[Title 49 CFR D]
[Code of Federal Regulations (annual edition) - October 1, 2006 Edition]
[Title 49 - TRANSPORTATION]
[Subtitle B - Other Regulations Relating to Transportation (Continued)]
[Chapter II - FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF]
[Part 213 - TRACK SAFETY STANDARDS]
[Subpart D - Track Structure]
[From the U.S. Government Publishing Office]
49TRANSPORTATION42006-10-012006-10-01falseTrack StructureDSubpart DTRANSPORTATIONOther Regulations Relating to Transportation (Continued)FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OFTRACK SAFETY STANDARDS
Subpart D_Track Structure
Sec. 213.101 Scope.
This subpart prescribes minimum requirements for ballast, crossties,
track assembly fittings, and the physical conditions of rails.
Sec. 213.103 Ballast; general.
Unless it is otherwise structurally supported, all track shall be
supported by material which will--
(a) Transmit and distribute the load of the track and railroad
rolling equipment to the subgrade;
(b) Restrain the track laterally, longitudinally, and vertically
under dynamic loads imposed by railroad rolling equipment and thermal
stress exerted by the rails;
(c) Provide adequate drainage for the track; and
(d) Maintain proper track crosslevel, surface, and alinement.
Sec. 213.109 Crossties.
(a) Crossties shall be made of a material to which rail can be
securely fastened.
(b) Each 39 foot segment of track shall have--
(1) A sufficient number of crossties which in combination provide
effective support that will--
(i) Hold gage within the limits prescribed in Sec. 213.53(b);
(ii) Maintain surface within the limits prescribed in Sec. 213.63;
and
(iii) Maintain alinement within the limits prescribed in Sec.
213.55.
(2) The minimum number and type of crossties specified in paragraphs
(c) and (d) of this section effectively distributed to support the
entire segment; and
(3) At least one crosstie of the type specified in paragraphs (c)
and (d) of this section that is located at a joint location as specified
in paragraph (f) of this section.
(c) Each 39 foot segment of: Class 1 track shall have five
crossties; Classes 2 and 3 track shall have eight crossties; and Classes
4 and 5 track shall have 12 crossties, which are not:
(1) Broken through;
(2) Split or otherwise impaired to the extent the crossties will
allow the ballast to work through, or will not hold spikes or rail
fasteners;
(3) So deteriorated that the tie plate or base of rail can move
laterally more than \1/2\ inch relative to the crossties; or
(4) Cut by the tie plate through more than 40 percent of a ties'
thickness.
(d) Each 39 foot segment of track shall have the minimum number and
type of crossties as indicated in the following table (this paragraph
(d) is applicable September 21, 2000).
------------------------------------------------------------------------
Turnouts
Tangent and
track and curved
Class of track curves track
<=2 over 2
degrees degrees
------------------------------------------------------------------------
Class 1 track..................................... 5 6
Class 2 track..................................... 8 9
Class 3 track..................................... 8 10
Class 4 and 5 track............................... 12 14
------------------------------------------------------------------------
(e) Crossties counted to satisfy the requirements set forth in the
table in paragraph (d) of this section shall not be--
(1) Broken through;
[[Page 104]]
(2) Split or otherwise impaired to the extent the crossties will
allow the ballast to work through, or will not hold spikes or rail
fasteners;
(3) So deteriorated that the tie plate or base of rail can move
laterally \1/2\ inch relative to the crossties; or
(4) Cut by the tie plate through more than 40 percent of a
crosstie's thickness (this paragraph (e) is applicable September 21,
2000).
(f) Class 1 and Class 2 track shall have one crosstie whose
centerline is within 24 inches of each rail joint location, and Classes
3 through 5 track shall have one crosstie whose centerline is within 18
inches of each rail joint location or, two crossties whose centerlines
are within 24 inches either side of each rail joint location. The
relative position of these ties is described in the following diagrams:
[GRAPHIC] [TIFF OMITTED] TR22JN98.003
Each rail joint in Classes 1 and 2 track shall be supported by at least
one crosstie specified in paragraphs (c) and (d) of this section whose
centerline is within 48 shown above.
[GRAPHIC] [TIFF OMITTED] TR22JN98.004
Each rail joint in Classes 3 through 5 track shall be supported by
either at least one crosstie specified in paragraphs (c) and (d) of this
section whose centerline is within 36 shown above, or:
[[Page 105]]
[GRAPHIC] [TIFF OMITTED] TR22JN98.005
Two crossties, one on each side of the rail joint, whose centerlines are
within 24 of the rail joint location shown above.
(g) For track constructed without crossties, such as slab track,
track connected directly to bridge structural components and track over
servicing pits, the track structure shall meet the requirements of
paragraphs (b)(1)(i), (ii), and (iii) of this section.
[63 FR 34029, June 22, 1998; 63 FR 46102, Aug. 28, 1998]
Sec. 213.110 Gage restraint measurement systems.
(a) A track owner may elect to implement a Gage Restraint
Measurement System (GRMS), supplemented by the use of a Portable Track
Loading Fixture (PTLF), to determine compliance with the crosstie and
fastener requirements specified in Sec. Sec. 213.109 and 213.127
provided that--
(1) The track owner notifies the appropriate FRA Regional office at
least 30 days prior to the designation of any line segment on which GRMS
technology will be implemented; and
(2) The track owner notifies the appropriate FRA Regional office at
least 10 days prior to the removal of any line segment from GRMS
designation.
(b) Initial notification under paragraph (a)(1) of this section
shall include--
(1) Identification of the line segment(s) by timetable designation,
milepost limits, class of track, or other identifying criteria; and
(2) The most recent record of million gross tons of traffic per year
over the identified segment(s).
(c) The track owner shall also provide to FRA sufficient technical
data to establish compliance with the minimum design requirements of a
GRMS vehicle which specify that--
(1) Gage restraint shall be measured between the heads of rail--
(A) At an interval not exceeding 16 inches;
(B) Under an applied vertical load of no less than 10,000 pounds per
rail; and
(C) Under an applied lateral load which provides for a lateral/
vertical load ratio between 0.5 and 1.25, and a load severity greater
than 3,000 pounds but less than 8,000 pounds.
(d) Load severity is defined by the formula--S=L-cV
Where--
S=Load severity, defined as the lateral load applied to the fastener
system (pounds).
L=Actual lateral load applied (pounds).
c=Coefficient of friction between rail/tie which is assigned a nominal
value of (0.4).
V=Actual vertical load applied (pounds).
(e) The measured gage values shall be converted to a Projected
Loaded Gage 24 (PLG 24) as follows--
[GRAPHIC] [TIFF OMITTED] TR10JA01.000
Where--
UTG=Unloaded track gage measured by the GRMS vehicle at a point no less
than 10 feet from any lateral or vertical load application.
LTG=Loaded track gage measured by the GRMS vehicle at a point no more
than 12
[[Page 106]]
inches from the lateral load application point.
A=The extrapolation factor used to convert the measured loaded gage to
expected loaded gage under a 24,000 pound lateral load and a 33,000
pound vertical load.
For all track--
[GRAPHIC] [TIFF OMITTED] TR10JA01.001
Note: The A factor shall not exceed (3.184) under any valid loading
configuration.
where--
L=Actual lateral load applied (pounds).
V=Actual vertical load applied (pounds).
(f) The measured gage value shall be converted to a Gage Widening
Ratio (GWR) as follows--
[GRAPHIC] [TIFF OMITTED] TR10JA01.002
(g) The GRMS vehicle shall be capable of producing output reports
that provide a trace, on a constant-distance scale, of all parameters
specified in paragraph (l) of this section.
(h) The GRMS vehicle shall be capable of providing an exception
report containing a systematic listing of all exceptions, by magnitude
and location, to all the parameters specified in paragraph (l) of this
section.
(i) The exception reports required by this section shall be provided
to the appropriate person designated as fully qualified under Sec.
213.7 prior to the next inspection required under Sec. 213.233.
(j) The track owner shall institute the necessary procedures for
maintaining the integrity of the data collected by the GRMS and PTLF
systems. At a minimum, the track owner shall--
(1) Maintain and make available to the Federal Railroad
Administration documented calibration procedures on each GRMS vehicle
which, at a minimum, shall specify a daily instrument verification
procedure that will ensure correlation between measurements made on the
ground and those recorded by the instrumentation with respect to loaded
and unloaded gage parameters; and
(2) Maintain each PTLF used for determining compliance with the
requirements of this section such that the 4,000-pound reading is
accurate to within five percent of that reading.
(k) The track owner shall provide training in GRMS technology to all
persons designated as fully qualified under Sec. 213.7 and whose
territories are subject to the requirements of this section. The
training program shall be made available to the Federal Railroad
Administration upon request. At a minimum, the training program shall
address--
(1) Basic GRMS procedures;
(2) Interpretation and handling of exception reports generated by
the GRMS vehicle;
(3) Locating and verifying defects in the field;
(4) Remedial action requirements;
(5) Use and calibration of the PTLF; and
(6) Recordkeeping requirements.
(l) The GRMS record of lateral restraint shall identify two
exception levels. At a minimum, the track owner shall initiate the
required remedial action at each exception level as defined in the
following table--
[[Page 107]]
------------------------------------------------------------------------
If measurement value
GRMS parameter \1\ exceeds Remedial action required
------------------------------------------------------------------------
First Level Exception
------------------------------------------------------------------------
UTG................. 58 inches........... (1) Immediately protect the
exception location with a
10 mph speed restriction;
then verify location; and
(2) Restore lateral
restraint and maintain in
compliance with PTLF
criteria as described in
paragraph (m) of this
section; and
(3) Maintain compliance
with Sec. 213.53(b) of
this part as measured with
the PTLF.
------------------------------------------------------------------------
LTG.................. 58 inches...........
PLG24................ 59 inches...........
GWR.................. 1.0 inches..........
Second Level Exception
------------------------------------------------------------------------
LTG................. 57\3/4\ inches on \2\ Limit operating speed
Class 4 and 5 track to no more than the
\2\. maximum allowable under
Sec. 213.9 for Class 3
track; then verify
location; and
(1) Maintain in compliance
with PTLF criteria as
described in paragraph (m)
of this section; and
(2) Maintain compliance
with Sec. 213.53(b) of
this part as measured with
the PTLF.
PLG24................ 58 inches...........
GWR.................. 0.75 inches.........
------------------------------------------------------------------------
\1\ Definitions for the GRMS parameters referenced in this table are
found in paragraph (p) of this section.
\2\ This note recognizes that typical good track will increase in total
gage by as much as \1/4\ inch due to outward rail rotation under GRMS
loading conditions. For Class 2 & 3 track, the GRMS LTG values are
also increased by \1/4\ inch to a maximum of 58 inches. However, for
any Class of track, GRMS LTG values in excess of 58 inches are
considered First Level exceptions and the appropriate remedial actions
must be taken by the track owner. This \1/4\-inch increase in
allowable gage applies only to GRMS LTG. For gage measured by
traditional methods, or with the use of the PTLF, the table in Sec.
213.53(b) will apply.
(m) Between GRMS inspections, the PTLF may be used as an additional
analytical tool to assist fully qualified Sec. 213.7 individuals in
determining compliance with the crosstie and fastener requirements of
Sec. Sec. 213.109 and 213.127. When the PTLF is used, whether as an
additional analytical tool or to fulfill the requirements of paragraph
(l), it shall be used subject to the following criteria--
(1) At any location along the track that the PTLF is applied, that
location will be deemed in compliance with the crosstie and fastener
requirements specified in Sec. Sec. 213.109 and 213.127 provided that--
(i) The total gage widening at that location does not exceed \5/8\
inch when increasing the applied force from 0 to 4,000 pounds; and
(ii) The gage of the track under 4,000 pounds of applied force does
not exceed the allowable gage prescribed in Sec. 213.53(b) for the
class of track.
(2) Gage widening in excess of \5/8\ inch shall constitute a
deviation from Class 1 standards.
(3) A person designated as fully qualified under Sec. 213.7 retains
the discretionary authority to prescribe additional remedial actions for
those locations which comply with the requirements of paragraph
(m)(1)(i) and (ii) of this section.
(4) When a functional PTLF is not available to a fully qualified
person designated under Sec. 213.7, the criteria for determining
crosstie and fastener compliance shall be based solely on the
requirements specified in Sec. Sec. 213.109 and 213.127.
(5) If the PTLF becomes non-functional or is missing, the track
owner will replace or repair it before the next inspection required
under Sec. 213.233.
(6) Where vertical loading of the track is necessary for contact
with the lateral rail restraint components, a PTLF test will not be
considered valid until contact with these components is restored under
static loading conditions.
(n) The track owner shall maintain a record of the two most recent
GRMS inspections at locations which meet the requirements specified in
Sec. 213.241(b). At a minimum, records shall indicate the following--
(1) Location and nature of each First Level exception; and
(2) Nature and date of remedial action, if any, for each exception
identified in paragraph (n)(1) of this section.
(o) The inspection interval for designated GRMS line segments shall
be such that--
[[Page 108]]
(1) On line segments where the annual tonnage exceeds two million
gross tons, or where the maximum operating speeds for passenger trains
exceeds 30 mph, GRMS inspections must be performed annually at an
interval not to exceed 14 months; or
(2) On line segments where the annual tonnage is two million gross
tons or less and the maximum operating speed for passenger trains does
not exceed 30 mph, the interval between GRMS inspections must not exceed
24 months.
(p) As used in this section--
(1) Gage Restraint Measurement System (GRMS) means a track loading
vehicle meeting the minimum design requirements specified in this
section.
(2) Gage Widening Ratio (GWR) means the measured difference between
loaded and unloaded gage measurements, linearly normalized to 16,000
pounds of applied lateral load.
(3) L/V ratio means the numerical ratio of lateral load applied at a
point on the rail to the vertical load applied at that same point. GRMS
design requirements specify an L/V ratio of between 0.5 and 1.25. GRMS
vehicles using load combinations developing L/V ratios which exceed 0.8
must be operated with caution to protect against the risk of wheel climb
by the test wheelset.
(4) Load severity means the amount of lateral load applied to the
fastener system after friction between rail and tie is overcome by any
applied gage-widening lateral load.
(5) Loaded Track Gage (LTG) means the gage measured by the GRMS
vehicle at a point no more than 12 inches from the lateral load
application point.
(6) Portable Track Loading Fixture (PTLF) means a portable track
loading device capable of applying an increasing lateral force from 0 to
4,000 pounds on the web/base fillet of each rail simultaneously.
(7) Projected Loaded Gage (PLG) means an extrapolated value for
loaded gage calculated from actual measured loads and deflections. PLG
24 means the extrapolated value for loaded gage under a 24,000 pound
lateral load and a 33,000 pound vertical load.
(8) Unloaded Track Gage (UTG) means the gage measured by the GRMS
vehicle at a point no less than 10 feet from any lateral or vertical
load.
[66 FR 1899, Jan. 10, 2001; 66 FR 8372, Jan. 31, 2001]
Sec. 213.113 Defective rails.
(a) When an owner of track to which this part applies learns,
through inspection or otherwise, that a rail in that track contains any
of the defects listed in the following table, a person designated under
Sec. 213.7 shall determine whether or not the track may continue in
use. If he determines that the track may continue in use, operation over
the defective rail is not permitted until--
(1) The rail is replaced; or
(2) The remedial action prescribed in the table is initiated.
[[Page 109]]
[GRAPHIC] [TIFF OMITTED] TN28SE98.059
Notes A. Assign person designated under Sec. 213.7 to visually
supervise each operation over defective rail.
A2. Assign person designated under Sec. 213.7 to make visual
inspection. After a visual inspection, that person may authorize
operation to continue without continuous visual
[[Page 110]]
supervision at a maximum of 10 m.p.h. for up to 24 hours prior to
another such visual inspection or replacement or repair of the rail.
B. Limit operating speed over defective rail to that as authorized
by a person designated under Sec. 213.7(a), who has at least one year
of supervisory experience in railroad track maintenance. The operating
speed cannot be over 30 m.p.h. or the maximum allowable speed under
Sec. 213.9 for the class of track concerned, whichever is lower.
C. Apply joint bars bolted only through the outermost holes to
defect within 20 days after it is determined to continue the track in
use. In the case of Classes 3 through 5 track, limit operating speed
over defective rail to 30 m.p.h. until joint bars are applied;
thereafter, limit speed to 50 m.p.h. or the maximum allowable speed
under Sec. 213.9 for the class of track concerned, whichever is lower.
When a search for internal rail defects is conducted under Sec.
213.237, and defects are discovered in Classes 3 through 5 which require
remedial action C, the operating speed shall be limited to 50 m.p.h., or
the maximum allowable speed under Sec. 213.9 for the class of track
concerned, whichever is lower, for a period not to exceed 4 days. If the
defective rail has not been removed from the track or a permanent repair
made within 4 days of the discovery, limit operating speed over the
defective rail to 30 m.p.h. until joint bars are applied; thereafter,
limit speed to 50 m.p.h. or the maximum allowable speed under Sec.
213.9 for the class of track concerned, whichever is lower.
D. Apply joint bars bolted only through the outermost holes to
defect within 10 days after it is determined to continue the track in
use. In the case of Classes 3 through 5 track, limit operating speed
over the defective rail to 30 m.p.h. or less as authorized by a person
designated under Sec. 213.7(a), who has at least one year of
supervisory experience in railroad track maintenance, until joint bars
are applied; thereafter, limit speed to 50 m.p.h. or the maximum
allowable speed under Sec. 213.9 for the class of track concerned,
whichever is lower.
E. Apply joint bars to defect and bolt in accordance with Sec.
213.121(d) and (e).
F. Inspect rail 90 days after it is determined to continue the track
in use.
G. Inspect rail 30 days after it is determined to continue the track
in use.
H. Limit operating speed over defective rail to 50 m.p.h. or the
maximum allowable speed under Sec. 213.9 for the class of track
concerned, whichever is lower.
I. Limit operating speed over defective rail to 30 m.p.h. or the
maximum allowable speed under Sec. 213.9 for the class of track
concerned, whichever is lower.
(b) As used in this section--
(1) Transverse fissure means a progressive crosswise fracture
starting from a crystalline center or nucleus inside the head from which
it spreads outward as a smooth, bright, or dark, round or oval surface
substantially at a right angle to the length of the rail. The
distinguishing features of a transverse fissure from other types of
fractures or defects are the crystalline center or nucleus and the
nearly smooth surface of the development which surrounds it.
(2) Compound fissure means a progressive fracture originating in a
horizontal split head which turns up or down in the head of the rail as
a smooth, bright, or dark surface progressing until substantially at a
right angle to the length of the rail. Compound fissures require
examination of both faces of the fracture to locate the horizontal split
head from which they originate.
(3) Horizontal split head means a horizontal progressive defect
originating inside of the rail head, usually one-quarter inch or more
below the running surface and progressing horizontally in all
directions, and generally accompanied by a flat spot on the running
surface. The defect appears as a crack lengthwise of the rail when it
reaches the side of the rail head.
(4) Vertical split head means a vertical split through or near the
middle of the head, and extending into or through it. A crack or rust
streak may show under the head close to the web or pieces may be split
off the side of the head.
(5) Split web means a lengthwise crack along the side of the web and
extending into or through it.
(6) Piped rail means a vertical split in a rail, usually in the web,
due to failure of the shrinkage cavity in the ingot to unite in rolling.
(7) Broken base means any break in the base of the rail.
(8) Detail fracture means a progressive fracture originating at or
near the surface of the rail head. These fractures should not be
confused with transverse fissures, compound fissures, or other defects
which have internal origins. Detail fractures may arise from shelly
spots, head checks, or flaking.
(9) Engine burn fracture means a progressive fracture originating in
spots where driving wheels have slipped on top of the rail head. In
developing downward they frequently resemble the
[[Page 111]]
compound or even transverse fissures with which they should not be
confused or classified.
(10) Ordinary break means a partial or complete break in which there
is no sign of a fissure, and in which none of the other defects
described in this paragraph (b) are found.
(11) Damaged rail means any rail broken or injured by wrecks,
broken, flat, or unbalanced wheels, slipping, or similar causes.
(12) Flattened rail means a short length of rail, not at a joint,
which has flattened out across the width of the rail head to a depth of
\3/8\ inch or more below the rest of the rail. Flattened rail
occurrences have no repetitive regularity and thus do not include
corrugations, and have no apparent localized cause such as a weld or
engine burn. Their individual length is relatively short, as compared to
a condition such as head flow on the low rail of curves.
(13) Bolt hole crack means a crack across the web, originating from
a bolt hole, and progressing on a path either inclined upward toward the
rail head or inclined downward toward the base. Fully developed bolt
hole cracks may continue horizontally along the head/web or base/web
fillet, or they may progress into and through the head or base to
separate a piece of the rail end from the rail. Multiple cracks
occurring in one rail end are considered to be a single defect. However,
bolt hole cracks occurring in adjacent rail ends within the same joint
must be reported as separate defects.
(14) Defective weld means a field or plant weld containing any
discontinuities or pockets, exceeding 5 percent of the rail head area
individually or 10 percent in the aggregate, oriented in or near the
transverse plane, due to incomplete penetration of the weld metal
between the rail ends, lack of fusion between weld and rail end metal,
entrainment of slag or sand, under-bead or other shrinkage cracking, or
fatigue cracking. Weld defects may originate in the rail head, web, or
base, and in some cases, cracks may progress from the defect into either
or both adjoining rail ends.
(15) Head and web separation means a progressive fracture,
longitudinally separating the head from the web of the rail at the head
fillet area.
[63 FR 34029, June 22, 1998; 63 FR 51639, Sept. 28, 1998]
Sec. 213.115 Rail end mismatch.
Any mismatch of rails at joints may not be more than that prescribed
by the following table--
------------------------------------------------------------------------
Any mismatch of rails at joints may
not be more than the following--
-------------------------------------
Class of track On the tread of On the gage side
the rail ends of the rail ends
(inch) (inch)
------------------------------------------------------------------------
Class 1 track..................... \1/4\ \1/4\
Class 2 track..................... \1/4\ \3/16\
Class 3 track..................... \3/16\ \3/16\
Class 4 and 5 track............... \1/8\ \1/8\
------------------------------------------------------------------------
Sec. 213.119 Continuous welded rail (CWR); general.
Each track owner with track constructed of CWR shall have in effect
and comply with a plan that contains written procedures which address:
the installation, adjustment, maintenance and inspection of CWR;
inspection of joints in CWR; and a training program for the application
of those procedures. The plan shall be submitted to the Federal Railroad
Administration by March 22, 1999. FRA reviews each plan for compliance
with the following--
(a) Procedures for the installation and adjustment of CWR which
include--
(1) Designation of a desired rail installation temperature range for
the geographic area in which the CWR is located; and
(2) De-stressing procedures/methods which address proper attainment
of the desired rail installation temperature range when adjusting CWR.
[[Page 112]]
(b) Rail anchoring or fastening requirements that will provide
sufficient restraint to limit longitudinal rail and crosstie movement to
the extent practical, and specifically addressing CWR rail anchoring or
fastening patterns on bridges, bridge approaches, and at other locations
where possible longitudinal rail and crosstie movement associated with
normally expected train-induced forces, is restricted.
(c) Procedures which specifically address maintaining a desired rail
installation temperature range when cutting CWR including rail repairs,
in-track welding, and in conjunction with adjustments made in the area
of tight track, a track buckle, or a pull-apart. Rail repair practices
shall take into consideration existing rail temperature so that--
(1) When rail is removed, the length installed shall be determined
by taking into consideration the existing rail temperature and the
desired rail installation temperature range; and
(2) Under no circumstances should rail be added when the rail
temperature is below that designated by paragraph (a)(1) of this
section, without provisions for later adjustment.
(d) Procedures which address the monitoring of CWR in curved track
for inward shifts of alinement toward the center of the curve as a
result of disturbed track.
(e) Procedures which control train speed on CWR track when--
(1) Maintenance work, track rehabilitation, track construction, or
any other event occurs which disturbs the roadbed or ballast section and
reduces the lateral or longitudinal resistance of the track; and
(2) In formulating the procedures under this paragraph (e), the
track owner shall--
(i) Determine the speed required, and the duration and subsequent
removal of any speed restriction based on the restoration of the
ballast, along with sufficient ballast re-consolidation to stabilize the
track to a level that can accommodate expected train-induced forces.
Ballast re-consolidation can be achieved through either the passage of
train tonnage or mechanical stabilization procedures, or both; and
(ii) Take into consideration the type of crossties used.
(f) Procedures which prescribe when physical track inspections are
to be performed to detect buckling prone conditions in CWR track. At a
minimum, these procedures shall address inspecting track to identify--
(1) Locations where tight or kinky rail conditions are likely to
occur;
(2) Locations where track work of the nature described in paragraph
(e)(1) of this section have recently been performed; and
(3) In formulating the procedures under this paragraph (f), the
track owner shall--
(i) Specify the timing of the inspection; and
(ii) Specify the appropriate remedial actions to be taken when
buckling prone conditions are found.
(g) Procedures which prescribe the scheduling and conduct of
physical track inspections to detect cracks and other indications of
incipient failures in joints in CWR. This paragraph is effective January
3, 2006.
(1) At a minimum, these procedures shall address periodic and
special on-foot inspection of joints and of the track adjacent to
joints, in order to identify--
(i) Joint bars with visible or otherwise detectable cracks;
(ii) Loose, bent, or missing joint bolts;
(iii) Rail end batter or mismatch that contributes to impact loads
and instability of the joint; and
(iv) Evidence of excessive longitudinal rail movement in or near the
joint, including, but not limited to, wide rail gap, defective joint
bolts, disturbed ballast, surface deviations, gap between tie plates and
rail, or displaced rail anchors.
(2) In formulating the procedures under paragraph (g)(1) of this
section, the track owner shall--
(i) Implement a system for identifying each joint by its location in
track with sufficient precision that personnel can return to the joint
and identify it without ambiguity;
(ii) List each joint in an inventory that will enable personnel to
identify joints due for periodic inspection;
[[Page 113]]
(iii) Specify the conditions of potential joint failure for which
personnel must inspect, including, at a minimum, the items listed in
paragraph (g)(1) of this section;
(iv) Specify the appropriate remedial actions, consistent with this
part, that should be taken when personnel find conditions of potential
joint failure; and
(v) Specify the timing of the inspections, which should be based on
the configuration and condition of the joint. At a minimum, track owners
must specify that all joints in CWR in track classes 4 and higher must
be inspected before October 31, 2006 and within 190 days of the previous
inspection hereafter; and all joints in CWR in track classes 3, and
class 2 track on which passenger trains operate, must be inspected
before April 30, 2007 and within 370 days of the previous inspection
thereafter.
(3) In lieu of the requirements for the inspection of rail joints
contained in paragraphs (g)(1) and (2) of this section, a track owner
may seek approval from FRA to use alternate procedures.
(i) The track owner shall submit the alternate procedures and a
supporting statement of justification to the Associate Administrator for
Safety (Associate Administrator).
(ii) If the Associate Administrator finds that the alternate
procedures provide an equivalent or higher level of safety than the
requirements in paragraphs (g)(1) and (g)(2) of this section, the
Associate Administrator will approve the alternate procedures by
notifying the track owner in writing. The Associate Administrator will
specify in the written notification the date on which the procedures
will become effective, and after that date, the track owner shall comply
with the procedures. If the Associate Administrator determines that the
alternate procedures do not provide an equivalent level of safety, the
Associate Administrator will disapprove the alternate procedures in
writing, and the track owner shall continue to comply with the
requirements in paragraphs (g)(1) and (2) of this section.
(iii) While a determination is pending with the Associate
Administrator on a request submitted pursuant to paragraph (g)(3) of
this section, the track owner shall continue to comply with the
requirements contained in paragraphs (g)(1) and (2) of this section.
(h) The track owner shall have in effect a comprehensive training
program for the application of these written CWR procedures, with
provisions for periodic re-training, for those individuals designated
under Sec. 213.7 as qualified to supervise the installation,
adjustment, and maintenance of CWR track and to perform inspections of
CWR track.
(i) The track owner shall prescribe recordkeeping requirements
necessary to provide an adequate history of track constructed with CWR.
At a minimum, these records must include:
(1) Rail temperature, location and date of CWR installations. This
record shall be retained for at least one year;
(2) A record of any CWR installation or maintenance work that does
not conform with the written procedures. Such record shall include the
location of the rail and be maintained until the CWR is brought into
conformance with such procedures;
(3) Information on inspection of rail joints.
(i) After the initial inspection of each joint in accordance with
paragraph (g) of this section, the track owner must include in the
record:
(A) The location of each joint in CWR with such precision that the
joint can be located and identified in the field with no ambiguity;
(B) The results of the inspection of each joint; and
(C) Any remedial action required under the track owner's CWR plan.
(ii) Track owners shall maintain records required by paragraph
(i)(3)(i) in accordance with Sec. 213.241.
(j) As used in this section--
(1) Adjusting/De-stressing means the procedure by which a rail's
temperature is re-adjusted to the desired value. It typically consists
of cutting the rail and removing rail anchoring devices, which provides
for the necessary expansion and contraction, and then re-assembling the
track.
(2) Buckling Incident means the formation of a lateral mis-alinement
sufficient in magnitude to constitute a deviation from the Class 1
requirements
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specified in Sec. 213.55. These normally occur when rail temperatures
are relatively high and are caused by high longitudinal compressive
forces.
(3) Continuous Welded Rail (CWR) means rail that has been welded
together into lengths exceeding 400 feet.
(4) Desired Rail Installation Temperature Range means the rail
temperature range, within a specific geographical area, at which forces
in CWR should not cause a buckling incident in extreme heat, or a pull-
apart during extreme cold weather.
(5) Disturbed Track means the disturbance of the roadbed or ballast
section, as a result of track maintenance or any other event, which
reduces the lateral or longitudinal resistance of the track, or both.
(6) Mechanical Stabilization means a type of procedure used to
restore track resistance to disturbed track following certain
maintenance operations. This procedure may incorporate dynamic track
stabilizers or ballast consolidators, which are units of work equipment
that are used as a substitute for the stabilization action provided by
the passage of tonnage trains.
(7) Rail Anchors means those devices which are attached to the rail
and bear against the side of the crosstie to control longitudinal rail
movement. Certain types of rail fasteners also act as rail anchors and
control longitudinal rail movement by exerting a downward clamping force
on the upper surface of the rail base.
(8) Rail Temperature means the temperature of the rail, measured
with a rail thermometer.
(9) Tight/Kinky Rail means CWR which exhibits minute alinement
irregularities which indicate that the rail is in a considerable amount
of compression.
(10) Train-induced Forces means the vertical, longitudinal, and
lateral dynamic forces which are generated during train movement and
which can contribute to the buckling potential.
(11) Track Lateral Resistance means the resistance provided by the
rail/crosstie structure against lateral displacement.
(12) Track Longitudinal Resistance means the resistance provided by
the rail anchors/rail fasteners and the ballast section to the rail/
crosstie structure against longitudinal displacement.
[63 FR 34029, June 22, 1998; 63 FR 46102, Aug. 28, 1998; 63 FR 49382,
Sept. 15, 1998; 70 FR 66297, Nov. 2, 2005]
Sec. 213.121 Rail joints.
(a) Each rail joint, insulated joint, and compromise joint shall be
of a structurally sound design and dimensions for the rail on which it
is applied.
(b) If a joint bar on Classes 3 through 5 track is cracked, broken,
or because of wear allows excessive vertical movement of either rail
when all bolts are tight, it shall be replaced.
(c) If a joint bar is cracked or broken between the middle two bolt
holes it shall be replaced.
(d) In the case of conventional jointed track, each rail shall be
bolted with at least two bolts at each joint in Classes 2 through 5
track, and with at least one bolt in Class 1 track.
(e) In the case of continuous welded rail track, each rail shall be
bolted with at least two bolts at each joint.
(f) Each joint bar shall be held in position by track bolts
tightened to allow the joint bar to firmly support the abutting rail
ends and to allow longitudinal movement of the rail in the joint to
accommodate expansion and contraction due to temperature variations.
When no-slip, joint-to-rail contact exists by design, the requirements
of this paragraph do not apply. Those locations when over 400 feet in
length, are considered to be continuous welded rail track and shall meet
all the requirements for continuous welded rail track prescribed in this
part.
(g) No rail shall have a bolt hole which is torch cut or burned in
Classes 2 through 5 track. For Class 2 track, this paragraph (g) is
applicable September 21, 1999.
(h) No joint bar shall be reconfigured by torch cutting in Classes 3
through 5 track.
Sec. 213.122 Torch cut rail.
(a) Except as a temporary repair in emergency situations no rail
having a torch cut end shall be used in Classes 3 through 5 track. When
a rail end is torch cut in emergency situations, train speed over that
rail end shall not
[[Page 115]]
exceed the maximum allowable for Class 2 track. For existing torch cut
rail ends in Classes 3 through 5 track the following shall apply--
(1) Within one year of September 21, 1998, all torch cut rail ends
in Class 5 track shall be removed;
(2) Within two years of September 21, 1998, all torch cut rail ends
in Class 4 track shall be removed; and
(3) Within one year of September 21, 1998, all torch cut rail ends
in Class 3 track over which regularly scheduled passenger trains
operate, shall be inventoried by the track owner.
(b) Following the expiration of the time limits specified in
paragraphs (a)(1), (2), and (3) of this section, any torch cut rail end
not removed from Classes 4 and 5 track, or any torch cut rail end not
inventoried in Class 3 track over which regularly scheduled passenger
trains operate, shall be removed within 30 days of discovery. Train
speed over that rail end shall not exceed the maximum allowable for
Class 2 track until removed.
Sec. 213.123 Tie plates.
(a) In Classes 3 through 5 track where timber crossties are in use
there shall be tie plates under the running rails on at least eight of
any 10 consecutive ties.
(b) In Classes 3 through 5 track no metal object which causes a
concentrated load by solely supporting a rail shall be allowed between
the base of the rail and the bearing surface of the tie plate. This
paragraph (b) is applicable September 21, 1999.)
Sec. 213.127 Rail fastening systems.
Track shall be fastened by a system of components which effectively
maintains gage within the limits prescribed in Sec. 213.53(b). Each
component of each such system shall be evaluated to determine whether
gage is effectively being maintained.
Sec. 213.133 Turnouts and track crossings generally.
(a) In turnouts and track crossings, the fastenings shall be intact
and maintained so as to keep the components securely in place. Also,
each switch, frog, and guard rail shall be kept free of obstructions
that may interfere with the passage of wheels.
(b) Classes 3 through 5 track shall be equipped with rail anchoring
through and on each side of track crossings and turnouts, to restrain
rail movement affecting the position of switch points and frogs. For
Class 3 track, this paragraph (b) is applicable September 21, 1999.)
(c) Each flangeway at turnouts and track crossings shall be at least
1\1/2\ inches wide.
Sec. 213.135 Switches.
(a) Each stock rail must be securely seated in switch plates, but
care shall be used to avoid canting the rail by overtightening the rail
braces.
(b) Each switch point shall fit its stock rail properly, with the
switch stand in either of its closed positions to allow wheels to pass
the switch point. Lateral and vertical movement of a stock rail in the
switch plates or of a switch plate on a tie shall not adversely affect
the fit of the switch point to the stock rail. Broken or cracked switch
point rails will be subject to the requirements of Sec. 213.113, except
that where remedial actions C, D, or E require the use of joint bars,
and joint bars cannot be placed due to the physical configuration of the
switch, remedial action B will govern, taking into account any added
safety provided by the presence of reinforcing bars on the switch
points.
(c) Each switch shall be maintained so that the outer edge of the
wheel tread cannot contact the gage side of the stock rail.
(d) The heel of each switch rail shall be secure and the bolts in
each heel shall be kept tight.
(e) Each switch stand and connecting rod shall be securely fastened
and operable without excessive lost motion.
(f) Each throw lever shall be maintained so that it cannot be
operated with the lock or keeper in place.
(g) Each switch position indicator shall be clearly visible at all
times.
(h) Unusually chipped or worn switch points shall be repaired or
replaced. Metal flow shall be removed to insure proper closure.
[[Page 116]]
(i) Tongue & Plain Mate switches, which by design exceed Class 1 and
excepted track maximum gage limits, are permitted in Class 1 and
excepted track.
Sec. 213.137 Frogs.
(a) The flangeway depth measured from a plane across the wheel-
bearing area of a frog on Class 1 track shall not be less than 1\3/8\
inches, or less than 1\1/2\ inches on Classes 2 through 5 track.
(b) If a frog point is chipped, broken, or worn more than five-
eighths inch down and 6 inches back, operating speed over the frog shall
not be more than 10 m.p.h.
(c) If the tread portion of a frog casting is worn down more than
three-eighths inch below the original contour, operating speed over that
frog shall not be more than 10 m.p.h.
(d) Where frogs are designed as flange-bearing, flangeway depth may
be less than that shown for Class 1 if operated at Class 1 speeds.
Sec. 213.139 Spring rail frogs.
(a) The outer edge of a wheel tread shall not contact the gage side
of a spring wing rail.
(b) The toe of each wing rail shall be solidly tamped and fully and
tightly bolted.
(c) Each frog with a bolt hole defect or head-web separation shall
be replaced.
(d) Each spring shall have compression sufficient to hold the wing
rail against the point rail.
(e) The clearance between the holddown housing and the horn shall
not be more than one-fourth of an inch.
Sec. 213.141 Self-guarded frogs.
(a) The raised guard on a self-guarded frog shall not be worn more
than three-eighths of an inch.
(b) If repairs are made to a self-guarded frog without removing it
from service, the guarding face shall be restored before rebuilding the
point.
Sec. 213.143 Frog guard rails and guard faces; gage.
The guard check and guard face gages in frogs shall be within the
limits prescribed in the following table--
----------------------------------------------------------------------------------------------------------------
Guard check gage The distance
between the gage line of a frog
to the guard line \1\ of its Guard face gage The distance between
Class of track guard rail or guarding face, guard lines \1\, measured across the
measured across the track at track at right angles to the gage
right angles to the gage line line \2\, may not be more than--
\2\, may not be less than--
----------------------------------------------------------------------------------------------------------------
Class 1 track........................... 4[foot]6\1/8\....... 4[foot] 5\1/4\
Class 2 track........................... 4[foot]6\1/4\....... 4[foot] 5\1/8\
Class 3 and 4 track..................... 4[foot] 6\3/8\...... 4[foot]5\1/8\
Class 5 track........................... 4[foot]6\1/2\....... 4[foot] 5
----------------------------------------------------------------------------------------------------------------
\1\ A line along that side of the flangeway which is nearer to the center of the track and at the same elevation
as the gage line.
\2\ A line \5/8\ inch below the top of the center line of the head of the running rail, or corresponding
location of the tread portion of the track structure.
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