1、UFC 4-860-03 13 FEBRUARY 2008 UNIFIED FACILITIES CRITERIA (UFC) RAILROAD TRACK MAINTENANCE DISTRIBUTION UNLIMITED Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-03 13 FEBRUARY 2008 UNIFIED FACILITIES CRITERIA (UFC) RAILROAD TRACK MAINTENAN
2、CE no current mobilization requirements 0 1-6. APPLICATION. a. Requirements versus Recommendations. In this UFC, the words “shall” and “is required” indicate requirements of the standards that must be met as prescribed by NAVFACINST 11230.1 for the Navy or AR 420-72 for the Army. Recommendations are
3、 indicated by the words “may,” “should,” and “it is recommended that.” These recommendations represent good maintenance practice. DOD policy is to maintain the railroad track at full compliance with these maintenance standards and to restrict operations on any track below the safety standards. b. Co
4、ndition Levels. These standards establish four levels of track condition. These condition levels indicate relative seriousness of defects, allow comparison of different types of defects, and provide a means for prioritizing repair work. The three track condition levels are as follows: (1) Full Compl
5、iance: Track that meets all the requirements of the standards. Track at this level has, at most, only minor defects and should be fully capable of handling all train operations within the operating rules of the installation. Routine maintenance is required to maintain this condition level, and repai
6、r work will generally be only minor. (2) Restricted Operation: Track has defects serious enough to make it unsuitable for operations greater than 10 mph, essentially “normal yard speed.” Based on the inspectors judgment, track which has defects serious enough to make it unsuitable for operations at
7、10 mph may be reduced to 5 mph. Essentially, a train may be allowed to “crawl” over the track. This level is intended as a warning zone to indicate that the track is approaching a condition that will require removal from service. (3) No Operation: Track has defects serious enough to require removal
8、from service. At this level, the operation of trains over the track is generally considered hazardous. Operations shall not be allowed except as noted in paragraph 1-6.c.(5). c. Operating Restrictions. 1-2 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-
9、,-,-UFC 4-860-03 13 FEBRUARY 2008 (1) These standards establish minimum required condition levels and also identify track conditions requiring restriction or suspension of train operations. It is intended that a track inspector apply the required restriction or suspension immediately upon discovery
10、of the substandard condition, and that the track be repaired to meet the appropriate condition level as soon as practical. A track restriction shall require the operational speed to be less than posted speed, but not more than 10 mph. (2) Notification of Track Restriction. (a) Army Track. The certif
11、ied track inspector shall notify both the train operating personnel first and the director of public works (DPW) immediately upon the discovery of any condition that would warrant any restriction below normal operating practices. The DPW shall notify the installation transportation officer (ITO) ver
12、bally and in writing of any condition requiring train operations to be restricted or suspended. (b) Air Force Track. The track inspector shall notify both the train operating personnel and the base civil engineer (BCE) immediately upon the discovery of any condition that would warrant any restrictio
13、n below normal operating practices. The BCE shall notify the base traffic management officer (TMO) verbally and in writing of any condition requiring train operations to be restricted or suspended. (c) Navy Track. The track inspector shall notify both the train operating personnel and the trackage c
14、ertifying official immediately upon the discovery of any condition that would warrant a restriction beyond normal operating practices or a suspension in operations. Documentation and notification of restricted or non-certification of track shall be performed by the certifying official in accordance
15、with NAVFACINST 11230.1. (3) Operations over Restricted Track. For locations where operating restrictions have been imposed, the speed of the train or other on-track vehicles shall be reduced to the required level before the first wheel reaches the defective area and not increased until the last whe
16、el has passed the defective area. (4) Removal of Track Restriction. A track restriction may be removed after all defects resulting in the restriction have been repaired. (a) Army Track. The certified track inspector shall notify the DPW upon completion of the repairs. The DPW shall notify the ITO in
17、 writing that the restrictions have been lifted. (b) Air Force Track. The restriction shall not be considered removed until the TMO receives written notification of removal from the BCE. (c) Navy Track. The trackage certifying official shall recertify the trackage repaired to the level allowed by re
18、pairs made. Certification and notification will be in accordance with NAVFACINST 11230.1. (5) Track Removed From Service. Any portion of track where conditions fall below the minimum operable track condition (track condition is at the “No Operation” level) shall be closed to operations until repairs
19、 are completed. However, such track may be used under written permit from the track management authority and in the presence of a track inspector. During operations over the closed portion of track, the track inspector shall have visual contact with the train operator at all times and be prepared to
20、 signal the train crew to stop. For Navy track, movement of hazardous materials over track removed from service will be in accordance with NAVFACINST 11230.1. 1-3 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-03 13 FEBRUARY 2008 d. Judgme
21、nt of the track inspector shall govern. A track inspector shall have the authority to impose operating restrictions beyond the minimum required in these standards when conditions warrant. e. Defective conditions or combinations of conditions may be found which are not directly addressed in these sta
22、ndards. In such cases, a track inspector shall exercise judgment in applying an appropriate operating restriction. 1-4 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-03 13 FEBRUARY 2008 CHAPTER 2 INSPECTION OF TRACK AND RECORD KEEPING 2-1.
23、 TRACK INSPECTORS QUALIFICATIONS. Track inspectors are responsible for conducting safety inspections (paragraph 2-3.c) and detailed track inspections (paragraph 2-3.). a. Army. For Army track, the individual who completes the required track inspections shall be a certified track inspector as specifi
24、ed in AR 420-72. b. Air Force. For Air Force track, the individual who completes the required track inspections shall be qualified to perform such inspections as designated by the BCE. c. Navy. The individual who completes the required track inspections shall meet the requirements of NAVFACINST 1123
25、0.1 and be designated by the activitys certifying official. 2-2. RESPONSIBILITY OF THE TRACK INSPECTORS. a. The designated track inspector is responsible for: (1) Assuring that inspections are performed in accordance with this chapter and for Navy installations the additional requirements of NAVFACI
26、NST 11230.1. (2) Examining the track to determine whether the track condition complies with the safety requirements and the maintenance standard requirements addressed in this UFC. (3) Reporting any deficiencies from the full compliance condition level. 2-3. CATEGORIES OF INSPECTIONS. a. Continuous
27、Operator Inspection. Safety checks shall be conducted daily or before use. In addition, on-the-job observations shall be going on at all times when equipment is working. Railroad operations personnel shall be encouraged to observe and report track problems, deficiencies, obstructions and the “feel”
28、of the track. Items to be aware of are broken rails and other rail defects, faulty switch point closure, indication of wide gage, poor alignment or surface (profile), loose crossing planks, wheel flanges hitting frog points and joint bars, working spikes and loose joints, rail pull-a-parts, evidence
29、 of imminent track buckling, blocked drainage, scour at bridges, and the threat of slides. All these things can contribute to train derailments and should be brought to the attention of the responsible person for correction. b. Preventive Maintenance Inspection. Preventive maintenance is a continuou
30、s working inspection, examination of component parts, lubrication, adjustment, and minor repair. If not affecting the full compliance level, maintenance defects shall be corrected during the next maintenance cycle. (1) Navy Installations Only. Further discussion of requirements and instructions on p
31、erforming preventive maintenance are provided in NAVFACINST 11230.1. c. Safety Inspection. Safety inspection is that inspection of track performed in accordance with paragraphs 213.233, 213.235 and 213.239 of the FRA Track Safety Standards (see Appendix E) and this UFC. The purpose of this inspectio
32、n is to identify defects that require restricted operations or no operations on the track being inspected. (1) Schedule. As a minimum, track shall be inspected at the following interval: 2-1 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-0
33、3 13 FEBRUARY 2008 Track Category Traffic Frequency Minimum Required Inspection Frequency A Mainline Track Off-station Navy only* Weekly A hardwood switch ties are recommended. c. Installation. Ties shall be installed perpendicular to the rails and properly tamped and fastened. Ties shall be install
34、ed with the top of the tie in full contact with the base of the rail and the bottom of the tie near the rail seat in full contact with the ballast. d. Identification of Defective Concrete Ties. A concrete tie is defective if: (1) Tie is broken across under one or both rail seats. (2) Tie is broken a
35、cross in the center and showing signs of further deterioration, loss of tension in pre-stressing wires, exposure of wires, crumbling, etc. (3) Tie is broken longitudinally, resulting in loss of ability to hold one or both cast-shoulders in place. 5-2 Provided by IHSNot for ResaleNo reproduction or n
36、etworking permitted without license from IHS-,-,-UFC 4-860-03 13 FEBRUARY 2008 (4) Both cast-shoulders in one rail are loose. (One loose shoulder per rail is not sufficient cause for removal unless it is causing some distress to adjacent ties.) (5) Tie is damaged by derailment or dragging equipment
37、which, in the opinion of the track inspector, should be replaced. It should be noted that quite serious damage can be done to the tie ends without seriously affecting the performance of the tie. 5-4. PLASTIC TIES a. Tie Selection. Various plastic ties have been tested and proven to provide adequate
38、support and low maintenance. Plastic ties shall have textured sides to provide stability. See UFGS 05650 for material requirements. Plastic ties can be cost-effective in areas of high decay. The weight of plastic is similar to wood and mixing wood and plastic ties in the same track section is permis
39、sible. b. Installation. Ties shall be installed perpendicular to the rails and properly tamped and fastened. Ties shall be installed with the top of the tie in full contact with the base of the rail and the bottom of the tie near the rail seat in full contact with the ballast. Plastic ties can be in
40、stalled with either cut or screw spikes, with screw spikes recommended. c. Identification of Defective Plastic Ties. Plastic ties shall be treated as wood ties for determining defective ties. See paragraph 5-2.c. 5-5. STEEL TIES AND COMPOSITE TIES. a. Advances in steel tie technology have proven suc
41、cessful and practical and should be considered as a possible alternative in replacing wood ties. b. One type of composite tie is a hardwood tie treated with borates to prevent decay and rot from fungus, insects, and termites, then encapsulated in a tough plastic covering. Another composite tie is on
42、e which includes high-density polyethylene, rubber, and fiberglass with certain proprietary inert filler materials. Yet another composite tie is produced with fiberglass blown foam and molded into various tie sizes and lengths. 5-6. GENERAL. a. Improper Tie Support (Down or Hanging Ties). Ties that
43、do not support both rails are considered defective. If these ties are not materially defective, they shall be ballasted, tamped up, and respiked/refastened to fully support the rails. Figure 5-2. Required Tie Support at Joints (Safety Standard) b. Missing Fasteners. Ties that are installed, but not
44、spiked with a sufficient number of spikes in accordance with paragraph 6-3.c., are considered defective. If these ties are not materially defective, necessary spikes shall be added. 5-3 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-03 13
45、FEBRUARY 2008 c. Tie Requirements. (1) Track shall have a minimum number of non-defective ties per 39-foot rail length in combination with a maximum number of consecutive defective ties as specified below: Minimum Number of Non-Defective Ties per 39 Feet Tangent however, canted and flat plates canno
46、t be mixed together. Figure 6-1. Single Shoulder Tie Plate Figure 6-2. Double Shoulder Tie Plate c. Installation. For track without tie plates, plates shall be installed on replacement ties during tie renewals or installed during rail replacement. d. Shifted Plates. Where the shoulder of a tie plate
47、 has become lodged beneath the base of the rail, the spikes shall be pulled, the spike holes plugged, the tie plate properly reset, and the rail respiked. 6-3. SPIKES. 6-1 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-UFC 4-860-03 13 FEBRUARY 2008
48、a. The rail shall have a sufficient number of fasteners (spikes) to effectively maintain gage and provide sufficient rail restraint. Spikes provide primarily lateral support for the rail. b. Spikes shall be: (1) Of proper size for the tie plates used. (2) Driven vertically and square with the rail.
49、(3) Either of the cut or screw type. (4) Driven with approximately 0.125 inch of space remaining between the head of the spike and the base of the rail. c. Spiking Pattern. (1) On tangent track and curves of 4 degrees or less, spikes shall be installed as shown in Figure 6-3. Figure 6-3. Spiking Pattern for Tangents and Curves of 4 Degrees or Less (2) On curve
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