed Rail; G Relay Rail; G Joint Bars Compromise Joint Bars.

Manufacturer's data on new rail including: rail weight, rail section, drilling, rail length, date rolled, and the name of the mill where the rail was rolled. Include chemical analysis for Industrial Grade Rail. For relay rail the required information shall include weight, section, lengths, and the name of the supplier. The maximum allowable vertical wear on the rail head and the maximum allowable horizontal wear on the side of the rail shall be provided. The design of the joint bars and compromise joint bars proposed to be furnished with each rail section shall also be provided.

Miscellaneous Track Materials

Manufacturer's data for all track materials to be furnished.

Thermite Welding Procedures; G

A detailed statement covering the step-by-step procedures to be employed in making the welds, including a complete description of each of the following items, as applicable, and any other essential characteristics included in the welding procedures:

a. The manufacturer's trade name for the welding process.

b. The method used for cutting and cleaning the rail ends.

Flame cutting of rail ends will not be allowed.

c. The minimum and maximum spacing between rail ends.

d. The method used for maintaining the rails in alignment during welding.

e. The method used for preheating, including time and temperature.

f. The tapping procedure, including the minimum time required to cool the weld under the mold insulation.

g. The method used, including a description of special tools and equipment, for removing the upset metal and finishing the weld to the final contour.

h. Quality control procedures to be followed.

i. The contractual agreements with any subcontractor employed

34 11 00 -6 by the Contractor in doing the work.

Materials and Samples

A complete schedule of the materials proposed for installation within 60 days of receipt of notice to proceed, and before installation of the materials; the schedule shall include a list of equipment proposed for the work.

SD-04 Samples

Ballast Subballast

Samples of the ballast and subballast material for testing.

Samples shall be submitted a minimum of 30 days prior to the installation of the material. Samples shall be obtained from the quarry, supplier, or other source that will be used to provide the ballast materials for this project using the methods described in ASTM D 75. One representative sample of not less than 200 lbs of ballast material shall be submitted for each 10,000 ton of ballast to be installed.

SD-06 Test Reports

Sampling and Testing

One certified copy of Test Reports for each test performed on the ballast within 2 working days of the test completion.

Wood Ties

Certified test and inspection reports for crossties and switch ties subsequent to treatment, a minimum of seven calendar days prior to any ties being installed in track. Test and inspection reports shall contain the information required by Part 7 of AWPA M2.

SD-07 Certificates

Wood Ties

Certificates of compliance prior to any ties being installed in track.

Ballast Subballast

Certificates of Compliance for the ballast and subballast materials to be installed in this project.

Materials and Samples

Manufacturer's certificates of conformance for the following materials:

a. Rail.

b. Tie plates.

c. Track bolts, nuts, and spring washers.

d. Joint bars.

e. Rail anchors.

f. Track spikes.

g. Turnouts.

h. Rail welding process.

34 11 00 -7

SD-10 Operation and Maintenance Data

Rail Turnouts and Track Crossings Switches

1.3 DELIVERY, STORAGE, AND HANDLING

1.3.1 Materials and Samples

The Contracting Officer will notify the Contractor of the materials approved or disapproved. Disapproved materials that have already been delivered to the project site, shall be promptly segregated from the approved materials and removed from the premises. If materials are disapproved, acceptable replacement materials shall be provided at no additional cost to the Government. Initial approval by the Contracting Officer will not prevent the removal and replacement of materials that are materially defective or materials not meeting this specification that are discovered during construction and/or routine quality control/quality assurance operations.

1.4 QUALIFICATIONS

1.4.1 Track Construction

Track construction shall be performed under the direction of qualified and competent supervisory personnel experienced in railroad construction.

1.4.2 Welding

Welding shall be performed under the direct supervision of an experienced welding supervisor or foreman.

1.5 PROJECT/SITE CONDITIONS

1.5.1 Temporary Work

During construction, suitable roads and crossings with all necessary lights, signs, drainage, and other appurtenances required for safe public and local travel shall be provided. Suitable temporary fences shall be erected and maintained where required to prevent trespass upon work or damage to adjoining property. Drainage shall be maintained, and the accumulation of water that might affect the stability of the roadbed will not be permitted.

1.5.2 Welding

Welding shall not be performed in rain, snow, or other inclement weather without adequately protecting the weld from the elements.

PART 2 PRODUCTS

2.1 BALLAST

Prepared ballast shall be crushed stone, be free of organic material, Size No. 4 LlimeE limestone (where shown on drawings) conforming to, 34 11 00 -8

AREMA Manual for quality, soundness and gradation.

In the portion retained on each sieve specified, the crushed gravel shall contain at least 90 percent by weight of crushed pieces having two or more freshly fractured faces with the area of each face being at least equal to 75 percent of the smallest midsectional area of the plane. When two fractures are contiguous, the angle between planes of the fractures shall be at least 30 degrees in order to count as two fractured faces. Flat and elongated particle dimension ratio used in ASTM D 4791 shall be 1:3. Ballast materials shall meet the property requirements shown in TABLE I.

TABLE I. MINIMUM PROPERTY REQUIREMENTS - BALLAST

Property Maximum Value Minimum Value Test Method

Percent passing 1.0 percent -- ASTM C 136 No. 200 Sieve ASTM C 117

Bulk specific gravity Rock -- 2.60 ASTM C 127

Absorption Rock 2.0 percent -- ASTM C 127

Clay lumps and 0.5 percent -- ASTM C 142 friable particles

Degradation 35 percent -- ASTM C 535 Soundness

Sodium sulfate 10 percent -- ASTM C 88

- 5 cycles

Flat or elongated 5 percent -- ASTM D 4791 particles

2.2 SUBBALLAST - Deleted

Deleted

2.3 JOINT BARS

Joint bars shall be of the size, shape, and punching pattern to fit the rail being joined.

2.3.1 New Joint Bars

New joint bars shall be used with new rail, and shall be of the "toeless" and "head free design" to match rail section. New joint bars shall conform to the requirements of "Specifications For High-Carbon Steel Joint Bars" or "Specifications For Quenched Carbon-Steel Joint Bars and Forged Compromise Joint Bars" found in AREMA Manual for the joint bar and assemblies recommended in AREMA Manual.

34 11 00 -9

2.3.2 Used Joint Bars

Used joint bars in good condition shall be used with relay rail only. The type of joint bar shall be "toeless" type. The used "long toe" type of joint bar shall not be employed where, because of the tie plate punching pattern, the spike slots are used to spike the rail to alignment at the joints. Used joint bars shall be straight, free from cracks, breaks, and other visual defects. Excessive rust, dirt, and other foreign materials on the joint bars are not permitted. Used joint bars shall be of the proper size to make good contact with the underside of the rail head and the top of the rail base on the rails being joined. Joint bars shall have alternating round and oval bolt holes. Bolt holes shall not show excessive wear that would prevent use of the oval neck track bolt normally used with that joint bar. Joint bars that have been flame-gouged, flame cut, or otherwise altered shall be considered scrap and shall not be used.

2.3.3 Compromise Joint Bars

Compromise joint bars shall be of the size, shape, and punching pattern to fit the rail sizes and sections being joined. Only factory designed and constructed (forged or cast) compromise joint bars shall be used to join rails of different sizes.

2.3.3.1 New Compromise Joint Bars

Compromise joint bars shall conform to the requirements of "Specifications For Quenched Carbon-Steel Joint Bars and Forged Compromise Joint Bars" found in AREMA Manual.

2.3.3.2 Used Compromise Joint Bars

Requirements for joint bars in paragraph Used Joint Bars shall also apply to used compromise joint bars.

2.4 GREASE

Grease for lubricating moving parts in turnouts and other trackwork shall have the following typical characteristics:

Calcium Soap, percent 9.0 Solid Additive (Graphite),percent 11.5

Penetration, ASTM D 217 at 77 degrees F worked 340

Dropping Point ASTM D 566 at 77 degrees F 101/214

Oil Viscosity, cSt at 104 degrees F 81.8 ASTM D 445 SUS at 100 degrees F 379

Other types of grease or lubricating oil (like SoyTrak) may be used provided that the grease or oil has been used successfully by local commercial railroads and has the approval of the Contracting Officer.

2.5 OIL FOR CORROSION PROTECTION

Oil for protecting rail and other track materials from corrosion, except joints, shall conform to the following general specification:

Asphalt, 100 penetration minimum 45 percent ASTM D 402

Flash point, minimum 130 degrees F ASTM D 1310

34 11 00 -10

Viscosity, kinematic, 140 degrees F ASTM D 2171 480 to 700 centistokes

2.6 RAIL

2.6.1 New Jointed Rail

2.6.1.1 General Requirements

New jointed rail shall comply with the following:

a. Rail Lengths: New rail shall be a 115 lbs/yd section or heavier and shall conform to the specifications in AREMA Manual that were in effect at the time of its manufacture. New rail shall be provided in 39 or 80 ft lengths.

b. Rail Drilling: New rail shall be provided with the rail ends drilled. Drilling shall be uniform and to the patterns specified.

RAIL DRILLING

115 RE 3-1/2, 6, 6 inch 130 RE 3-1/2, 6, 6 inch 132 RE 3-1/2, 6, 6 inch 133 RE 3-1/2, 6, 6 inch 136 RE 3-1/2, 6, 6 inch

2.6.2 Used Jointed Rail

2.6.2.1 Relay Rail

Relay rail shall be control cooled. Used rail shall be 115 lb/yd or heavier and shall have the same section and drilling pattern for each rail weight. Acceptable rail weights and sections are: 115 AREA, 130 AREA, 132 AREA, 133 AREA, 136 AREA, All relay rail provided shall be the same section. Relay rail shall not be cut into jointed rail from continuous welded rail.

a. Rail Drilling: Relay rail shall be provided with the rail ends drilled. Drilling shall be uniform and to the patterns specified.

RAIL DRILLING

115 RE 3-1/2, 6, 6 inch 130 RE 3-1/2, 6, 6 inch 132 RE 3-1/2, 6, 6 inch 133 RE 3-1/2, 6, 6 inch 136 RE 3-1/2, 6, 6 inch

b. Length: Relay rail shall be standard 60 or 80 ft lengths. Not more than 10 percent of the lot may be shorts. No rail shorter than 27 ft will be accepted.

c. Maximum Allowable Wear: For each rail, the average top wear shall meet the requirements on Table IV, except rail in turnouts which shall conform to paragraph Maximum Wear Used Rails Installed in Turnouts.

Side wear shall be measured 5/8 in below the original top of rail.

d. Condition and Appearance: Relay rail shall be free from obvious defects and clean in appearance. Rail that has severe pitting and corrosion or has been flame-gouged, or spike nipped will not be

34 11 00 -11 accepted. Rail shall be straight from line and surface and free from any kinks or bends. Rail bases shall be solid and free from visual defects such as plate wear, spike notching, pitting, and flame-gouging.

All existing bond wires shall be removed from relay rail by shear cutting old cables immediately adjacent to the weld or pin. Bond wire heads shall be completely removed from the gage side.

(1) Maximum Allowable Lip: Lip or overflow shall not exceed 1/8 inch on either side of the rail head.

(2) Engine Burns: Engine burns shall not be greater than 1/2 inch diameter and 1/32 inch deep. A maximum of 6 engine burns is allowed per rail and engine burns shall not affect more than 25 percent of the total order.

(3) End Batter and Chipping: Rail end batter shall not exceed a maximum of 1/8 inch when measured 1/2 inch from the rail end with a 18 inch straightedge laid only on the rail being measured.

Chipped or broken rail ends will not be accepted.

(4) Running Surface Damage: Running surface damage shall not exceed 1/4 inch long by 1/2 inch wide, and shall be not greater than 1/32 inch deep. Flat spots are not permitted on the rail head.

(5) Defects Not Permitted: Relay rail having any of the following defects shall not be accepted: bolt hole cracks or breaks, broken base, breaks, crushed head, detail fracture, engine burn fracture, head-web separation, piped rail, horizontal split head, vertical split head, torch cut rail ends, torch cut bolt holes, and compound or transverse fissures. The presence of any of these defects in the rail render that rail as scrap.

TABLE IV. ALLOWABLE WEAR LIMITS FOR RELAY RAIL

Nominal Rail Maximum Allowable Wear, in.

Weight, lbs/yds Top Side

Less than 115 1/8 1/4 115 or Greater 1/4 3/8

e. If 133 AREA section is not provided, 4 extra 39 or 80 ft sections of rail shall be furnished and left at the site for future spot replacement. Storage location shall be as directed by contracting officer.

2.7 TIE PLATES

2.7.1 General

Tie plates shall be of the dimensions and punching pattern (A or B) to fit the rail. New tie plates conforming to AREMA Manual shall be used with new rail. Used tie plates in good condition may be used with relay rail and shall be the dimensions as originally specified by AREMA Manual. The used tie plates shall not be smaller than 7-1/2 by 11 inch double-shoulder for use with relay rail having nominal weights of 115 lbs/yd and greater. Both flat and canted plates will be required to match the existing tie plates that are in track. Canted tie plates shall be used in all new rail and relay out-of-face rail replacements.

34 11 00 -12

2.7.2 Used Tie Plates

Used tie plates shall be free from excessive rust, pitting, mechanical damage, and dirt and other foreign materials. Cracked or broken plates shall be considered as scrap and shall not be used. Shoulders on the tie plates shall project a minimum of 1/4 inch above the plane of the rail seat. The thickness of the tie plate shall be at least 1/2 inch when measured anywhere in the rail seat area. Spike holes shall be square and not corroded, worn, or mechanically enlarged.

2.8 WOOD TIES

All ties shall be new. Species shall be White Oak, Douglas Fir, . Switch ties shall be Oak. Conditioning and seasoning shall conform to the requirements of AWPA C6 for the individual wood species. Ties shall be well seasoned. Prior to preservative treatment, wood ties shall be dried to the oven dry moisture content, or less, as specified in paragraph 3.14 of AWPA C6. The wood may be air dried, vapor dried, or boultonized. Ties which are to be dried by artificial means shall be conditioned and treated as soon as possible after sawing, but no more than 30 days later. The temperature used for boultonizing shall be as high as possible but in no case less than 200 degrees F. Vapor dried ties shall be transferred from drying cylinders to treatment cylinders as quickly as possible to avoid loss of heat from the seasoned ties. Ties shall be pressure treated in accordance with AREMA Manual by the empty cell process with a 60/40 creosote/coal tar solution (Grade C) in accordance with AWPA P2 to a minimum retention of 8 lbs/cu ft of wood. Bridge ties shall be treated in accordance with paragraph Bridge Ties. The Contractor shall record treatment as specified in AWPA M2. Treated ties shall be permanently marked or branded by the producer in accordance with AWPA M6.

Ties shall be produced by a member of the Railway Tie Association. All ties, except Southern, Red, and Ponderosa Pine, shall be incised on all four sides in the pattern specified in AREMA Manual, Chapter 30, Part 3, prior to treatment. Splits shall not be longer than 4 inch and not wider than 1/4 in at either end. Splits longer than 4 inch but not longer than the width of the face in which the split appears, will be acceptable if specified anti-splitting devices are installed with the splits compressed.

Any required adzing and drilling for spikes shall be performed prior to treatment. The Contractor shall notify the Contracting Officer at least 15 days prior to the shipment of any treated ties or timbers from the manufacturer's plant, to provide the Government the opportunity to inspect the materials before shipment. When inspections of onsite materials result in product rejection, the Contractor shall promptly segregate and remove rejected material from the premises. The Government may also charge the Contractor any additional cost of inspection or test when prior rejection makes reinspection or retesting necessary.

2.8.1 Crossties

Wood crossties shall conform to AREMA Manual.

a. Wood crossties except at road crossings: Wood ties shall be sawed and shall be not less than 7 inch thick and 9 inch wide. The length shall be 8.5 ft.

2.8.2 Switch Ties

Switch ties shall conform to AREMA Manual and shall be sawed 7 inch thick and 9 inch wide.

34 11 00 -13

2.8.3 Tie Plugs

Tie plugs shall fit holes from which spikes are drawn. The plugs shall comply and be treated in accordance with the AREMA manual.

2.8.4 Anti-splitting Devices

Crossties and switch ties shall be equipped on each end with gang nail end plates anti-splitting devices of the type specified, regardless of whether or not the wood has shown any tendency to split. Products used shall conform to AREMA Manual.

2.9 TURNOUTS

The component parts of the turnouts to be furnished 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, stands, frogs, and guardrails assemblies shall conform to the requirements of AREMA Track Plans.

2.9.1 Rail and Joint Bars

Rail, joint bars, and miscellaneous track materials used in turnout shall be furnished and installed as part of the complete turnout. Rail and miscellaneous track materials used in turnout shall be the weight and section shown on the contract drawings

2.9.2 Maximum Wear Used Rails Installed in Turnouts

The average top (vertical) wear shall be 1/8 in or less. Gage side head wear shall not exceed 1/8 inch .

2.9.3 Frogs, Switches, Guardrails and Appurtenances

Frogs, switches, guardrails and appurtenances shall be materials suitable for use in heavy tonnage main track. Used turnout materials shall have been fully reconditioned and shall be within plus or minus 1/8 inch of the original specification for that turnout design. Materials used in the turnout shall be of the same weight and section. Materials shall be in good condition and free from excessive rust, dirt, and other foreign materials. The rail weight and section shall be as specified.

2.9.3.1 Switches

Switches for new turnout construction or complete turnout replacement shall be 16 feet and 6 inches reinforced straight split switches with graduated risers generally conforming to AREMA Track Plan. Switch materials used to replace defective materials shall be as indicated.

a. Switch points shall be new. Switch point detail shall be AREMA Track Plans.

b. Switch rods and connecting rods shall be new.

c. Gage plates, switch plates, slide plates, and heel plates shall either be new or used and in good condition and not worn or corroded.

Rail braces shall be either rigid or adjustable. For a given turnout all rail braces shall be of the same design.

34 11 00 -14

d. Heel blocks shall be either cast or forged steel and be either new or used and in good condition. New heel block bolt assemblies shall be provided and shall be heat treated. The heel joint bars shall be either new or used in good condition and manufactured for the purpose.

If floating heel blocks are used, special no. 5 double shoulder plates shall be used to maintain 6.25 inch heel spread.

2.9.3.2 Frogs

Frogs shall be bolted rail in the sizes indicated.

a. Frogs shall be new or remanufactured. Cracked or broken used frog castings shall not be used. Cracked or broken frog castings that have been repaired by welding are not acceptable and shall not be used.

Remanufactured frogs shall meet the following wear requirements:

(1) Frog points shall be in good condition and not be worn, chipped, or broken.

(2) Maximum allowable wear on used or reconditioned frogs shall be:

Frog Point: 1/8 in Top Surface: 1/8 in Raised Guarding Face (Self-Guarded) 1/8 in All Wear Surfaces 1/8 in

(3) Minimum flangeway depth for used frogs shall be 1-3/4 inch.

Minimum flangeway width shall be 1-7/8 inch.

b. Frog bolts, nuts, lock washers, and headlocks shall all be new.

2.9.3.3 New or Replacement Guard Rails

New or replacement guard rails shall be a minimum of 15 ft in length and shall be new or used in good condition. Guard rails shall be of any of the following designs: Tee rail per AREMA Track Plans, solid manganese steel per AREMA Track Plan, or an acceptable hook flange design. For used guard rails the guard face shall be smooth and not worn more than 1/8 inch from its new condition. Guard rails bolted to the running rails shall be equipped with fillers. When fillers are installed or repaired new bolt assemblies shall be used. All bolts, nuts, and associated hardware shall be new. Clamped guard rails shall be equipped with block wedges, filler wedges, and cotter keys. Guard rail plates shall be new or acceptable replacements. Single-shoulder tie plates used with guard rails shall be installed with the shoulder on the inside flush against the base of the guard rail.

2.9.3.4 Hook Plates

Hook plates shall be new or acceptable used material and shall be of the designs and lengths indicated on AREMA Track Plans.

2.9.3.5 Switch Stands

a. New switch stands shall conform to AREMA Track Plans and shall be new or fully reconditioned, low-stand type with model number Bethlehem Steel model 51A . Switch stand shall be positive-action (rigid) with adjustable connecting rods .

c. Each stand shall be equipped with one of the following switch lamps as indicated on the project plans:

34 11 00 -15

(1) Reflecting Type: Approved reflecting switch lamps fitted with standard commercial-type double red and white reflecting lenses but without day signal targets.

(2) Reflecting Type with Daylight Disk: Approved reflecting switch lamps fitted with standard commercial-type double red and white reflecting lenses, and with day signal targets.

2.9.4 Rail Braces

Rail braces shall be either the fixed or adjustable type and shall be of standard manufacture.

2.10 MISCELLANEOUS TRACK MATERIALS

Miscellaneous track materials shall be as follows:

2.10.1 Spikes

2.10.1.1 Track Spikes

Track spikes shall be new and shall conform to Chapter 5, Part 2 of AREMA Manual. Track spikes size 6 by 5/8 inch shall be used with 100 lbs or heavier rail.

2.10.2 Bolts, Nuts, and Spring Washers

New track bolts, nuts, and spring washers shall be used throughout the project for both new and relay rail.

2.10.2.1 Bolts and Nuts

The various rail, joint bars, and rail drillings require various lengths and diameters of bolt assemblies. The Contractor shall determine the number of bolt assemblies of each size required. All bolt diameters shall be the largest possible for a given rail drilling and joint bar punching.

Track bolts and nuts shall conform to AREMA Manual.

Track bolts shall be long enough to leave at least two threads exposed after the nut is tightened.

2.10.2.2 Spring Washers

Spring washers and nuts shall be sized to ensure that the spring washer develops its full reactive force and does not jam into the joint bar hole.

Spring washers shall be of the size to fit the bolt and nut used and shall conform to AREMA Manual, and AREMA track plans.

2.10.3 Rail Anchors

Where special tools are required to install or remove anchors, the Contractor shall furnish a minimum of one tool for each 5,000 anchors, or fraction thereof, not to exceed 5 tools per job.

2.10.3.1 New Installation

Rail anchors for new installations shall be repinched. Sizes shall conform to the various sizes of rail on the project and conform to "Specifications for Rail Anchors" in AREMA Manual. Anchors may be either drive-on or spring type.

34 11 00 -16

2.10.3.2 Salvaged Rail Anchors

Rail anchors salvaged from the track being removed shall remain the property of the USACE and stock piled on site in a location specified by Contracting Officer. No used anchors shall be reinstalled unless they have been repinched.

2.10.3.3 Rail Clips and Fasteners

Provide single tight fit clips with fillers as necessary to fit rail section furnished. Clip or fastener design shall anchor rail against longitudinal movement.

2.11 SALVAGED MATERIALS

2.11.1 Dunnage

Pallets, sills, and other material used for packaging and stacking salvaged track items shall be clean, free of decay or other defect, and sufficiently sturdy for the service intended.

2.11.2 Marking Paint

Marking paint shall be a good quality oil-based spray marking paint or a good quality oil-based paint marker.

2.11.3 Salvaging Rail

The Contractor shall salvage the rail in accordance with the drawing.

2.11.4 Joint Bars

The contractor shall salvage the joint bars in accordance with the drawing.

2.11.5 Tie Plates and anchors

Tie plates and anchors salvaged from existing tracks, shall be returned in accordance with the drawings.

2.12 WELDING

2.12.1 Rail Welding Kits

Kits for thermite type rail welds shall be approved by the Contracting Officer before use. Contractor shall provide welding kits for all rail sections used and no differentiation will be made between Contractor-furnished and Government-furnished rail sections for measurement and payment purposes.

34 11 00 -17

PART 3 EXECUTION

3.1 REMOVAL, SALVAGE, AND DISPOSITION OF MATERIALS

Tracks and segments of track shall not be dismantled until approved to do by the Contracting Officer. The following materials shall be salvaged by the Contractor for later use by the Government.

3.1.1 Materials To Be Salvaged

Materials to be salvaged for later use by the Government are:

Rail, ties, plates, bars and other track materail.

Other materials shall become the property of the Contractor and shall be removed from the project.

3.1.2 Methods and Procedures

The Contractor may use any methods to dismantle the track, provided proper measures are taken to ensure the safety of the laborers and the general public, and no damage is caused to track components to be salvaged or other tracks and structures which are indicated to remain.

3.1.3 Inventory of Track Materials

The Contractor shall keep a detailed inventory of excess and salvaged track materials stockpiled for the Government. Detailed inventory shall be recorded in appropriate format and furnished to the Contracting Officer.

3.1.4 Inspection and Reconditioning of Used Track Materials

Salvaged track materials shall be cleaned and inspected for defects to determine their suitability for further use.

3.1.4.1 Cleaning By Hand or Mechanical Means

Rail, joint bars, gage rods, tie plates, rail anchors, and other materials shall be cleaned by hand or mechanical means to remove all adhering dirt and heavy rusting so that the bare steel can be examined.

3.1.4.2 Visual Examination of Rails

Rails shall be visually examined for evidence of defects such as those illustrated on Form 402-A found in AREMA Manual. Such defects shall be brought to the attention of the Contracting Officer who will be the final judge as to the serviceability of the rail. Rails having bolt hole cracks or end batter under paragraph TRACK REPAIR that can be reconditioned for use by cropping and redrilling shall be marked at the location of the defect with yellow paint. Rails with other defects or which cannot be reconditioned shall be rejected as scrap and shall be marked with bright red paint and stacked separately.

3.1.4.3 Visual Examination of Joint Bars

Existing joint bars and compromise joint bars which are removed and no longer required at that location due to rail replacement or other work may be cleaned and reused at other locations, subject to review and approval of the Contracting Officer. Joint bars and compromise joints that are not reused shall be salvaged or scrapped. Joint bars shall be visually examined for defects and wear. Joint bars with bolt hole or spike slot cracks shall be scrapped. Bars which do not fit tightly against the rail or bars in which the bolt holes are excessively corroded or worn shall be scrapped. The Contracting Officer will be the final judge of the

34 11 00 -18 serviceability of joint bars. Scrapped bars shall be marked with bright red paint and stacked separately.

3.1.4.4 Visual Examination of Tie Plates and Rail Anchors

Tie plates and rail anchors shall be visually examined for cracks, breaks, excessive wear, and excessive corrosion. Track material with these defects shall be considered scrap, marked with bright red paint and stacked separately.

3.1.5 Transport and Stack Excess and Salvaged Materials

3.1.5.1 Material Not Used In Track Repair

Excess and salvaged materials which are not used in track repair work shall be stacked at a site on the military installation designated by the Contracting Officer.

3.1.5.2 Stacking of Rails

Rails shall be stacked on approved sills a minimum of 6 inch above the ground. Rails shall be stacked with the heads up and with the ends even.

Each layer shall be separated by at least three 2 by 4 inch wood strips evenly spaced along the length of the rail. Rail shall be grouped by weight, section, drilling, condition, length, and amount of wear. The weight, section, drilling, and length shall be marked on one of the rails near the mid-height of the stack. These markings shall be painted neatly near one end of the rail.

3.1.5.3 Stacking of Joint Bars, Gage Rods, and Tie Plates

Joint bars, gage rods, and tie plates shall be sorted by section, punching and condition and shall be stacked on pallets. Each pallet stack shall be steel banded for forklift handling. The maximum weight on any pallet shall be 1,500 lbs. Compromise joint bars shall be wired together in pairs and stacked on pallets, separate from other bars.

3.1.5.4 Containers

Rail anchors shall be sorted by type and size and placed in kegs, steel drums, or other approved containers. Containers shall be labeled with the rail weight and section.

3.1.6 Material to be Scrapped

Material to be scrapped shall remain the property of the USACE and stock piled on site in a location specified by Contracting Office.

3.2 PLACEMENT OF BALLAST AND SUBBALLAST

Ballast and Subballast shall be placed to the lines and grades indicated.

The average thickness shall be within 0.25 inch of the thickness shown on the drawings Subgrade shall conform to the requirements of Section 31 00 00 EARTHWORK. Ballast and Subballast shall not be placed on soft, muddy, or frozen areas. Where the prepared subgrade is soft, muddy, rutted, exhibits severe depressions, or is otherwise damaged, the ballast and Subballast shall not be placed until the damaged subgrade has been repaired and the area has been approved by the Contracting Officer.

34 11 00 -19

3.2.1 Subballast

3.2.1.1 Subballast Placement

Subballast shall be placed in a uniform horizontal lift for the full width of the cross-section to the total depth indicated. The subballast layer shall be shaped to a section conforming to the subballast section shown on the drawings and shall be thoroughly compacted.

3.2.1.2 Subballast Compaction

The subballast lift shall be compacted using approved compaction equipment.

The roller weights, vibration frequencies (where applicable), tire pressures (where applicable), and number of passes shall be sufficient to obtain in-place densities across the full width of the subballast and throughout the entire depth of the layer of not less than 95 percent of the ASTM D 1557 laboratory maximum dry density for the subballast material.

Density shall be field measured in accordance with ASTM D 1556(base plate, as shown in the drawing shall be used) or ASTM D 2922. The calibration curves shall be checked and adjusted, if necessary, using only the sand cone method as described in paragraph Calibration, of the ASTM publication.

Tests performed in accordance with ASTM D 2922 result in a wet unit weight of soil and, when using this method, ASTM D 3017 shall be used to determine the moisture content of the soil. The calibration curves furnished with the moisture gages shall also be checked along with density calibration checks as described in ASTM D 3017. The calibration checks of both the density and moisture gages shall be made by the prepared containers of material method, as described in paragraph Calibration, in ASTM D 2922, on each different type of material to be tested at the beginning of a job and at intervals as directed. One field density tests shall be taken for each 1000 square yards of each layer of material placed in each area.

3.2.2 Ballast

3.2.1.3 Ballast Placement

Number 5 AREMA ballast shall be placed in the tracks where indicated; 2 inch of Number 5 ballast shall be used near turnouts and for 30 feet each side of the switch stand to provide a smooth walking surface for railroad employees. All other areas shall require size AREMA Number 4 or 5 ballast.

3.2.1.4 Ballast Distribution

Ballast shall not be distributed until the subballast has been approved by the Contracting Officer. No payment will be made for ballast which is distributed without the Contracting Officer's approval.

a. Ballast distribution shall be to the depth indicated and may be from either trucks or railroad cars.

b. Forming of ruts that would impair proper roadway drainage shall be prevented when distributing ballast from trucks and off track equipment. Any ruts formed greater than 1 inch shall be leveled and graded to drain.

c. Ballast shall be unloaded as close as possible to the point of use so that unnecessary handling is prevented. Excess ballast shall be picked up and redistributed at the Contractor's expense. If additional ballast is required for dressing, it shall be added by the Contractor at no increase in unit price.

d. Ballast cars shall not be released until they have been inspected.

Ballast cars may be weighed by the Government before and after

34 11 00 -20 dumping the ballast at no cost to the Contractor.

3.2.1.5 Ballast Below Ties

For new construction, the last 4 inches ballast below the tie, the shoulder ballast and the ballast in the tie cribs shall be placed subsequent to the rail and tie installation. For surfacing existing track, the ballast shall be placed subsequent to rail and tie replacements.

3.3 TRACK CONSTRUCTION

Track construction not covered specifically herein shall be in accordance with AREMA recommendations and recommended practices.

3.3.1 Roadbed Preparation

Clearing and grubbing, grading, excavation, embankment preparation, and subgrade preparation shall be performed in accordance with 31 11 00 CLEARING AND GRUBBING. Roadbed surface, grade, and drainage shall be approved prior to any distribution of construction material. Where the subgrade or roadbed is damaged during distribution of materials, ruts and depressions shall be filled and compacted and the roadbed surface reapproved prior to track construction.

3.3.2 Unloading the Materials

The use of picks in the handling of ties will not be permitted. Rails shall be unloaded from cars with an approved derrick or crane and placed with the head up without dropping and with sufficient support under the base. Rails of proper length shall be distributed as necessary for road crossings, switches, joint spacing, and other special conditions.

3.3.3 Ties

Standard center-to-center spacing of crossties shall be 22 inch. Switch ties and bridge ties shall be spaced as indicated on the drawings. Ties shall be laid perpendicular to the center line of the track with the grain up (heartwood side down) for wood ties. The best ties shall be used at the rail joints. The ends of ties on one side of the track shall be parallel to the rail and the center of the tie shall be on the approximate center line of the track. The ends shall be aligned on the inside of curves and shall continue on that side until reaching a curve in the opposite direction. On double tracks, the ties shall be aligned on the outside ends. The top surface of ties shall provide full bearing for the tie plates. Adzing of wood ties shall be restricted to that necessary to provide a sound true bearing for the tie plate. Adzing in excess of 0.2 inch will not be permitted. Where adzing is necessary, the cut surface of the wood tie shall be completely saturated with creosote or other approved preservatives.

3.3.4 Tie Plates

Tracks shall be fully tie-plated. Tie plates shall be free of dirt and other foreign material when installed. Tie plates shall be placed so that the rails will have full bearing on the plate, and the plate will have full bearing on the tie. Tie plates shall be set at right angles to the rail with the outside shoulder against the base of the rail, and centered on the tie. Canted tie plates shall be installed to cant the rail inward.

3.3.5 Rail

The base of the rail and the surface of the tie and tie plate shall be free

34 11 00 -21 of dirt and other foreign materials prior to laying rail.

3.3.5.1 Laying Rail

Rail shall be laid without bumping or striking, to standard gage ( 4 ft 8-1/2 inch between points 5/8 inch below the top of the rail) on tangents and on curves up to 12 degrees. For curves 12 degrees and greater, the gage shall be widened 1/8 in for each increment of 2 degrees to a maximum of 4 ft 9 inch, in accordance with TABLE V. The track shall be gaged at every third tie as spikes are being driven.

TABLE V. TRACK GAGE FOR HIGH DEGREE OF CURVATURE

Degree of Curvature per 100-ft chord

Equal to or But Equal to or Greater Than Less Than Track Gage (Deg - Min) (Deg - Min) (Ft - In.)

0 - 00 12 - 00 4 - 8-1/2 12 - 01 14 - 00 4 - 8-5/8 14 - 01 16 - 00 4 - 8-3/4 16 - 01 18 - 00 4 - 8-7/8 18 - 01 20 - 00 4 - 9

a. Jointed rails shall be laid, one at a time, with space allowance for expansion being provided between rail ends in accordance with

TABLE VI.

c. A standard rail thermometer shall be used to determine the rail temperature. The thermometer shall be laid close to the web on the side of the rail base which is shaded from the sun's rays in advance of the laying operation and left there long enough to accurately record the temperature. The Contractor quality control representative shall see that rail temperature is checked frequently and that proper rail expansion shims are used. All thermometers shall be calibrated against the Contracting Officer's rail thermometer which will have been accurately calibrated and will be considered as the standard.

d. Except through turnouts, the staggering of the joints on one side shall not vary more than 18 inch in either direction from the center of the opposite rail.

e. Rails less than 33 ft in length shall not be used in out-of-face rail relay. However, rails not less than 13 ft long may be used for final connections to existing rails to prevent joints from occurring at prohibited locations or to provide the specified joint stagger in curves.

f. Rail joints shall not occur in or within 20 ft of a road crossing, alongside of or within 5 ft of the end of any switch or turnout guard rail, or the end of any open deck bridge.

3.3.5.2 Joints

The joints in opposite rails shall be staggered one-half the rail length but not less than 12 ft apart, except closer joints may be required at turnouts. Rail less than 13 ft in length shall not be installed in track.

No joint shall be less than 6 ft from the ends of open-deck bridges, or

34 11 00 -22 less than 3 ft from switch points. No joint shall be installed within 20 ft of a road crossing, outer perimeter of any structure, or any location which restricts access to the joint. Where joints are required in these areas, the joints shall be welded.

3.3.5.3 Expansion Allowance

Allowance for expansion shall be provided at rail joints by using rail-expansion metal shims. Shims shall be removed to within 12 rails of the laying. Shims shall be of the thickness shown in TABLE VI. The temperature of the rail shall be determined by use of a thermometer placed on the rail base on the side away from the sun. Typical rail gap gages are as shown.

TABLE VI. SHIM THICKNESS

33-Ft Rail 39-Ft Rail 78-Ft Rail 160 Joints per Mi 135 Joints per Mi 68 Joints per Mi

Rail Shim Rail Shim Rail Shim Temperature Thickness Temperature Thickness Temperature Thickness (degrees F) (in.) (degrees F) (in.) (degrees F) (in.)

Below -10 5/16 Below 6 5/16 Below 35 5/16 -10 to 14 1/4 6 to 25 1/4 35 to 47 1/4 15 to 34 3/16 26 to 45 3/16 48 to 60 3/16 35 to 59 1/8 46 to 65 1/8 61 to 73 1/8 over 60 1/16 over 66 1/16 over 74 1/16

3.3.5.4 Cutting Rail

Only rail saws or track chisels shall be used to cut rail. New holes shall be drilled using a standard template. Holes shall not be burned in rail.

Holes cut with a torch will not be accepted. When drilling of rail is necessary, all chips and burrs shall be removed before applying joints.

3.3.5.5 Matching Rails

Where relay rail is used, matching adjacent rails shall not cause lipped or uneven joints. Any mismatched rail ends shall be welded to provide proper match. Rail end mismatch shall not exceed 1/8 in on gage or tread portions of rail.

3.3.6 Joint Bars

Joint bars shall be clean. Rail joints shall be installed so that bars are not cocked between the base and head of the rail. Bars shall be properly seated in the rail and the full number of correct-size bolts, nuts, and spring washers installed. Bolts shall be placed with nuts alternately on inside and outside of rail. A corrosion resistant lubricant shall be applied to the bolt threads prior to application of nuts. Bolts shall be tightened to torque of approximately 20,000 to 25,000 ft-lbs, beginning at the center of the joint and working both ways to the ends of the joint.

After the track has been in service all bolts shall be checked and retightened to a torque of approximately 20,000 to 25,000ft-lbs. Rail of different sections shall be connected by properly fitting compromise joint bars. The mismatch for compromise joints for either tread surface or on the gage side shall not exceed 1/8 inch. Defective joint bars designated on the contract drawings, discovered by the Contractor during track repair operations, or as identified by the Contracting Officer shall be replaced with acceptable joint bars.

34 11 00 -23

3.3.7 Spiking

3.3.7.1 Spiking Procedures

Rail shall be spiked promptly after being laid. Spikes shall be started and driven vertically and square with the rail. Engineered polymer composite ties shall be pre-drilled per manufacturer's recommendations for size and depth. Spikes shall be driven to allow approximately 1/8 to 3/16 inch space between the underside of the spike and the top of the rail base.

Spikes shall not be overdriven, or straightened while being driven.

Spikes shall not be installed through the slots in skirted-type, slotted joint bars (angle bars). Spikes shall not be driven against the ends of joint bars.

3.3.7.2 Number of Spikes

Four rail-holding spikes shall be used on each tie on tangents and curves less than 4 degrees. Spikes on the gage side of the running rail shall be placed directly across from each other and the spikes on the field side of the running rail shall be placed directly across from each other.