Greater Cleveland Regional Transit Authority
PRE-PROPOSAL CONFERENCE 10:00 a.m. – Monday, January 12, 2014
ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION RFP NO. 2014-194
SUMMARY OF THE MEETING
The following is an edited summary (not a formal written response) of the Pre-Bid Conference for this Project. This summary is being made available to all interested parties for informational purposes only:
I. Introduction
• Jonathan Laule, RTA Contract Administrator
• Clark Smith, Project Manager
II. Procurement Overview:
Summary of Project: The Greater Cleveland RTA intends to engage the services of a qualified Engineering Firm (EF) to provide professional services for design and construction support of the reconstruction of the Westbound Mainline or Track 8 located at the Tower City Terminal along with the rehabilitation and modifications to the Auxiliary Platform of Track 7.
• The DBE percentage goal for this project is: 18%
• Contact Mr. Jonathan Laule via e-mail: [email protected] regarding any questions on this procurement.
• Due Date: Thursday, January 29, 2015 at 2:30 pm.
• The Evaluation and Ranking of proposals was reviewed.
• The Brooks Act is being used for the selection process.
o 2 step selection process . Evaluate written technical proposal and select interviewees
. Interview and select the most technically qualified firm
III. Technical Overview:
• The work is to be performed in two phases: o Modifications for the use of Track 7 Auxiliary Platform o The reconstruction of Track 8.
• Low vibration track construction.
• Track 8 has alignment issues and Track 7 must be up and running before the construction of Track 8.
Summary of Minutes Page 2 of 2
• The scope includes replacement of the track structure of Track 8, including rail, ties, ballast and subballast as necessary.
• Removal & replacement of Track 8 signal equipment.
• Modifications to the Track 8 platform.
IV. Affirmative Action and DBE Requirements • The RTA Office of Business Development is a federally mandated program. The RTA Disadvantaged Business Enterprise (DBE) Program is a part of the State of Ohio’s Unified Certification Program for all DBE’s certified within the State.
• If you are DBE firm who is not certified, you can obtain an application from the RTA Office of Business Development. It takes 90-120 days for RTA to process a certification.
• To obtain a list of certified DBE’s: (1) RTA’s list, which can be obtained from the Unified Certification Program website: http://www.dot.state.oh.us/DBE/Pages/DBE-Directory.aspx.
• Any questions regarding Affirmative Action or DBE requirements should be directed to Carl Kirkland: [email protected].
All questions should be directed to Jonathan Laule in writing, no later than the close of business Tuesday, January 20, 2015.
Greater Cleveland Regional Transit Authority
REQUEST FOR PROPOSAL
ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION RFP NO. 2014-194
Due Date: THURSDAY, JANUARY 29, 2015 2:30 P.M., OFFICIAL TIME
DECEMBER 29, 2014
Prospective Proposers:
Re: ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION
The Greater Cleveland Regional Transit Authority (GCRTA) transmits herewith a Request for Proposal (RFP) for the procurement referenced above.
The DBE goal for this procurement is eighteen percent (18%):
Proposals for this procurement will be received until 2:30 PM, Official Time, THURSDAY, JANUARY 29, 2015 at the location noted below. Proposals received after the designated time or at any other than the designated location will not be accepted. Proposals shall be submitted to:
The Greater Cleveland Regional Transit Authority Procurement Department, Fifth Floor 1240 West Sixth Street Cleveland, OH 44113
The project is subject to the Disadvantaged Business Enterprise (DBE) policy of the Greater Cleveland Regional Transit Authority. If you have any questions regarding the DBE goal, GCRTA Equal Opportunity/Affirmative Action Policies, or wish to request a copy of the current list of Certified DBE firms, please contact Carl Kirkland, Office of Business Development & Employment Opportunity at 216-781-4229 (phone), 216-781-4752 (fax) and via e-mail: [email protected].
A pre-proposal conference will be held at 10:00 AM, Official Time, Monday, January 12, 2015. As part of the pre-proposal conference a site visit will be conducted after the meeting. Please bring personal protective equipment (i.e. hard hat, safety vest, safety shoes, etc.), if planning on attending the site visit.
All communication regarding this procurement, including requests for clarification, shall be directed to Jonathan Laule, Contract Administrator (216) 781-4049 and via email [email protected].
All necessary instructions are included in this RFP and should be followed with care.
Sincerely,
Frank J. Polivka Director of Procurement
FJP: Attachment
REQUEST FOR PROPOSAL RFP 2014-194
ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION
TABLE OF CONTENTS
PART ONE PROJECT DESCRIPTION
PART TWO SCOPE OF SERVICES REQUIRED
APPENDIX I - Survey and Mapping Requirements APPENDIX II – Requirements for Subsurface Investigation APPEXDIX III – Electronic Media Requirements APPENDIX IV – Specification Section 014500 Safety Procedures APPENDIX V – Specification Section 015010 Maintenance of Rail Traffic and Resumption of Revenue Service APPENDIX VI – Specification Section 015020 Standard Rail Flagging Procedures APPENDIX VII – Specification Section 6 – Hazard Management APPENDIX VIII – Specification Section 2 - Standard for Rail Transit Track Inspection and Maintenance APPENDIX VIIII – GCRTA Rail Inspection & Maintenance Standards APPENDIX X – GCRTA Station Safety and Security Design Criteria APPENDIX XI – Drawings
PART THREE INSTRUCTIONS TO PROPOSERS
PART FOUR PROCUREMENT PROCEDURES
PART FIVE SAMPLE CONTRACT
PART SIX FORMS
PART SEVEN WORK EFFORT ESTIMATE
PART ONE – PROJECT DESCRIPTION
1.1 INTRODUCTION
A. The Greater Cleveland Regional Transit Authority GCRTA) intends to engage the services of a qualified Engineering Firm (EF) to provide professional engineering services for design and construction support of the reconstruction of the Westbound Mainline or Track 8 located at the Tower City Terminal along with the rehabilitation and modifications to the Auxiliary Platform of Track 7. The EF must submit a proposal to this Request for Proposal (RFP). The EF selected will enter into a written contract with the GCRTA to provide the design for and the creation of the construction documents to rehabilitate Track 8 and the Auxiliary Platform of Track 7. The EF shall also provide construction support for the duration of the construction project.
1. It is expected that the EF will provide personnel experienced in the design work. It is expected that key design personnel (track, signal, civil, catenary,etc.) will be present at GCRTA for each level design review meeting. The EF shall at its own expense, resubmit at each level until the GCRTA accepts the work.
2. The tracks at the Tower City Terminal carry both the Heavy Rail Vehicles (HRV) and the Light Rail Vehicles (LRV). Track 8 and Track 7 have both the HRV and LRV trains operating on them.
C. Revenue service will be maintained by GCRTA throughout the design. A minimal amount of single-track interruptions and other outages may be permitted during the design period.
D. The tracks carry transit traffic on an electrified railroad. An overhead catenary wire system is used to distribute 600-volt traction power. The return path for the traction power is through the two running rails. The rails also serve as conductors for cab and wayside signaling.
E. The Project limits extend from the westside of the Tower City at signals x166 and x156 and end at the eastern side of track 8 at signal x178..
1.2 PROJECT BACKGROUND
A. The Scope of this RFP includes:
Project 52F December 2014
Page: 3 1. Replacement of the track structure of Track 8 including rail, ties, ballast and subballast as necessary. 2. Removal and replacement of the Track 8 signal equipment.
3. Modifications to the Track 8 platform.
4. Drainage system evaluation by camera. Develop plans for restoration as necessary.
5. Overhead concrete evaluation and plans for necessary removal and for restoration.
6. Modifications to the auxiliary platform of Track 7 to bring into compliance with the most current version of the Americans With Disabilities act, Architectural Barriers Act Accessibility Guideline and the Ohio Basic Building Code.
7. Verification of the Track 8 subsurface conditions including support slabs and utilities under Track 8 to include the depth, length and width of the slab.
8. A recommendation report for the type of track structure to be used on Track 8 along with cost estimates and construction durations for each type of track structure.
9. Signage as required for passenger directions.
10. Enhance Security and Communications including cameras, call boxes, real-time train departure information and lighting.
B. The GCRTA has successfully used the Low Vibration System (LVT) or block tie system in the rehabilitation project for the Airport Tunnel and would like to use the same system for Track 8.
C. GCRTA new rail standard is 115# RE.
D. The work is to be performed in two phases: the first will be modifications modifications for the use of the Track 7 Auxiliary Platform. The second phase will be for the reconstruction of Track 8.
1.3 EXISTING PHYSICAL CONDITIONS
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Page: 4 A. The existing track structure for Track 8 is a 115# rail on wood tie ballasted track that is covered with asphalt to the top of rail.
B. Track 8 has the HRV platform on the west end on the terminal and the LRV on the east end of the Tower City Terminal.
C. Track 7 has an LRV platform and a stair/elevator tower that exits on the lower public or 72 level of Tower City.
D. The abandoned Transit Police Headquarters and the in-service communications rooms are between Tracks 7 and 8.
E. The tracks through Tower City Terminal have a cab signal system and a 600 VDC overhead catenary system for train power.
F. Additional information can be obtained from the Tower City Archives.
a. Forest City Enterprises 50 Public Square Suite 1045 Terminal Tower Cleveland, Oh 44113-2282 Drew Rolik 216-416-3367 [email protected] Mondays-Wednesdays-Fridays only
1.4 PROJECT DISCRIPTION
A. The work for this project should include the surveying for base mapping, verification of the existing site conditions, design of track structure including drainage, signal and special track work, modifications to platforms and stair towers to show the limits of construction work. Develop complete construction documents including plans, specifications, estimates, and construction schedule. Work shall include bidding and construction support. Bidding support shall include answering of questions, preparation of addenda, clarifications and other related work. Construction support shall include responses to RFI’s, Potential Change Orders (PCO’s) and associated estimates. Construction support shall also include site visits to review the work, resolve problems, attendance at project meetings and the preparation of meeting minutes for distribution by GCRTA.
B. For this RFP, the following plans are included for information purposes:
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Page: 5 Existing Track and Signal Layout Traction Track Slabs Traction Platforms in Station Area – General Plan Traction Platforms in Station Area – Typical Details
1.5 PROJECT OBJECTIVES
A. The Major Project Objectives for this RFP are:
1. For the EF to provide competent, qualified, engaged personnel.
2. Site investigation of the existing conditions including surveying and mapping of the existing alignment. Coordinate with all public and private utilities.
3. Develop MOT for RTA patrons and vehicles to include directional signage, walk paths and construction vehicle access around the Tower City Terminal during the construction contracts.
4. Define construction limits within the project limits between signals X156, x166 and x178.
5. Develop the construction access routes and obtain approval from local agencies, including Tower City, for the construction projects.
6. Develop complete sets of construction contract documents including plans and specifications.
7. Submit the Track 7 and Track 8 reconstruction packages to the City of Cleveland Building Department for approval.
8. According to OBBC and/or NFPA 130 and/or ADA and GCRTA Safety and Security Design Standards and Rail Inspection & Maintenance Manual, provide code analysis report of Track 7’s Auxilliary Platform egress paths outlining areas of non-compliance and recommended modifications. 9. Provide Engineer’s Estimate for reconstruction costs.
10. Provide construction support for the construction projects.
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PART TWO – SCOPE OF SERVICES
2.1 GENERAL DESCRIPTION
A. The services described herein include the site survey and inspection work from which a detailed set of thorough, accurate, and constructable plans and specifications, cost estimates, and a construction schedule for the reconstruction of the Rail Infrastructure within the Project limits. This work will include construction support for the Construction Contract.
B. The Engineering Firm (EF) of this RFP shall perform all of the surveying, inspection, engineering, and managing of the tasks and services as generally described below in accordance with the GCRTA Contract Terms and Conditions. All work shall be under the direction of licensed Ohio Professional Engineers. The GCRTA’s Project Manager will provide overall technical direction and direct the EF’s technical services including coordination with other GCRTA Departments, Consultants, and Agencies.
C. The GCRTA’s Contract Administrator will provide contract administrative services.
D. In case of disputes, the GCRTA’s Director of Procurement will be the final recourse for resolution of Contract issues, and the GCRTA’s Director of Engineering and Project Development will be the final recourse for resolution of Technical Engineering disputes.
E. The EF must design the project(s) to a bid-day budget of $5,600,000. If the project low bid(s) exceeds $6,300,000, then the EF shall redesign at no cost to the GCRTA until the project is able to be bid within budget.
2.2 FUNDING
A. This Project is funded in whole or in part by the United States Department of Transportation, Federal Transit Administration.
2.3 GENERAL REQUIREMENTS
A. The basic services to be provided consist of four phases described herein and include Architectural, Civil Engineering, Railroad Engineering, Electrical, Communication, Fire Protection, Signal Engineering, and all other services customarily furnished by an EF in accordance with the generally accepted professional practices as required to meet the terms of the Contract.
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B. Drawings made for submittal shall be made on 22X 34-inch sheets as per ODOT Standards, furnished by the EF and imprinted with the title block and border design furnished by the Authority. The final drawings for the Construction Contract shall be made on mylar film, using ink or special mylar pencil drafting media. The drawings will also be made with AutoCAD Release 2014 and put on compact disks in uncompressed format (Microsoft office) with layers set to the hard copies.
C. For each required submittal, the EF shall make available to the Authority its original drawings and texts, (on reproducible and electronic format) for use by the Authority in obtaining reproductions as needed. Bid documents for the two packages will be in PDF.
D. In addition, the following are to be included in the proposal, as applicable:
1. All the key personnel involved in this Project shall be Registered Architects and Professional Engineers. The company shall also be registered with the State of Ohio to practice engineering in Ohio.
2. Prepare the design schedule for this Project and submit to the GCRTA within ten days after “Notice to Proceed” is given.
3. The EF shall coordinate with Rail Operations and consider the rail traffic flow to develop a design that will cause the least delay for GCRTA Rail Operations Department trains.
4. Participate in review meetings with the GCRTA. Presentations for approval, and from the City of Cleveland and other design stakeholders, as necessary, shall be done by the EF.
5. The EF shall follow the GCRTA’s Standard Specifications: Sections 014500 – “Safety Procedures”, Section 015010 – “Maintenance of Rail Traffic and the Resumption of Revenue Service”, and Section 015020 – “Standard Rail Flagging Procedures” whenever applicable. Copies of these specification sections are attached to this RFP.
6. The EF shall provide, in addition to the required sets of Bid and Conformed plans, one copy of the plans in full size mylar form and in AutoCAD Release 2014 on compact disks in uncompressed format with layers set to the hard copy. All drawings shall be generated in English units.
E. The schedule for the completion of this work is as follows:
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1. Within ten days after “Notice to Proceed” is given, the EF shall submit a detailed performance schedule to demonstrate how the likely milestones will be met. 2. The EF shall perform the work in accordance with the key milestones as detailed below.
3. Milestones
a. There will be two construction projects. The Track 7 Auxiliary Platform construction work needs to be completed prior to the Track 8 construction work.
b. Project Time Track 7 and 8 Reconstruction Calendar Days from NTP Description Maximum Duration
“Notice to Proceed” to EF 0
Submit Performance Schedule 10
Complete Phase I 40 Field Survey and Investigation
Complete Phase II 70 Design and Engineering Development
Complete Phase III 120 Construction Documents Phase
Complete Phase IV TBD Bidding Support
Complete Phase V TBD Construction Support
F. The EF shall support the construction management activities of the Authority during the Bidding and Construction Phase of the Reconstruction Project. It is expected that construction shall cover a two-year period for the Track 7 and Track 8 construction contracts beginning in 2015 and be separated into two bid packages. Package One will be the rehabilitation of the Auxiliary Platform of Track 7. The GCRTA would like to bid package one in the
Project 52F December 2014
Page: 10 second quarter of 2015. Package Two will be the Reconstruction of Track 8. The GCRTA would like to bid this package in the fourth quarter of 2015.
G. The EF Contractor shall prepare updated key milestones and performance schedule for the GCRTA’s approval whenever modifications to the work make it necessary. The EF Contractor shall perform the work in accordance with the approved and updated schedule.
H. The GCRTA would like to receive the first bid package for construction in April of 2015 and the second bid package in June.
2.4 PHASE I – FIELD SURVEY AND INVESTIGATION
A. The EF shall conduct or supply the following:
1. Survey, Mapping, and Subsurface Inspection
2. Survey, mapping, and subsurface inspection will be done by the EF for use in its services. The Surveying and Mapping requirements are given in Appendix 1 and the subsurface requirements are given in Appendix 2. Copies of such material will be provided by the GCRTA during the Schematic Design and Engineering phase.
3. The project area will include the track limits of Tracks 7 and 8 from the eastern point of switch 183 and extend to the western point of switch 107. It will also include the respective station and platform areas of Track 7 and 8.
4. Prior to the start of work the EF’s personnel shall obtain the Rule Book C and flag training course to be certified to work on the GCRTA Right-of- Way.
5. Prior to the inspection, advise and obtain GCRTA’s approval for the type and extent of non-destructive testing and/or coring that is necessary to supplement the visual inspection. Such tests shall be carried out as part of the inspection.
6. The EF shall make their own arrangements for access to the Right-of- Way, obtaining the necessary rights of entry and arrangements for traffic control. The EF will make arrangements with adjacent property owners for access to their property as required. Entry to the GCRTA can be obtained by submitting the Occupancy/Power Outage Request form.
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Page: 11
7. Flag persons will be required by the GCRTA whenever the EF’s work requires him/her to be on the Right-of-Way within ten (10) feet of GCRTA’s operating track. Flag persons must protect all work tasks that are to be accomplished within ten (10) feet of the centerline of the track and all persons must wear a reflective safety vests, hard hats, and safety shoes. This service shall be provided by the EF at their expense. Refer to GCRTA Standard Specifications: Section 014500 – Safety Procedures, Section 015010 – Maintenance of Traffic and Resumption of Revenue Service, Section 015020 – Standard Rail Flagging Procedures, for more details. (attached)
8. All tracks must be considered as operating tracks and personnel must be alert for trains operating in either direction at all times. All overhead power lines are to be considered as live. The GCRTA uses 600V DC in its overhead catenary system.
9. The EF shall provide all necessary personnel, equipment, manlifts, ladders, tools, safety equipment, and incidentals needed to properly conduct the inspections.
2.4.1 Site Survey and Investigation Review
A. The EF shall meet with the GCRTA and all other parties necessary in a one- day Review Session to review and examine the various elements of the site investigation segment. The EF shall submit, prior to the meeting, an informal written statement or memorandum addressing those elements of the design where it appears that significant savings or other advantages can be realized. The EF shall incorporate the changes recommended by the GCRTA into the Contract Documents.
2.5 Phase II – DESIGN AND ENGINEERING DEVELOPMENT PHASE
A. The EF shall accomplish the following:
1. Design report detailing investigation and technical solutions.
2. Definitive Drawings
3. Technical Specifications, including Division 1
4. Engineering Calculations
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Page: 12 5. Proposed construction access and sequence.
6. Statement of Probable Construction Costs
7. Review of the project by all affected utilities including Tower City and the City of Cleveland.
B. The EF shall carry out the technical instructions as received from the GCRTA Project Manager, or their designee, and shall cooperate with the GCRTA and any other Agencies or Consultants working in the proximity of the project, or who may be engaged in activities that may directly or indirectly affect the design or development of the project.
C. It is not the intent of the above paragraph to relieve the EF of its professional responsibility during the performance of this Contract. In those instances where the EF believes that a better design or solution to the problem can reduce the construction cost, the EF shall promptly notify the Design Project Manager of these concerns, together with the reasons therefore.
D. Reviews by the GCRTA do not include detailed review or checking of the design of major components and related details or the accuracy with which such designs are depicted on the plans and in the specifications. The responsibility for accuracy and completeness of such items remains solely that of the EF. The EF or its subcontractors shall not incorporate in the design any materials or equipment of single or sole source origin without the approval of the GCRTA. All material shall comply with “BUY AMERICA” requirements.
E. The plans, technical specifications, cost estimate, quantity takeoffs, calculations, progress reports, and other documents furnished under this SCOPE OF WORK shall be of a quality acceptable to the GCRTA. The criteria for the acceptance shall include that a product is neat in appearance, well organized, technically and grammatically correct, checked, and having the designer and checker identified. The minimum standard of appearance, organization, and content of the drawings and specifications shall be that of similar type currently produced for the GCRTA.
F. The title sheet for the specifications, and each sheet of the plans shall bear the professional seal, printed name, certificate number, registration classification, expiration date of the certificate, and signature of the Professional Engineer for their preparation. The EF shall implement and maintain a Quality Assurance/Quality Control (QA/QC) Program during the entire time that the work is performed under the Project Contract.
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Page: 13 G. The QA/QC Program shall include the procedures whereby calculations and plans are independently checked, corrected and back checked, and all job related correspondence and memoranda are routed and received by affected persons and then bound in appropriated job files.
H. The QA/AC Program, must be submitted to the GCRTA for review and approval by the GCRTA Manager of Quality Assurance prior to the start of work
I. Where several drawings show different work in the same area, a means shall be provided to assure that conflicts and misalignments in both new and existing conditions do not exist.
J. The GCRTA Project Manager may request evidence that the QA/QC Program is functioning at any time. All plans, calculations, documents, and other items submitted to the GCRTA Design Project Manager for review shall be marked clearly as being fully checked and prepared in accordance with the QA/QC Procedures included in the approved QA/QC Program.
K. The EF shall prepare quantity calculations for items, which are applicable to the project. All contract items used shall be substantiated by calculations. Quantity calculations shall be neat and orderly and shall show all sketches, diagrams, and dimensions necessary to allow them to be independently used by Field Inspectors. All quantity calculations shall be independently checked, corrected and back checked with the initials or signature of the individuals performing the work clearly displayed on all sheets.
L. The new track 8 shall be constructed to AREMA and APTA standards. The RTA has adapted a Rail Inspection and Maintenance Standards for track maintenance. A copy of the I&M Standard is included. The inspections of and reconstruction of the tracks shall be conducted using AREMA and APTA Standards and the GCRTA Station Safety & Security Design Standards. The track work shall exceed AREMA and APTA Standards.
M. The EF shall prepare and submit a hazard management report that is based on Section 6 – Hazard Management from the GCRTA Rail Systems Safety Program Plan – Eighth Edition.
N. The EF shall prepare an Engineer’s Estimate of the cost and construction duration, for each package, for the following: 1. Total Shutdown of Track 7, the 2. Total Shutdown of Track 8
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2.6 PHASE III – CONSTRUCTION DOCUMENTS PHASE WRITTEN RECOMMENDATION
A. The EF shall perform the following:
1. Complete Construction Drawings
2. Complete Technical Specifications
3. Final Engineering Calculations
4. Obtaining the City of Cleveland and Factory Mutual Approval for Bid Documents
5. Applying for Construction Permits from the City of Cleveland
6. Assembling Documents for Bidding
B. The Construction documents Phase shall produce complete design calculations, specifications, cost estimates, quantity takeoffs, terms for payment and measurements, proposed construction approach, and a construction schedule for competitive fixed price bidding and construction of the Project.
C. The EF shall have total responsibility for the accuracy and completeness of the construction documents prepared for the project and shall check all such material accordingly. The plans, specification, and calculations will be reviewed by GCRTA for conformity with previous phases.
D. The EF shall prepare, in a narrative form, a proposed construction execution plan for the construction of the Project. The plan shall be prepared in sufficient detail to demonstrate the sequences of the various construction activities, which a Construction Contractor might use to perform the work. The plan will be included in the construction contract bidding to illustrate a potential construction method. Neither the GCRTA nor the EF will be responsible for the construction contractor’s use of the execution plan, and the construction contractor will be required to submit a detailed execution plan and schedule upon award of a contact. The EF’s execution plan will be based on the construction work associated with the reconstruction of Tracks 7 & 8 and their associated platforms and infrastructure.
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Page: 15 E. Plan sheets will show details of what is to be done on the Project. Plans for the track, platforms and related infrastructure.
F. Constructability Review – A Constructability Review shall be initiated and conducted by the GCRTA at the 75% completion of the construction documents. All plans, drawings, and specifications will be reviewed for completeness and constructability, including construction methods, safety, scheduling, affect on operations, cost, and GCRTA Rail Operations requirements.
G. The EF shall prepare a final written report that contains the recommended design of the project that includes the engineers estimated costs and schedule for the construction activities of the two packages.
2.7 Phase IV – Bidding Support Phase
A. The Bidding Support Phase will commence with the bidding of one of the two construction contract packages and will terminate when the second construction contract is given a Notice to Proceed.
B. The EF shall perform the following tasks:
1. Preparation of such clarification and addenda to the bidding documents as may be required.
2. Interpretation of Contract Documents (relative to design and engineering intent and field conditions encountered).
3. Bid Evaluation – In the event that all acceptable bids received by the GCRTA exceed the EF’s cost estimate as set forth in the final construction estimate by 10%, the EF shall, at the direction of GCRTA revise such drawings so as to reduce the construction cost as designated by the GCRTA. The EF will not be compensated for performing this task.
4. The EF shall prepare Conformed Construction Documents that incorporates all Addenda Items into the plans, specifications and bid items. This will be done for each of the two bid packages.
5. Update construction cost estimates for the remaining bid package.
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2.8 Phase V – Construction Support Phase
A. The Construction Support Phase will commence with the Notice to Proceed of the first construction contract package and will terminate when the final payment to the construction contractor(s) is made by the GCRTA for the second bid package.
B. The EF shall perform the following tasks:
1. Shop drawing review for design compliance.
2. Supplementary or amendatory details or specifications.
3. Review of laboratory, shop, and mill and inspection reports
4. Reviews, recommends, and prepares cost estimates for construction change orders.
5. Responds to RFI’s with appropriate clarifications, bulletins, and revisions.
6. Attendance at Progress Meetings and the recording of meeting notes. Progress Meetings will be held every two weeks for each construction contract.
7. Periodic field observations, estimated at four (4) hours per week, or as needed from the construction contract Notice to Proceed through the Punch List preparation by the EF and Substantial Completion by all Contractors. If the EF observes any work that does not conform to the Contract Documents, the EF shall report this observation to the GCRTA. The EF shall attend meetings, both public and GCRTA as required.
8. Final Inspection of the Construction Project.
9. Preparation and submittal of “AS-BUILT” Drawings from the information received from the construction contractor(s). The “As-Built” information shall be added to the original construction document mylar plans. The “As-Built” drawings will also be reproduced in AutoCAD 2014 Release on compact disk in uncompressed format.
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Page: 17 10. Close-out and claim assistance.
2.9 DESCRIPTION OF REQUIRED SUBMITTALS
A. Each phase requires six (6) sets of submittals (5 full size plans and 1 half size) will be required under this contract, Both hard copies and electronic versions shall include the following:
6. Site Survey and Inspection – Phase I
a. Investigation and feasibility study including preliminary cost estimates.
2. Design and Engineering Development Phase – Phase II
a. Definitive drawings, using base mapping provided “A”, shall consist generally of progress prints including:
1. Station structure and trackage, utilities (both private and GCRTA’s; overhead and underground), drainage system, GCRTA’s signal and power cables and equipment, plan and elevation views and profile grade, existing structure information, survey bench marks, etc. See Surveying Attachment.
2. Track plans showing profile and alignments. Reconstruction of track as required to include ballast, ties, rail fastening system, rail, supporting base, etc.
3. Overhead wire plans showing the catenary structure and overhead wire including signal and communication wires.
4. Signal plans – Incorporate into the construction plans and specifications from the information supplied by the GCRTA Signal Engineers and from survey.
5. Repairs and/or reconstruction of the drainage systems including TV survey, cleaning and/or replacement of pipes, addition of catch basins or piping as required.
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Page: 18 6. Other as required. Fire/Life safety as required to conform to NFPA 130 and GCRTA Station and Security design criteria.
B. Construction Documents Phase
1. Complete Working Drawings for the construction project shall include:
a. Title Sheet(s), Index of Drawings, and General Notes.
b. Civil site plans for horizontal and vertical control, demolition, track plan and profile, track alignment, typical track sections, drainage, erosion and sediment control, grade crossing layout, and miscellaneous details.
c. Utility plans with utility legend, general notes, and symbols.
d. Overhead Wires and Power System that shows the catenary structures and foundations, overhead wires including catenary, signal both rail and traffic, and communication, and miscellaneous details.
e. Signal plans for the new work incorporating the design plans from the RTA E&PD Signal Group as reference.
f. Electrical, drainage and signage plans as required.
g. Any other working drawings needed to provide a complete graphic description of the work comprising this project.
h. Complete Technical Specifications which shall include all applicable topics in the ODOT Construction Material Specifications (latest edition), and any other information required to provide a complete description of the work comprising the project.
h. Construction Sequence Plan with a work breakdown and Schedule
i. Engineer’s Estimate for the construction of the two projects.
j. Terms of Payments and Measurement – Schedule 23
k. In addition to the mylar submittal, final plans shall also be submitted on a compact disk in AutoCAD 2014 in uncompressed format. This is for the bid and conformed set of plans.
2.10 GENERAL MANAGEMENT AND ADMINISTRATION
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Page: 19 A. The EF shall:
1. Organize, coordinate, and monitor all phases of the work for the satisfactory completion of the project.
2. Designate the person who shall act as Project Manager for the EF. The GCRTA shall communicate with this individual or, in appropriate circumstances, their designee or designees. The Project Manager shall spend the majority of their time at the EF local office. GCRTA reserves the right to this requirement and request replacement it the condition is violated.
3. Develop and implement a Project Management Plan to describe the project relationships and responsibilities. The plan will include the EF’s procedures and Quality Assurance/Quality Control Plan and incorporate the GCRTA’s procedures and coordination with the GCRTA’s Signal Group.
4. Develop and implement a management information system and project control system compatible with the GCRTA’s reporting requirements. The Management information system and project control system may be based on the EF’s standard operating and administration practices if all of the GCRTA’s requirements are met. The management information system and project control system proposed shall be applicable, without basic change, to all phases of the project.
5. Manage, administer, and coordinate the EF’s subcontractors (if any) in accordance with GCRTA standards.
6. The EF shall prepare a detailed project bar chart schedule to meet the milestones listed in 2.3G, monitor project progress, with a monthly look ahead schedule, and provide notice within seven (7) calendar days of any cause or condition which may result in a delay of the project.
7. The EF shall cooperate, coordinate, and participate in meetings with other companies and agencies having a connection with the work of the project.
8. The EF shall have key personnel available to participate in person at periodic progress meetings with the GCRTA to discuss work objectives, work schedule, terms of agreement, and other related issues.
Project 52F December 2014
Page: 20 9. To assure the understanding of the contract objectives, meetings between the GCRTA and the EF will be held regularly at locations agreeable to both parties. All related issues shall be discussed and resolved.
10. The EF shall prepare and submit performance progress reports and invoices monthly to the GCRTA. Submittals should include monitoring the status of total billings in comparison to established budgets and progress to date. They may be sent via e-mail. All correspondence to the GCRTA shall be via hard copy and/or e-mail.
Project 52F December 2014
Page: 21
Appendix 1
Survey And Mapping Requirements
1. Survey data shall be provided by the GCRTA from the KS Associates survey of the GCRTA Right-of-Way.
2. Locate the limits of the existing structures, retaining walls, etc., within the limits described in Item 7 above.
3. Locate and establish the right-of-way, property lines, and monuments.
4. Consult the Project Manager of the GCRTA regarding the stationing for t he Project before starting the work.
5. Prepare survey plans showing all topo, utilities, structures, and other field information obtained from the above requirements, they are to be comprehensive and sufficient for incorporation as the base map for construction plans. All objects and items are to be labeled for identification. Contour lines shall be at one-foot intervals.
6. The work above shall be performed by an Ohio Registered Surveyor with drawings including meets and bounds bearing the Surveyor’s seal and signed certification.
Project 52F December 2014
Page: 22
APPENDIX 2
REQUIREMENTS FOR SUBSURFACE INVESTIGATION
1. The EF Contractor is responsible for the coordination of its subsurface investigations with the owners of all underground utilities. Utilize the Ohio Utilities Protection Service (800-362-2764).
2. Soil borings as necessary to identify the type and extent of underground obstructions under areas to be occupied by new facilities.
3. Sufficient number of soil borings shall be made to sufficient depths to enable the Consultant to design the foundations for track and catenary structures.
4. All soil borings and coring locations shall be approved by the GCRTA before they are actually done in the field.
5. The EF is responsible for the location of the GCRTA system cables and any other utilities public and private.
Project 52F December 2014
Page: 23
APPENDIX 3
ELECTRONIC MEDIA REQUIREMENTS
1. EF/Contractor to provide AutoCAD files to the GCRTA in the following format. Software Version shall be as specified or verify which is the most current version GCRTA has at the time of delivery.
2. The GCRTA shall provide 22”x34” standard cover, title and index sheet sample files. These files show where information goes in the title and cover sheet and shall not be altered without approval of the Project Manager, GCRTA.
3. The electronic drawing files shall be in the latest version of AutoCAD that GCRTA owns. Currently GCRTA does not have CAD design and layering standards. Standard AutoCAD fonts and AIA CAD standards, layering, line types and details shall be incorporated.
4. The CAD files shall have all layers set, thawed, frozen etc. to the final configuration as the hard copy. All x-ref’s shall be bound to drawing using the bind command in X-ref manager. Non-standard fonts shall not be used. CAD files with raster insertion not bound shall be included as a separate file on the same disk.
5. Each file delivered to GCRTA shall be an individual file that reflects each sheet listed in the index. One file shall not encompass multiple drawings. When each electronic file is opened it should be the exact copy of the individual hard copy sheets.
6. CAD file names shall use the RTA project number followed by the sheet number with a hyphen inserted between the project number and sheet number.
7. All electronic file names should match the names and description provided on the drawing index sheet. All AutoCAD files should be in model space to prevent unintentional altering of the files and scale factors. All paper space files shall be delivered without references to the deliverer’s plotters or copiers.
8. Specifications are to be furnished in MS Word and PDF format.
9. The approved 100% specification for construction shall be submitted in both electronic Microsoft Office and PDF format for bidding in addition to bond paper.
Project 52F December 2014
Page: 24 10. The approved 100% drawings for construction shall be submitted in AutoCAD, Tiff and PDF format for bidding in addition to bond paper
11. At closeout and after completion of construction, the EF/Contractor shall submit (As-Built) revised Drawings and Specifications in same format as described in the bidding set. In addition Mylar drawings shall be submitted.
Project 52F December 2014
Page: 25 SECTION 014500
SAFETY PROCEDURES
Project 52F December 2014
SECTION 014500 - SAFETY PROCEDURES
Part 1 - General
1.1 GENERAL
A. Contractor will perform its work in a safe manner, comply with all environmental safety and health requirements of the contract documents as issued by the Greater Cleveland Regional Transit Authority (GCRTA), and comply with all applicable laws, codes, ordinances, rules, regulations, and lawful orders of all public authorities. Contractor has the sole and complete obligation to provide a safe and healthful working environment for its employees and for other persons at the project site who may be exposed to the Contractors and Subcontractor's work.
B. Contractor and its Subcontractors are responsible for the development, implementation, administration and enforcement of their individual safety and health programs.
C. Contractor is responsible for the implementation of all applicable governmental federal, state and local regulations as they apply to the scope of work and the project.
D. Contractor is responsible for conforming to all applicable safety requirements of the (GCRTA), as specified herein and in the contract.
E. Contractor is responsible for assuring that project supervisors are trained in Safety procedures and that designated "Competent Persons" meet all training and experience requirements necessary to comply with OSHA directives.
F. Contractor is required to maintain a Substance Abuse Prevention Program that meets all applicable regulatory requirements. Employee must successfully complete a substance abuse prevention test.
G. The Contractor must notify GCRTA whenever a Contractor's employee sustains an injury that requires more than first aid. In those cases when an employee needs medical attention but is treated and released, notification to GCRTA shall be the day of the incident of the following business day for off-shift and weekend work. A business day is considered Monday through Friday, 8:00 a.m. until 5:00 p.m. In those cases when the injury is serious and the employee is hospitalized, GCRTA must be notified within 3 hours of the incident. The same immediate notification requirement would be required for a fatality. The Contractor shall contact the Project Manager, who will then notify the Manager of Safety through GCRTA Service Quality Integrated Communications Center. In case of any injury or accident at the work site, a written accident report must be prepared by the Contractor and one (1) copy thereof given to GCRTA's Project Manager within 24 hours.
H. IMMINENT DANGER
RTA may stop those operations that create an imminent danger to employees (as defined by OSHA), to the public, and to property.
Project 52F 014500-1 Rev. 7/29/2009
I. COOPERATION
The Contractor shall cooperate with all the safety representatives from local, state, or federal agencies, including those of GCRTA.
1.2 SAFETY AND HEALTH PROGRAM
A. Contractor is required to have a written site-specific safety and health program aligned with OSHA and the contract requirements. This program must be submitted to the GCRTA Project Manager for review and approval prior to commencement of work.
B. A copy of the Contractor's site-specific safety program shall be available for review at the Contractor's field offices.
C. The approval of the Contractor's site-specific safety and health program does not relieve the Contractor from its responsibility for employees, public safety, and compliance with all applicable safety requirements.
D. The site-specific safety and health program must at a minimum include and address implementation of the following to the degree they are applicable to the scope of work:
1. Description of planned work including task hazard breakdown where appropriate
2. Responsibilities and lines of authority for the planned work including Competent Persons list for area required by OSHA.
3. Method for identifying job hazards and control methods.
4. Personal protective equipment (PPE) required for the planned work (Note if respiratory protection is required, a "Respiratory Protection Program" must be included).
5. Employee orientation and required job training.
6. Safety and health inspections.
7. Safety and health goals and expectations.
8. Disciplinary policy for violation of safety rules.
9. Fire Prevention and Protection including contingency planning.
10. Rules of Conduct and/or Standard Operating Procedures as required for the work.
11. Security and site control measures.
12. Sanitation and on-site medical support services.
Project 52F 014500-2 Rev. 7/29/2009
13. Owner-specified safety requirements.
14. Accident Reporting, Root Cause Investigation, and Corrective Actions.
15. Recordkeeping
16. Hazard Communication training
E. Contractor will develop a job hazard analysis (JHA) that identifies the hazards before commencing each major phase or activity at the site or as required by the Project Manager. The analysis will also describe the planned work and assign responsibility for Hazard prevention or control of identified hazards, and state corrective action to prevent Injury. See Attachment B as an example format for Job Hazard Analysis.
F. FIRST AID AND EMERGENCY MEDICAL CARE
Contractor is responsible for providing first aid trained personnel and emergency medical care for its employees and agents.
G. TRANSPORTATION AND ENVIRONMENTAL COMPLIANCE
If activities of the Contractor involve transportation or shipping of Hazardous Materials (as defined by the Department of Transportation) or if the work requires Environmental Controls or potential for spills and/or releases, a designated person will be available to provide necessary compliance support. In the event of a transportation incident or environmental release, the designated person will provide necessary coordination of response activities for the Contractor. This person will also provide notification of insurance carriers and HAZMAT response for any Contractor incidents.
H. SAFETY MEETINGS
Contractor will conduct regularly scheduled safety meetings with its employees and/or supervision as necessary to ensure that safety is adequately addressed in its work planning and execution. Contractor will provide written notice of the time, place, and subject of these meetings and provide GCRTA Project Manager the opportunity to observe.
I. PERSONAL PROTECTIVE EQUIPMENT
1. Contractor will provide, at its own expense, all required personal protective equipment for its employees and all required safety equipment and supplies as needed. Contractor is required to ensure that employees are wearing appropriate personal protective equipment as specified in applicable OSHA regulatory standards. In accordance with OSHA standards, all employees shall be required to wear personal protective equipment during working hours and on the project premises, including Non-metallic ANSI Z89.1-1997 approved hard hat and ANSI Z 1987.1-1989 approved protective eye wear with peripheral protection. Employees performing welding, cutting, grinding or similar operations must utilize protective
Project 52F 014500-3 Rev. 7/29/2009
head gear in conjunction with other required protective equipment while protective equipment while performing such operations.
2. Employees working in designated "Hearing Protection Required" areas or when noise is identified as a potential job hazard in the pre-task JHA, must be provided with adequate hearing protection including either approved Earplugs, Canal Caps or Ear Muffs as required to meet OSHA, MSHA, or USACOE requirements.
3. A written documentation of identification of task specific PPE is required under OSHA requirement 29 CFR 1910.132(d) or as specified in 29 CFR 1926 Subpart E. Contractor is responsible for compliance as required for the task. In addition, the Job Hazard Analysis for each task must specify required PPE for the task as part of the task specific planning process.
1.3 SAFETY REPRESENTATIVES
A. Contractors shall be required to designate a qualified Safety Representative that has the authority and support of his/her management to conduct and coordinate its subcontractors' safety and health program and/or policies. The duties and responsibilities of the Safety Representative shall be specified in the site-specific Safety and Health Plan. The Safety Representative shall be granted "stop-work" authority, along with the responsibility and organizational freedom necessary to implement and enforce the safety and health program. The requirement for a full-time Safety Representative is identified in Attachment A.
B. Prior to commencement of work the Contractor shall provide the GCRTA Project Manager with the name and qualifications of the Safety Representative for approval. Once approved, the Safety Supervisor/Representative will not be changed without the approval of the GCRTA Project Manager. A Safety Representative must be present on the project site whenever work is being performed.
1.4 WORKER'S COMPENSATION
A. Worker's Compensation as required under applicable laws must be provided and administrated by the Contractor for their employees and agents. The GCRTA Project Manager will not assume any responsibility for the administration of Worker's Compensation insurance, the submittal of reports, processing of claims or any other related activity.
1.5 INSPECTIONS
A. Contractor is responsible for conducting daily and documented weekly jobsite inspections for unsafe conditions and work practices. The GCRTA Project Manager or designee will conduct a monthly documented inspection.
B. Contractor shall prohibit the use of unsafe machinery, tools, materials, or equipment and shall conduct pre-job and as-required inspections on same in accordance with manufacturer's recommendations and appropriate regulations. All heavy equipment
Project 52F 014500-4 Rev. 7/29/2009
shall have a documented safety inspection prior to being used on the project. All equipment, tools, and appliances shall be used according to manufacturer specifications. Modifications or alternative uses must be approved by the manufacturer prior to planned use.
C. Contractor will immediately notify the GCRTA Project Manager of any and all OSHA inspections and shall afford GCRTA Project Manager the opportunity to observe the inspection. Contractor will provide GCRTA Project Manager a copy of all citations received and all Contractor responses issued as a result of such inspections within two working days of receipt or issuance.
D. Contractor will perform periodic safety inspections of Subcontractor's work. Subcontractor's safety representative will accompany Contractor's safety supervisor during these inspections and take prompt action to correct all identified deficiencies. Contractor's management will participate in any scheduled safety walk-through with GCRTA Project Manager. Such inspections and identification of deficiencies by GCRTA Project Manager does not relieve Contractor from its responsibility to comply with all applicable safety regulations and rules.
1.6 EMPLOYEE ORIENTATION AND TRAINING
A. Contractor shall instruct each employee required to handle or use flammable liquids, gases, toxic materials, poisons, radiological materials, and other harmful substances in safe handling and use. Employees shall be made aware of the potential hazards, the necessary personal hygiene, and the personal protective measures provided. In addition employees must receive training on appropriate spill control measures as part of site-specific Emergency training.
B. All personnel working on or near the right of way will be required to attend "Rail Operations Rulebook Level C" training. All personnel that will be utilized for flagging duties shall attend flagging training and possess a current certification issued by GCRTA.
C. Contractor shall permit only qualified employees, by training or experience to operate equipment or machinery, and should verify the employee's ability to operate such equipment through visual observations for appropriate time periods.
D. All new jobsite employees, upon their day of employment or initial entrance onto the project site, will be required to attend a jobsite orientation. This orientation program shall include the Contractor's:
1. Project rules
2. Emergency and first aid procedures.
3. Work rules and procedures.
4. Security procedures.
Project 52F 014500-5 Rev. 7/29/2009
5. Fire prevention and protection.
6. Use of personal protective equipment, and other subjects related to the employee's responsibilities and duties.
7. Smoking Prohibition
a. Board Resolution 2006-193 was passed on Tuesday, October 17, 2006, expanding the areas where smoking is prohibited to include all indoor and outdoor locations owned or under the control of the Authority. This change will become effective January 1, 2007. The areas affected by the change include: 1) indoor and outdoor areas open to the public and to customers, such as rail stations, transit centers, park & ride facilities, and bus shelters located on GCRTA property, 2) outdoor portions of employee workplaces including private vehicles on GCRTA property and 3) motor and rail vehicles not in revenue service.
E. Contractor will provide safety training for its employees at its own expense, and such training will be documented and copies provided to the GCRTA Project Manager upon request. Safety training will include, but not be limited to:
1. Orientation to the safety policies and rules stipulated by the Contractor prior to each employee's initial work assignment on the project.
2. Orientation of supervisors to the safety policies, rules, and their responsibility to enforce it.
3. Weekly "Toolbox Talks" on an appropriate safety subject, for all employees.
4. Hazardous materials training (HAZCOM).
5. Personal protective equipment
6. Personal safe work practices
7. Special safety training for those affected, including but not limited to, confined space entry, respiratory protection, hot work permits, fire watch, trenching/excavation, fall protection, scaffolding, etc.
F. Contractor shall adequately educate, train and equip all employees performing work with hazardous chemicals. The Contractor shall implement approved programs such that at all times its employee and activities shall be in compliance with OSHA Hazard Communication Standard (aka "Right to Know"), 29 CFR 1910.1200, 1926.59, insofar as it is applicable by law to the work.
G. Unsafe acts by employees or repeated unsafe considered serious and will not be tolerated. Contractor will uniformly enforce a policy that states the disciplinary action to
Project 52F 014500-6 Rev. 7/29/2009
be applied when employees violate safety rules. This policy will be consistent with project and/or Contractor's safety enforcement policy.
1.7 SAFETY VIOLATIONS
A. Contractor is responsible for promptly correcting all violations of safety and health standards, potential hazards and other such safety related problems within their area of responsibility. In the event an apparent violation is observed by the GCRTA Project Manager, the Contractor will be notified.
B. If the GCRTA Project Manager notifies the Contractor of any non-compliance with the provisions of the project's safety and health program, GCRTA policy or other statutory requirements, Contractor shall take prompt action and make all reasonable efforts to correct the unsafe or unhealthy condition(s) or act(s). Satisfactory compliance shall be made within a reasonable, specified time. If Contractor refuses to correct unsafe or unhealthy conditions or acts, the GCRTA Project Manager will initiate appropriate actions in accordance with the contract provisions and may take one or more of the following steps:
1. Cease the operation or a portion thereof (particularly in the case of an imminent danger).
2. Correct the situation and backcharge Contractor.
3. Invoke contract penalties and/or terminate the contract.
C. Willful and repeated failure to comply could result in the shutdown of the work, or portions thereof. No part of the time lost due to any such modification of operations or stop orders shall be made the subject of claim or extension of time or for increased costs of damage by the Contractor.
1.8 REPORTS AND SUBMITTALS
A. Contractor will report all injuries recordable on its OSHA 300 log, all accidents resulting in property damage and all environmental incidents to the GCRTA Project Manager promptly, and follow up in writing within 24 hours. Within one working day, Contractor will provide GCRTA with a written report documenting the root cause(s) of the accident and action(s) taken, or planned to be taken, to preclude recurrence.
B. All job hazard analyses (JHAs), work permits, training records, inspection reports, and daily safety reports must be available for review by the GCRTA Project Manager. Contractor will maintain records of all first aid cases, work related injuries/illnesses and property damage according to OSHA requirements and the representative insurance carrier requirements. These records may be reviewed by the GCRTA Project Manager as required and permitted by law.
C. On monthly basis, the contractor will complete and submit the GCRTA Monthly Safety Report that summarizes injuries and manhours for the project.
Project 52F 014500-7 Rev. 7/29/2009
D. Contractor will provide to the GCRTA Safety Department copies of Material Safety Data Sheets (MSDS) for materials that Contractor brings on the jobsite. This information will be provided prior to arrival of the materials on the project site.
Part 2 - Products
2.1 NONE
Part 3 - Execution
3.1 NONE
Part 4 - Measurement and Payment
4.1 No separate measurement or payment will be made for the work under this item, the cost of which shall have been included under other items of work.
(See Attachment A)
END OF SECTION 014500
Project 52F 014500-8 Rev. 7/29/2009
SAFETY PROCEDURES
Attachment A
Project Number: ______
Project Name: ______
Safety Representative Requirement Description: ______
014500-Attachment A Rev. 7/29/2009
SPECIFICATION 014500
SAFETY PROCEDURES
Attachment B
Sample Job Hazard Analysis Form
Title of JHA: ______
Project Name/Number: ______
Name of Person(s) Completing JHA: ______
Date Completed: ______Date Reviewed: ______
Basic Job Steps Identified Hazards Hazard Controls and Associated With Job Personal Protective Steps Equipment Required
014500-Attachment B Rev. 7/29/2009 SECTION 015010
MAINTENANCE OF RAIL TRAFFIC AND RESUMPTION OF REVENUE SERVICE
Project 52F Deceember 2014 SECTION 015010 - MAINTENANCE OF RAIL TRAFFIC AND RESUMPTION OF REVENUE SERVICE
Part 1 - General
1.1 DESCRIPTION
A. The work must be carried out on an operating transit system. RTA will maintain revenue service on the affected portion of the line throughout the duration of the contract. The current scheduled regular operating hours and track availability periods are as follows:
Regular Operating Track Availability Area Date Days Hours Periods
Red Line: Year Round Mon. thru Fri. 3:10 a.m. to 1:36 a.m. 1:37 a.m. to 3:00 a.m.* Sat. 3:56 a.m. to 1:47 a.m. 1:47 a.m. to 3:27 a.m. Sun. 3:56 a.m. to 1:48 a.m. 1:48 a.m. to 3:26 a.m. *West of TCC 3:45 a.m. Blue/Green Year Round Mon. thru Fri 3:59 a.m. to 1:10 a.m. 1:10 a.m. to 3:30 a.m. Lines: Sat. 3:44 a.m. to 1:07 a.m. 1:10 a.m. to 3:15 a.m. Sun. 4:00 a.m. to 1:05 a.m. 1:10 a.m. to 3:30 a.m.
Waterfront Year Round Mon. thru Fri. 5:59 a.m. to 9:15 a.m. 9:30 a.m. to 3:00 p.m. Lines: Mon. thru Fri. 3:32 p.m. to 7:15 p.m. 7:30 p.m. to 5:30 a.m. Sat. & Sun. 9:09 a.m. to 6:46 p.m. 7:00 p.m. to 8:30 a.m. Special events see below E. 55th St. Year Round Yards: 7 days a week 24 hours a day None
Generally, operating hours are extended during Special Events on the Red, and Blue/Green Lines for 1-1/2 hours after the conclusion of the event. A special Event is defined as an event that is likely to extend beyond 10:00 p.m. and is expected to draw 10,000 spectators or more to an area located within 1/4 mile of an RTA rail station.
Generally, operating hours are extended during Special Events on the Waterfront Lines for 1-1/2 hours after the conclusion of the event. A special Event here is defined as an event that is likely to occur at any time, and is expected to draw 3,000 spectators or more to an area located within 1/4 mile of an RTA Waterfront Rail Line.
A special event on one line can impact other lines as well. GCRTA reserves the right to restrict or deny track availability when GCRTA deems it necessary to expand the hours of service to accommodate special events.
Generally after the last train exits a proposed work area the Control Center will authorize occupancy for work.
Track outage times provided by GCRTA include the time required for the Contractor to arrive on scene and request the shut-down, as well as the time for GCRTA to arrive and
Project 52F 015010-1 May 2012 shut down the track. The time spent waiting for the shut-down will be borne by the Contractor.
B. Contractor must not interfere with the normal transit system operations. Work may only be performed by permit as delineated in this section of these specifications. C. The Owner retains authority over all rail traffic operations. The Owner shall reserve the right to approve (or reject) the adequacy of the Contractor's protective measures to assure continuity of the Authority operations.
D. Additional single tracking after 8 p.m. or stopping of train traffic during the above Regular Operating Hours may be permitted. However, it is not guaranteed and the Contractor may not rely on having access to track areas during Regular Operating Hours. When permitted, it may be allowed under the following:
1. The Contractor has justified why the single tracking request is needed.
2. The Contractor has indicated the time frames in the original construction schedule.
E. The requested occupancy will not be granted and can be revoked, even after being issued, under the following conditions and at GCRTA's discretion:
1. Conflict with Special Events
2. Conflict with the RTA system maintenance and/or emergency work
3. Conflict with other ongoing construction projects
4. When snowfall exceeds or is forecast to exceed 5”, when freezing rain is forecast, or when snow trains must be operated
5. When visibility is poor, creating an unsafe working environment for both work crews and GCRTA operations
F. Any occupancy of the Rail right-of-way requires an approved occupancy permit. Work or occupancy within 10 feet of the centerline of any track requires an approved occupancy permit and generally daytime work hours are only available from 9:30 am to 2:30 pm.
Part 2 - Products
2.1 Not Applicable
Part 3 - Execution
3.1 RESTRICTIONS BY GCRTA
A. The Contractor must receive a permit prior to starting work that may affect GCRTA property and facilities. Each Contractor must submit requests through the Engineering
Project 52F 015010-2 May 2012 and Project Development (E&PD) Manager for prior Authority approval for occupying the rail right-of-way. These requests will be of the following types:
1. Wayside work - Required for all work performed on the rail right-of-way, not between the tracks and more than 10 feet from the centerline of any track.
2. Active Track Occupancy Permit - Required for all work performed on the rail right-of- way using hand tools and within 10 feet from the centerline of any track.
3. Track Outage Permit - Required for any single tracking operation where one track is taken out of service.
4. Power Outage Permit - Required for any work on the rail right-of-way that is within 10 feet of the energized catenary conductor wire; however, when power outages are not feasible, the Contractor may proceed with the work based on the Contractor's compliance with all OSHA regulations. These regulations include, but are not limited to, distance relating to qualified and unqualified personnel as defined by OSHA when working around the Authority's 600-volt catenary system.
5. Track Shutdown Permit - Required for any termination of Rail service i.e. complete shutdown of service on track(s). This application must be submitted by 11:00 am Wednesday four weeks before the week of the track(s) shutdown.
All requests must be submitted in writing to the Director of E&PD no later than 11:00 AM of the preceding Wednesday for consideration by the Director of Service Management or his designate. Due to other ongoing construction and maintenance projects, there is no guarantee that any request will be approved. All requests will be approved or disapproved in writing.
B. In the event of a reversal by either GCRTA or the Contractor of any Track or Power Outage permit, a good faith effort must be made to notify the other party prior to the scheduled outage. Contractor cancellation of permits for work after 7:45 PM shall be no later than 3:30 pm that day, and any failure to cancel 12 hours prior to the scheduled outage shall result in the Contractor being assessed Liquidated Damages in the amount of $500 for each occurrence. This cost must be paid directly by the Contractor to GCRTA. Failure to pay will result in rejection of all future outage requests. GCRTA will make a good faith effort to notify the Contractor 12 hours prior to any cancellation. However, it is understood that emergencies may occur which may prevent GCRTA from canceling within this time frame.
C. Power outages will not be allowed during the following conditions:
1. On holidays or during Special Events
2. Where weather conditions are such that icing of the catenary may occur (For example: RTA has experienced icing conditions when the temperature is between 25 and 35 degrees Fahrenheit with a chance of precipitation)
Project 52F 015010-3 May 2012 To confirm if weather conditions might be affecting rail operations, the Contractor may call either the Control Center Supervisor at 216-566-5114 or 216-566-5115 or the Load Dispatcher at 216-566-5135.
D. Any unexpected effects upon the operations of scheduled/unscheduled train movements shall be immediately called into the Control Center Supervisor at 216-566-5114 or 566- 5115.
E. The Contractor must receive the proper outage permit prior to lifting of any bridge span, or other such material, over GCRTA tracks. GCRTA Rail personnel shall be present in the area to ensure a safe and clear area after span lift. Demolition work shall stop when trains pass through a demolition area or trains shall be stopped at a safe distance if imminent danger is shown.
F. All work over GCRTA tracks shall be done with the overhead power off unless authorized by both District Director-Rail and Director of E&PD or their designates. If any Contractor or Utility requires the de-energization of the overhead power to the Catenary System, a power outage permit must be approved per the above methods.
3.2 RESUMPTION OF REVENUE SERVICE
A. The track must be returned to the Authority one-half hour before the start of scheduled revenue service at that location. At the completion of the week night shift and at the completion of weekend work, the Contractor is to inspect and subsequently release the work zone back to the Authority for resumption of revenue service. This will require the Contractor to adhere to the following procedures:
1. Prior to release of a work zone, the Contractor is to clear his equipment, manpower and materials from the right-of-way, an area defined as at least 10 feet from the centerline of each track.
2. The Contractor, along with the Engineer, will inspect the entire work zone to assure that the work completed complies with the requirements of the Authority for the resumption of revenue service within the work zone. The construction, at a minimum, must comply with FRA Class 4 Safety Standards for track or compliance with these construction tolerances.
3. Other requirements may be imposed by the Authority based on AREA construction tolerances, procedures and/or practices. Imposition of slow orders and other means can be requested by the Contractor in order to assure the resumption of safe revenue operations.
4. When each item above has been completed, the Engineer shall notify the appropriate Control Center Supervisor of the release of the work zone back to the Authority.
Project 52F 015010-4 May 2012 5. At the completion of each night shift and weekend work, the Contractor must inspect work site and release it to RTA in an aesthetically pleasing manner as determined by the Engineer.
B. The Contractor must comply with the provisions of these General Requirements as representing an integral part of his legal obligation under this contract.
3.3 TEMPORARY FALSEWORK AND PROTECTIVE STRUCTURES
A. In order to protect GCRTA traffic (passengers, personnel and property) against harm and damage from falling material and debris during any demolition or construction overhead, the Contractor shall furnish and erect an electrically insulated rigid temporary structure under the spans that are directly over the GCRTA tracks.
B. The flooring and siding of the temporary structure shall have no cracks or openings through which material particles may fall. As a minimum, one layer of 3/4-inch plywood with lapped joints or an equivalent design shall be placed between the lower flanges of the structural steel beams above the track bed and the shoulders of the GCRTA tracks.
C. The temporary falsework shall be suitable for attachment of the live catenary wire system, and all signal, power and communication cables. The falsework shall be removed by Contractor when work is completed.
D. Details of the temporary falsework and protective structures including the proposed temporary under clearances to the GCRTA tracks, shall be prepared by a professional engineer for approval by the GCRTA Director of E&PD prior to starting any demolition or construction work.
E. This protective work shall be performed at the Contractor's cost.
F. Before starting the work of erecting the temporary falsework, the Contractor must have a special meeting with the Project Manager for the purpose of developing a plan for making arrangements to move, protect and reattach the fiber optic cable. Before any such work is started, the Control Center Supervisor will be notified at:
Control Center Supervisor, West Office Phone (216) 566-5114 Control Center Supervisor, East Office Phone (216) 566-5115
3.4 SPECIAL GCRTA REQUIREMENTS
A. Rules for work performed within ten (10) feet of the GCRTA overhead propulsion power cables:
1. Some of the work contemplated by this agreement may be performed within ten (10) feet of the overhead propulsion power cables (catenary lines) providing 600-volt D.C. power to the GCRTA Rapid Transit.
Project 52F 015010-5 May 2012 2. In order to provide continual public transit service to meet the needs of the riding public, the Authority desires to keep to a minimum any power outages that may adversely affect regularly scheduled public transit on the GCRTA Rapid Transit.
3. Overhead propulsion power cables (600-volts D.C.) shall always be considered energized. The Contractor must not assume the power is shut-off until actually confirmed by GCRTA on a daily basis that shutdown has actually been accomplished. Despite power shut-off, the overhead propulsion cables are always to be considered hot.
4. All work shall be performed in accordance with rules, regulations, procedures and safe practices of the GCRTA, OSHA and all other governmental agencies having jurisdiction over this project, including, but not limited to, applicable OSHA regulations pertaining to work performed within proximity of energized conductors. (29 CFR)
5. It is the responsibility of the Contractor to know and comply with all governmental regulations pertaining to work performed in proximity to electrical power cables providing 600-volts D.C. (29 CFR)
6. It is the Contractor's responsibility to provide qualified persons who meet all governmental standards, including, but not limited to, OSHA standards that enable them to perform the scope of work within proximity of overhead propulsion power cables providing 600 volts D.C.
7. The Contractor and/or individual employees of the Contractor shall be required to present evidence upon demand that they have been trained and are otherwise properly qualified to perform work required by this agreement in accordance with applicable OSHA regulations or any other governmental regulations or standards required by this agreement.
8. The Contractor shall provide GCRTA with a safety program plan that shall address, in part, the need to perform work within 10 feet of overhead power propulsion lines providing 600-volts D.C.
B. GCRTA aerial lines on GCRTA property may be relocated by GCRTA personnel if required. The Contractor shall use all precautions necessary to see that the lines are not disturbed during the construction stage and shall cooperate with GCRTA in relocation of these lines. The cost of all wire relocation shall be paid for through a Force Account funded by the organization responsible for the project.
C. No equipment or material shall be suspended or erected above, within 16.0 feet vertically above top of rail or higher based on existing catenary heights, or within 7.5 feet horizontally from the center of the track over which trains are operating, unless otherwise approved by GCRTA's Director of E&PD in advance.
D. Track ballast must be protected from contamination during demolition and construction. Signal equipment must also be protected. The Contractor must furnish details at least
Project 52F 015010-6 May 2012 30 days well in advance of starting the work for approval on how they plan to protect both items.
E. No excavation, removal of existing pier foundations or constructing new foundations adjacent to GCRTA tracks is permitted without approval of GCRTA. Sheeting may be required to prevent undermining of tracks. If sheeting is required, it is the responsibility of the Contractor to provide and install such sheeting. Proposed sheeting shall be prepared by a Professional Engineer for approval by GCRTA Director of E&PD prior to starting any excavation or demolition work.
F. If proposed construction is in the vicinity of a rapid station, pedestrian traffic to the GCRTA station shall be maintained at all times by the Contractor. Structurally sound fencing, barricades, and/or shelters shall be provided to protect GCRTA users at the station entrances and platforms. The Contractor shall submit details of the protection system for GCRTA's Director of E&PD's approval before demolition is started.
G. No construction activity shall take place within GCRTA construction clearance limits while track is active except with flaggers and the proper Outage Permit. During complete shutdown, Contractor is cautioned to the possibility of track utilization by RTA work trains and other service equipment.
H. No at-grade crossing of GCRTA tracks is permitted by vehicles or equipment, without prior approval of the District Director-Rail or his designate.
I. The Contractor shall provide, install, erect and maintain suitable lighting and protections for safe and efficient progress and for any work that is to be performed after daylight hours.
J. Flaggers shall be provided by the Contractor, either through companies who supply certified flaggers (obtain list from GCRTA) or by training and certifying its own employees through GCRTA. For flagging procedures, flagger training, and set-up of work zones, see Section 015020 - Standard Rail Flagging Procedures.
K. Any violation of GCRTA construction restrictions by the Contractor may result in immediate shutdown of construction activities until the violation is corrected.
L. These procedures are applicable whenever any personal or equipment of any Contractor are on Authority rail property and/or more specifically, within a distance of 10 feet from the centerline of each track, including any and all work performed over tracks and work being performed on overhead (highway) structures.
Part 4 - Measurement and Payment
4.1 GENERAL
A. No separate measurement or payment will be made for work required under this section.
Project 52F 015010-7 May 2012
END OF SECTION 015010
Project 52F 015010-8 May 2012
7/7/06 - Note: Revised by Roger L. Spotswood. Keep this version until you find out whether it needs approval by other depts, staff members, etc. If approved, delete other version and keep this one. mrr
8/22/07 - Changed footnote date from 1/2006 to July 2006 per Marian's note above. Also, left justified Part 2 - Products (it was in the center of the page). MM
9/7/07 - Ran spell check. Col. 2 changed "year around" to year round. 3.1, B. changed "shall be not later than" to shall be no later than. 3.4, D. changed "ell" to well. Took out some periods. MM
10/24/07 - Took out title standard specs. Mm
4/09 - Changed hours outage hours per Roger Spotswood. Tyd
6/12/09 - Updated outage hours per Roger Spotswood. Tyd
9/21/11 – Revised spec numbers for the new system per MJS
5/1/12 – Revised by CPS inserting the last paragraph in the first page at the request of Anna Hlavics and Joe Shaffer.
Project 52F 015010-9 May 2012 SECTION 015020
STANDARD RAIL FLAGGING PROCEDURES
Project 52F December 2014
SECTION 015020 - STANDARD RAIL FLAGGING PROCEDURES
Part 1 - General
1.1 INTRODUCTION
A. These procedures are applicable whenever any personnel or equipment of any contractor, subcontractor or consultant (hereinafter called Contractor) are on GCRTA Rail Right-of-Way. Special care is required when within an operating envelope around the tracks, the outer limit being a vertical plane located a distance of 10 feet from the centerline of each track, including any and all work performed over tracks including work being performed on overhead highway structures.
B. Contractors are responsible to know and comply with all Rail Operations Rule Book safety rules and procedures, including the following:
1. On-site personnel shall wear safety shoes, hardhats, safety glasses, and lime green reflective safety vests at all times.
2. Before crossing any tracks, STOP, LISTEN and LOOK for trains or vehicles approaching from either direction. Do not cross tracks unless you have time to walk normally, and do not take chances that would make a misstep serious. Do not step on the head of the rail. Never cross the track within switches, which can be operated at any time.
3. Do not walk on tracks except when absolutely necessary. When walking alongside the tracks, face the normal direction of traffic.
4. Consider all tracks as operating tracks and be on the alert for trains operating in either direction on any track at any time.
5. As a train approaches, move to a position of at least 10 feet from the centerline of the track and look towards the train. When standing beside the tracks in a confined space, be sure that you have allowed sufficient space for the train to pass safely without touching your body, clothing, or any other object you may have in your possession.
6. Do not step into the first 20 feet of the track area behind a stopped train. Always maintain a safe distance from the train, which could begin moving in either direction at any time.
7. The overhead wires of the 600-volt catenary system should always be considered as energized. Do not work closer to the wires than allowed under OSHA regulations and other applicable codes and standards.
C. Personnel deemed as unsuitable by GCRTA shall be removed immediately by the Contractor and will be barred from the GCRTA premises.
Project 52F 015020-1 July 2011
1.2 RESPONSIBILITY
A. Contractor is responsible for compliance with all elements of these procedures, including all training, drug testing, certification and re-certification.
B. Contractors are responsible for all employee wages associated with the training, certification, re-certification and use as Flaggers.
C. GCRTA will not be responsible for "no shows," late arrivals or delays to Contractor due to the failure to comply with the current Rail Operations Rule Book, or the certification and use of Flaggers.
D. A Work Zone and/or Single Tracking request may be denied or revoked for failure of the Contractor to comply with these requirements.
E. Failure of the Contractor to have qualified Flaggers will be grounds for the Authority to have the Contractor cease operations until such personnel are available. Claims for lost wages and productivity will not be honored.
F. The Contractor will provide a Work Zone Plan that depicts the location and layout of all protective equipment and flag personnel. The plan shall be based on the typical drawings following this section (see diagrams on pages 015020 - Figure1 through 015020 - Figure 13).
Part 2 - Products
2.1 REQUIRED EQUIPMENT
A. The required equipment listed below shall be provided by the Contractor to the Flaggers at the beginning of each shift of work. The Contractor will remain responsible for ensuring that all work tools and equipment are available to each Flagger.
B. Clothing worn by the Flaggers shall be compatible with the weather conditions. Shorts, tennis shoes and other inappropriate clothing will not be allowed. Clothing shall not be loose fitting; safety boots with hard arch shank and toes are required for Flaggers and must be worn at all times. In accordance with OSHA 1910.136, safety shoes must comply with “ANSI Z41-1991, American National Standard for Personal Protection- Protective Footwear” and carry an Electrical Hazard (EH) Rating. Shoes that comply with these requirements will have “ANSI Z41” and “EH” printed on the label inside each shoe.
C. Whereas Flaggers are Contractor’s employees, GCRTA retains certain jurisdiction over flag personnel. Flaggers must be trained and certified by GCRTA. No persons shall perform flag duties unless so qualified. The Contractor has all other jurisdiction, including wages, employment benefits, and day-to-day supervision.
D. Each Flagger must carry the following prescribed and Authority approved materials and equipment as listed below. The Contractor shall provide this material and equipment.
Project 52F 015020-2 July 2011
The Contractor shall have spare expendable materials such as air canisters and flashlight batteries available at all times.
1. A GCRTA approved, lime green, reflective safety vest and safety shoes MUST BE WORN AT ALL TIMES WHILE ON DUTY.
2. Flags - One red and one yellow. Flag shall be a minimum of 17” square on a 24” wood handle.
3. Flashlight - For night, tunnel and underground operations. Flashlight shall be powered by a minimum of two “D” cells and be clearly visible from a minimum distance of 500 feet.
4. Whistle
5. Air horn with spare full canister. Note: Air horn can only be used when temperatures are above +20 degrees F. The horn shall be equal to Falcon Commander4 (Branchburg, NJ) with Falcon MRN 422 canister.
6. Signs - One orange “W” and one green “R” (Resume), both made with reflective material. Each sign shall be placed in a clearly visible position (to the train operator) and should be within eight feet of the centerline of the track the Flagger is protecting. Signs shall be a minimum of twelve inches wide and eleven inches high on ½” plywood or aluminum highway sign stock. “W” letter shall be a minimum of six inches in height. Letter “R” shall be a minimum of six inches high. If highway cones are used for mounting, they shall be safety orange, twenty-four inches in height, with a heavy base plate with a minimum size of fourteen inches square. In windy conditions, a more secure mounting may be required. (See Appendix 1 - Trackside Signs, pages 015020 - Figure 14 through 015020 - Figure15)
7. Note pad and pen
8. Hardhat to be worn at all times. Hardhat should be E or G rated.
9. ANSI Z-87 Safety Glasses shall be worn at all times.
10. GCRTA supplied radios issued to the Contractor shall be carried by Flaggers. The radios shall be used for the passing of information to the flagmen regarding the operations of trains, as well as emergency situations.
11. Portable Trip Arms and Trip Stops as shown and required in the Work Zone Diagrams. Trip arm fabrication plans provided upon request to the Engineer.
a. Portable Trip Arm – the trip arm can be raised and lowered.
b. Portable Trip Stop – the trip arm can not be raised and lowered.
Project 52F 015020-3 July 2011
E. Prior to the start of flagging operations, the Contractor must inspect and replace all defective, lost or stolen equipment. A daily check of all flagging materials and devices must be performed by the Contractor. A checklist shall be maintained and signed by the Contractor for inspection by GCRTA or its designated Representatives of the devices and a test of each to ensure they are working.
F. In addition to the equipment listed above, the GCRTA Rail District personnel will furnish and install Protracker Devices for the Contractors. These devices are designed to warn workers of approaching rail traffic. The Protracker devices are to be considered as a secondary warning device to flag personnel. The Protracker device locations are as shown on the Work Zone plans.
Part 3 - Execution
3.1 WORK ZONES
A. A Work Zone is a section of track protected by the use of warning signs and one or more Flaggers through which trains operate (see diagram, 015020 - Figure 1 through 015020 - Figure 9, and including 015020 - Figure 10 and 015020 - Figure 11, in Non Cab Controlled Territory). It provides protection for work crews, passengers, trains, equipment, tools and property. Any work performed by a Contractor on or within 10 feet of GCRTA tracks must utilize a Work Zone and accompanying Flagger(s). If right-of-way occupancy will be outside of the 10-foot envelope of each track, but encroachment of equipment, materials or workers is possible, then one or more Flag Person will still be required.
B. GCRTA may, at its own discretion, require additional Flaggers if specific situations warrant the additional Flaggers (such as poor visibility, extremely loud equipment, around curves, etc.) The cost of additional Flaggers will be borne by the Contractor.
C. Contractors must follow contractual and the current Rail Operations Rule Book provisions for requesting a Work Zone on/or adjacent to the tracks. They must report their location and Work Zone limits to the Control Center Supervisor (CCS) for permission to set up the Work Zone.
D. Only the Control Center Supervisor may authorize the Contractor to set up a Work Zone.
3.2 PREPARING FOR THE WORK ZONE
A. The Contractor shall contact the West (Red Line: Airport to E. 29th interlocking and Waterfront Line) or East (Red Line: E. 29th to Windermere and the Shaker Lines) Control Center Supervisor (CCS) by radio daily before the start of work to inform the Control Center Supervisor of the work location, the nature of the work to be done and any other pertinent information. The Control Center can be reached at the following numbers: Control Center Supervisor West 216-566-5114, and Control Center Supervisor East 216-566-5115. In the event the Control Center Supervisor cannot be contacted, the Central Communications may be called at 216-566-5135. For Work
Project 52F 015020-4 July 2011
Zones within the Central Rail Storage Facility at E. 55th Street contact Yard Control at 216-566-5250.
B. The Contractor must have an approved Rail Right-of-Way Occupancy Permit before the Work Zone is set up. The Control Center Supervisor (CCS) will announce the specific type of Work Zone on the radio with the start and end points to all Operators before the Work Zone is set up. The Contractor is responsible for ensuring that the Work Zone is set up properly.
1. The Crew Leader will notify the control Center Supervisor by radio after the Work Zone setup is complete and that the work is commencing under a specific type of Work Zone. The Control Center Supervisor will acknowledge that the specific type of Work Zone has been set up.
C. The Contractor will be responsible for obtaining, removing and maintaining all the required signs for the Work Zone. Each Contractor will be responsible for providing transport of their Flaggers to each work site.
D. The Contractor shall designate a person who shall be in charge of its flagging operation (herein after referred to as the Flagging Supervisor). A Flagging Supervisor can only flag in the case of an emergency or to relieve a Flagger for a short period of time.
E. The Flagging Supervisor shall ensure the proper placement of the signs and Flagger(s) as required and as shown on Work Zone diagrams.
F. The Flagging Supervisor must send a Flagger sufficient distance ahead against traffic to act as a lookout while the Work Zone is being set up.
G. The Contractor is responsible for having Flaggers at the project site and will specify when meal and other breaks are to be taken. Flaggers are NOT PERMITTED UNDER ANY CIRCUMSTANCES to leave their assignment without a replacement. Leaving a Work Zone without flag protection may result in serious injury and in project shutdown.
H. If a Flagger leaves the Work Zone without a replacement, the workers must immediately leave the right-of-way, close the Work Zone, and advise the CCS immediately by telephone or radio.
I. The Contractor is responsible to ensure that the Flagger has all required equipment in serviceable condition and that the Flagger and all other work crew members are wearing approved hardhats, safety glasses, safety shoes, lime green safety vests, and other required personal protective equipment. Failure to comply will be cause for project shutdown.
J. The Flagging Supervisor will adjust the Work Zone dimensions or number of Flaggers whenever necessary to ensure adequate visibility of the Flagger to both the train operators and work crew. In certain locations, clear visibility from the orange warning, “W”, sign to the work area may not be available due to curves or obstructions. In these cases, additional Flaggers are required. The Contractor will position the Flagger at
Project 52F 015020-5 July 2011
locations so that the first Flagger has clear sight of the orange warning sign, and the second Flagger is between the first Flagger and the work crew and has clear sight of both the first Flagger and the work crew. The second Flagger's duty will then be to relay (repeat) signals given by the first Flagger to and from the work crew. In all cases, a minimum 200-foot distance from the first Flagger to the Work Zone will be maintained.
K. When visibility is less than 1,000 feet (due to fog or other conditions), the Contractor shall close the Work Zone, vacate the right-of-way, and report clear to the CCS in accordance with the requirements in the GCRTA Rail Operating Rule Book.
L. When setting up the Work Zone, position the Flagging Supervisor at the work site. The Flagger will then test the whistle and air horn. If the work crew cannot easily hear the whistle, the air horn shall be used along with the whistle. Test of whistle and air horn must be documented on Checklist, per section 2.1E.
M. After the Contractor has set up the approved Work Zone, the Flagger should stand, if possible, approximately 3 to 4 feet to the side of the outer rail of the track, continually watching for oncoming trains.
N. The use of personal radios, cell phones and/or headphones, or similar devices, is prohibited while performing flagging duties.
O. Signals are to be given by the use of flags when outside during daylight hours. Always give signals at right angle to the track while facing the oncoming train and standing between three and four feet from the outer rail. Flags of prescribed color must be used. The flag signals are:
1. Stop – move the red flag back and forth in a horizontal motion at waist level.
2. Proceed – swing the yellow flag up and down in a vertical motion, with the flag away from the Flagger's body.
P. A flashlight is used in place of the flags during hours of darkness, when the Flagger's location is in a tunnel or other similar dark area, and when daylight signals cannot be plainly seen. The procedures are the same as flag signals, with the exception being that the movement of the light indicates the signal given.
Q. In the case of single tracking, a Flagger must be positioned at each end of the Work Zone facing the direction of oncoming traffic. Work Zone shall be signed for both directions.
R. Any time the Work Zone is to be vacated for more than 20 minutes, the Work Zone is to be removed (see Part 3.3-A1, B2, C2, and D1).
3.3 HOW THE DIFFERENT WORK ZONES FUNCTION
A. Single Track Work Zone
Project 52F 015020-6 July 2011
Definition: A Single Track Work Zone is required when the track cannot be cleared of personnel, material, and equipment within 30 seconds of approaching rail traffic.
1. Crew Leader calls Control Center Supervisor by radio requesting a Single Track Work Zone, giving the Control Center Supervisor starting and ending points using crossover locations.
2. After Control Center Supervisor grants permission and makes the announcement of the Single Track Work Zone from Points A to B on the radio, the Crew Leader will send a flag person 1,000 feet in each direction to act as lookouts while the Single Track Work Zone is being set up.
3. The GCRTA Rail District personnel shall provide and install the Protracker train detection transmitters 800 feet in advance of the Work Zone on the track to remain in service on both sides of the Work Zone. The contractor must keep the Protracker in a position to warn the workers and flag personnel.
a. The Crew Leader will notify the control Center Supervisor by radio after the Single Track Work Zone setup is complete and that the work is commencing under a One Track Work Zone. The Control Center Supervisor will acknowledge that the Single Track Work Zone has been set up.
4. On the track used by trains, set up the X Restricted Speed Zone signs 200 feet in advance of the Work Zone in both directions. Refer to Diagrams in Section C of 01502.
5. Set up orange W-signs 700 feet in advance of Work Zone on the track used by trains. Refer to Diagrams in Section C of 015020.
6. Install portable trip stops adjacent to the W-signs on the track not used by trains (track out of service). Refer to Diagrams in Section C of 015020.
7. Install crossties 500 feet in advance of the Work Zone on the track that is to be worked on. Refer to Diagrams in Section C of 015020.
8. Set up green R-signs and trip arms 200 feet beyond the exiting ends of the Work Zone on the track used by trains. Refer to Diagrams in Section C of 015020.
9. Station a flag person at each speed sign, in a position of safety and visibility, adjacent to the track to control all approaching train movements on any track.
10. Crew Leader will notify Control Center Supervisor after the Work Zone setup is completed.
a. Curvature or grade restricts visibility; additional flag person(s) are required. (See diagrams 015020 - Figure 3, Figure 5, and Figure 7)
Project 52F 015020-7 July 2011
11. When a train is approaching the Work Zone, the flag person shall display the red flag and sound horn to notify the work crew of approaching train.
a. If the operator does not show any signs of recognizing the signal, the flag person will alert the work crew immediately using a continuous blast of the whistle, air horn or any other method.
12. After train has come to a complete stop and work crew has cleared right-of-way, the flag person will lower the trip arm and then display yellow flag, allowing train to proceed through Work Zone at Restricted Speed.
13. When the train has passed the R-sign, the flag person will reset the trip arm and the operator may return to normal operation.
A1. Removal of a Single Track Work Zone
1. The Crew Leader ensures that all equipment, tools and materials are removed from the work area.
2. Workers shall clear the work area.
3. The trip stops and cross ties are to be removed by the Contractor.
4. The Protracker devices are to be removed by the GCRTA Rail District personnel and the removal of the Protrackers will be verified by the Contractor prior to the removal of the Work Zone.
5. Trackside signs, trip arms, and trip stops will be removed by a worker with a flag person providing protection and notification of approaching trains.
6. Once all workers, devices, equipment, signs and flag personnel are clear of the track to a safe location, the Crew Leader will contact the Control Center Supervisor by radio to inform him that the Single Track Work Zone has been removed and the track is clear.
7. The Control Center Supervisor will acknowledge the Crew Leader and make a radio announcement that the Single Track Work Zone is removed and the track is clear.
B. One-Track Work Zone
Definition: Work can be done on one track only, which includes 10 feet from the centerline of the track on the field side of the track. Workers and equipment may not be in the devil strip (area between tracks) or on the adjacent track or Right-of-Way. The Work Zone must be cleared within 30 seconds of approaching rail traffic.
B1. Set Up of a One-Track Work Zone
Project 52F 015020-8 July 2011
1. Crew Leader calls Control Center Supervisor requesting a One-Track Work Zone, giving the Control Center Supervisor starting and ending points A and B.
2. After permission is given by the Control Center Supervisor, and after the announcement has been made by the CCS that a One Track Work Zone is in affect from Point A to Point B on the radio, Crew Leader will send a flag person in each direction, 1,000 feet each, to act as lookouts while the Work Zone is being set up.
3. The GCRTA Rail District personnel shall provide and install the Protracker train detection transmitters 800 feet in advance of the Work Zone on the track that has the One Track Work Zone. The Contractor must keep the Protracker in a position to warn the workers and flag personnel.
a. The Crew Leader will notify the control Center Supervisor by radio after the One Track Work Zone setup is complete and that the work is commencing under a One Track Work Zone. The Control Center Supervisor will acknowledge that the One Track Work Zone has been set up.
4. Set up the X Restricted Speed Zone signs 200 feet in advance of the Work Zone in both directions. (See Diagram on page 015020 - Figure 2.)
5. Set up orange W-signs 700 feet in advance of the Work Zone in both directions.
6. Set up green R-signs 200 feet past the Work Zone in both directions.
7. Station a flag person and trip arm at the speed sign on the track to be worked on.
8. After the Work Zone setup is completed, notify Control Center Supervisor that work will commence.
9. When a train is on approach, flag person shall display the red flag and sound horn to notify the work crew of an approaching train.
10. The crew is to clear the right-of-way.
a. If the operator does not show any signs of recognizing the signal, the flag person will alert the work crew immediately using a continuous blast of the whistle, the air horn or any other method.
11. After train has come to a complete stop and work crew has cleared right-of-way, the flag person will lower the trip arm and display yellow flag, allowing train to proceed through Work Zone at Restricted Speed.
12. When the train has passed the R-sign, the flag person will reset the trip arm and the operator may return to normal operation.
B2. Removal of a One-Track Work Zone
Project 52F 015020-9 July 2011
1. The Crew Leader ensures that all equipment, tools and materials are removed from the work area.
2. Workers shall clear the work area.
3. The Protracker devices are to be removed by the GCRTA Rail District personnel and the removal of the Protrackers will be verified by the Contractor prior to the removal of the Work Zone.
4. Trackside signs and trip arms will be removed by a worker with a flag person providing protection and notification of approaching trains.
5. Once all workers, devices, equipment, signs, and flag personnel are clear of the track to a safe location, the Crew Leader will contact the Control Center Supervisor to inform him that the One-Track Work Zone has been removed and the track is clear.
6. The Control Center Supervisor will acknowledge the Crew Leader and make a radio announcement that the One-Track Work Zone has been removed and the track is clear.
C. Two-Track Work Zone
Definition: Work can be performed within 10 feet of the centerline of both tracks and includes the devil strip (area between the tracks).
C1. Set Up of a Two Track Work Zone
1. Crew Leader calls Control Center Supervisor by radio requesting a Two-Track Work Zone, giving the Control Center Supervisor starting and ending points using catenary numbers.
2. After Control Center Supervisor grants permission and makes the announcement of the Two Track Work Zone on the radio, the Crew Leader will send a flag person 1,000 feet in each direction to act as lookouts while the Work Zone is being set up.
3. The GCRTA Rail District personnel shall provide and install the Protracker train detection transmitters 800 feet in advance of the Work Zone on both tracks. The GCRTA will also provide the Protracker warning device. The Contractor must keep the Protracker in a position to warn the workers and flag personnel so they will be able to hear it.
a. The Crew Leader will notify the control Center Supervisor by radio after the Two Track Work Zone setup is complete and that the work is commencing under a Two Track Work Zone. The Control Center Supervisor will acknowledge that the Two Track Work Zone has been set up.
Project 52F 015020-10 July 2011
4. Set up the X Restricted Speed Zone signs 200 feet in advance of the Work Zone in both directions. Refer to Diagrams of Section C in 015020.
5. Set up orange W-signs 700 feet in advance of the Work Zone in both directions. Refer to Diagrams of Section C in 015020.
6. Set up green R-signs 200 feet past the Work Zone in both directions. Refer to Diagrams of Section C in 015020.
7. Station a flag person and trip arm at each speed sign, in a position of safety and visibility, adjacent to the track to signal all approaching train movements on any track.
8. Crew Leader will notify Control Center Supervisor after the Work Zone setup is completed.
a. When curvature or grade restricts visibility, additional flag person(s) are required. (01502 - Figure 3, Figure 5, and Figure 7.)
9. When the train is on approach, flag person shall display the red flag and sound horn to notify the work crew of approaching train.
10. The crew is to clear the right-of-way.
a. If the operator does not show any signs of recognizing the signal, the flag person will alert the work crew immediately using a continuous blast of the whistle, air horn or any other method.
11. After the train has come to a complete stop and work crew has cleared right-of-way, flag person will lower the trip arm and display yellow flag, allowing train to proceed through Work Zone at Restricted Speed.
12. When the train has passed the R-sign, the flag person will reset the trip arm and the operator may return to normal operation.
C2. Removal of a Two-Track Work Zone
1. The Crew Leader ensures that all equipment, tools and materials are removed from the work area.
2. Workers shall clear the work area.
3. The Protracker devices are to be removed by the GCRTA Rail District personnel and the removal of the Protrackers will be verified by the Contractor prior to the removal of the Work Zone.
4. Trackside signs and trip arms will be removed by a worker with a flag person providing protection and notification of approaching trains.
Project 52F 015020-11 July 2011
5. Once all workers, devices, equipment, signs and flag personnel are clear of the track to a safe location, the Crew Leader will contact the Control Center Supervisor by radio to inform him that the Two-Track Work Zone has been removed and the tracks are clear.
6. The Control Center Supervisor will acknowledge the Crew Leader and make a radio announcement that the Two-Track Work Zone is removed and the tracks are clear.
D. Total Shutdown Work Zone
Definition: A Total Shutdown closes the rail line between two points. This includes both track and overhead power. All rail traffic is excluded between these two points.
D1. Setting up a Total Shutdown Work Zone
1. The Crew Leader contacts the CCS via radio and requests permission to Occupy the Track from point A to point B.
2. Location of personnel and equipment between point A and B is given to the CCS.
3. The CCS gives permission to the PIC to occupy the track and the CCS notifies the Operators that the Total Shutdown Work Zone is in affect from Point A to Point B.
4. The Crew Leader acknowledges that the track has been released from the CCS and given to the Crew Leader and will notify the CCS when trip stops and cross ties will be installed. (01502 - Figure 8) Under conditions when the track is to be removed during the shutdown, derails may be used instead of cross ties.
5. The Line Department executes the power outage procedures. Barricades and ground straps are applied. This ends with the Power Outage Form signed and acknowledging that power has been turned off.
6. The GCRTA Rail District personnel shall provide and install the Protracker train detection transmitters 800 feet in advance of the Work Zone. The GCRTA will also provide the Protracker warning device. The Contractor must keep the Protracker in a position to warn the workers and flag personnel so they will be able to hear it.
7. The Crew Leader informs the CCS that the trip stops and cross ties have been installed. Trip stop is placed 200 feet in advance of the cross ties on both tracks on both ends of the work location.
8. Rail traffic moving into the total shutdown Work Zone limits need to request permission of the Crew Leader and granted by the Crew Leader, not the CCS. Trip stops and derails will then be removed by the Contractor. Personnel and equipment will be cleared for the safe passage through the work limits.
Project 52F 015020-12 July 2011
9. In certain locations, switches are clamped by the GCRTA Signal Department (SD) so that movements cannot be sent into the total shutdown work zone area. The CCS informed by the SD that the clamps are in place.
D2. Removal of a Total Shutdown Work Zone
1. The Crew Leader will verify that the track is in a condition to be returned to revenue service.
2. The Crew Leader will verify that personnel and equipment have been removed from the track.
3. The Crew Leader will verify that the trip stops and cross ties have been removed from the track.
4. The Crew Leader will contact the CCS and inform them that the track is being returned to the CCS from point A to point B, and that all personnel, equipment, and material are clear of the track. All trip stops and crossties have been removed from the track. Track is returned to the CCS.
5. Service Quality Rail Supervisor, along with the Crew Leader and Contractor, will inspect the Total Shutdown Work Zone to verify that the Protracker, cross ties, and trip stops have been removed from the track for the resumption of rail service.
6. The Protracker devices are to be removed by the GCRTA Rail District personnel and the removal of the Protrackers will be verified by the Contractor prior to the removal of the Work Zone.
7. The power outage form is signed acknowledging that the personnel, equipment, and material are removed from the track.
8. Line Department begins the re-energization of the overhead power. Ground straps and barricades are removed. Locks are removed from devices.
9. Central Communications transmits via radio that the overhead power is being restored in the total shutdown work zone area. Power is restored.
10. If installed, clamps are removed from the switches by the RTA Signal Department to allow movement on the track. CCS informed by the RTA Signal Department that the clamps have been removed from the switches.
3.4 WORKERS NOT GOVERNED BY WORK ZONES
A. MOVING INSPECTION ZONE
Definition: A Moving Inspection Zone is to be used for inspection of the right-of-way, with no work being performed. Up to four Inspectors are allowed.
Project 52F 015020-13 July 2011
1. Under special conditions, when a Work Zone is not required as approved by the Engineer in advance, and an inspection is to be performed on or within 10 feet of the track, the following procedures will apply: Work Zone Signs are not required. (See Diagram 015020 - Figure 1)
a. The Flagging Supervisor will be responsible for the group following these procedures and requirements.
1) One flagman is required with one up to two Inspectors.
2) Two flagmen are required when there are three or more Inspectors.
b. All Inspectors and Flagmen must wear an approved safety vest, hardhat, safety glasses, safety shoes, and other required personal protective equipment.
c. The inspection should always move towards approaching traffic.
d. The Inspection Group will notify by radio the East or West Control Center Supervisor (CCS) of the location and limits, the work being performed, and any other pertinent information regarding work activities. The Inspection Group must have the approval of the Control Center Supervisor and will wait until a Moving Inspection Zone has been announced before the inspection can begin. Extra caution is required when depending solely on a Moving Inspection Zone without having Work Zone signs in place.
e. Facing approaching trains; a Flagger will be positioned 200 feet ahead of the Inspection Group. This Flagger must have all required equipment in serviceable condition. Because there are no Work Zone signs, trip arms, trip stops, and Protrackers, the use of the air horn/whistle is extremely important.
f. As work may progress along the track, the Flagger must remain 200 feet ahead of the Inspection Group at all times.
g. As the train approaches, follow the procedures listed in section 3.3 A, B, & C.
h. Trains will slow to 15 mph on both tracks while moving through the Moving Inspection Zone.
i. When the inspection is completed, the Inspection Group will notify the Control Center Supervisor by radio that the track is clear through the limits of the Moving Work Zone and the Moving Work Zone can be cancelled.
j. The Control Center Supervisor will acknowledge this and make an announcement to all trains that the Moving Inspection Zone is cancelled.
3.6 PIGGYBACK WORK ZONE
Project 52F 015020-14 July 2011
Definition: A Piggyback Work Zone is a group of Work Zones within a Work Zone Limit that has been established by the Primary Work Zone.
Piggyback work zones shall only be permitted under a Total Shutdown Work Zone or Single Track Work Zone.
A. The Primary Work Zone Person In Charge (PIC) will contact the ICC and request permission to set up the Work Zone. (See Diagram 01502 – C9)
B. Additional Work Zones may be established within the Primary Work Zone Limits with the permission of the Primary Work Zone PIC.
1. Each Work Zone that is within the Primary Work Zone Limit is responsible to set up and provide the appropriate signs and equipment for their Work Zone per sections as per sections 3.3A, B, and C.
2. Communication and coordination must be established and maintained between all Work Zones within the Piggyback Work Zone Limits.
3. Work time within the Piggyback Work Zone is limited to the time granted to the Primary Work Zone.
C. Removal of the Piggyback Work Zones
1. All Work Zones within the Work Zone Limit must report to the PIC that they have removed their Work Zone and that all work has been completed and that they are clear of the Right-of-Way.
2. All Work Zones must be clear of the Right-of-Way when and if the Primary Work Zone has completed their work and has cleared the Right-of-Way.
3.7 SPECIAL PROCEDURES
A. Any orders, instructions or procedures that are found to be confusing, contradictory, unsafe, or difficult to follow must be brought to the attention of the Flagging Supervisor. Any object waved violently by anyone on or near the tracks must be treated as a signal to stop.
B. In any instance where a train operator does not comply with the provisions governing Work Zones, Slow Orders, and especially flag or flashlight signals, the Flagger should note that train's car number, block number, direction, time and location. This information must be recorded and reported immediately to the Engineer and the CCS.
C. During all signaling procedures, whether stationary or moving, always avoid working or traveling in the median area between the eastbound and westbound tracks. This area, commonly known as the "devil strip," is extremely dangerous. Under certain circumstances, i.e., two trains passing, there is no way to escape and, in many cases, insufficient space for a person to occupy. If work or travel in the devil strip is required;
Project 52F 015020-15 July 2011
an individual should be extremely alert to approaching trains and/or work equipment on any track in any direction, as in many cases there is insufficient space between two trains for a person to occupy. The sound and/or distraction of one train can easily drown out the sound of or distract attention from the other approaching train.
D. Walking or standing between or directly on the rails is to be avoided at all times.
E. Special precaution is to be taken where GCRTA right-of-way is bound by other railroads' tracks adjacent to the GCRTA right-of-way.
3.8 FLAGGER TRAINING AND CERTIFICATION
A. Each Contractor is required to hire its own employees and/or temporaries to perform the duties of Flaggers. These employees shall be given a training session on flagging techniques and procedures by the GCRTA. These training sessions shall be supplemented with actual in-field training. The training sessions will be 8 hours total per person. The Contractor shall follow the procedures explained in the attached “Program A” for Certification and “Program B” for Recertification.
B. Each employee is to bring his own equipment to the training sessions. All alcohol and drug testing results must be completed and accepted by GCRTA prior to the first class.
C. Training classes are conducted periodically by the GCRTA, as needed, to maintain the availability of sufficient flagging personnel. Contractors should contact the GCRTA regarding the availability of classes.
D. Additionally, all Contractors should have their superintendents, foremen, and other supervisory field personnel trained in flagging procedures and the current GCRTA Rail Operations Rule Book prior to the beginning of construction, and Supervision certified on the Flagging Procedures.
E. Only trained personnel of the Contractor will be certified for the prescribed time period and issued a GCRTA Flagger certification card. Flagging Supervisors will have their cards annotated by the GCRTA to show they are “Supervisors”.
F. Certification cards, valid annually, will be issued by the Training Department to each Flagger who successfully completes GCRTA Flagging Training. The certification card will also serve as verification of identity and contain the following: Name, ID number, date of expiration, and signature of training supervisor.
G. All Flaggers are required, when flagging, to carry the GCRTA Flagger certification card and a driver's license or state issued identification card.
H. The GCRTA will retain a certified flagging personnel list. Flaggers must be recertified annually before their certification expires.
3.9 DRUG AND ALCOHOL TESTING
Project 52F 015020-16 July 2011
A. All flagging personnel must submit to and pass a drug screen performed by a laboratory that is certified by Heath and Human Services (HHS) under the National Laboratory Certification Program prior to an offer of employment for this service.
B. The Contractor must certify at least one week before the start of training that the Flaggers are drug-free and fit for work. All costs associated with the testing will be the Contractor’s responsibility.
C. The Contractor shall use appropriate selection criteria and candidate screening per 49 CFR Part 40 specifically §40.25 before employing person to performing flagging services.
D. The Contractor will ensure that all Flaggers meet all U.S. Department of Transportation and Federal Transit Administration regulations including criminal record check and satisfactory completion of a periodic drug/alcohol screen.
E. In addition to pre-employment drug screening, such tests shall be conducted for Flaggers as defined in 49 CFR Part 655 under the following circumstances:
1. Through the random selection testing process.
2. As soon as practical following involvement in any accident as defined by §655.44 where his/her actions, in-actions or activities may have contributed to the accident or cannot be discounted as contributing to the accident.
3. At any time when there is reasonable suspicion of an employee drug/alcohol use as follows:
a. When a supervisor or company official has reasonable suspicion based on personal, observable and articulable, abnormal behavior by an employee, including appearance, behavior, speech, or breath odor, which objectively indicates drug or alcohol impairment.
b. Direct observation of an employee for drug use or possession by any supervisor.
F. If the Contractor has a “second chance” policy, testing must also be performed prior to return to work after rehabilitation and also follow up testing as described by the Substance Abuse Professional.
G. If there is evidence that an on-duty Flagger is under the influence of drugs and/or alcohol, the Flagger will be removed immediately from service and the Engineer and/or GCRTA Transit Police summoned.
H. The Contractor shall provide GCRTA with a copy of their written Substance Abuse Policy which complies with the Department of Transportation Regulation 49 CFR Part 40 “Procedures for Transportation Workplace Drug and Alcohol Testing Programs” and 49
Project 52F 015020-17 July 2011
CFR Part 655 “Prevention of Alcohol Misuse and Prohibited Drug Use in Transit Operations”.
I. The Contractor shall provide GCRTA’s Occupational Health Department with a monthly report of the number of tests conducted in each of the above categories and the results. All testing shall be conducted pursuant to applicable Federal and State requirements, including but not limited to those set forth in 49 CFR Part 40.
J. The Contractor shall complete the annual Management Information System (MIS) report per Federal Transit Administration (FTA) Regulation 49 CFR Part 655 and provide the report to GCRTA’s Occupational Health Department prior to March 10th of each year of the contract.
K. The Contractor will provide GCRTA’s Occupational Health Department with verification of employee and supervisor training in Substance Abuse and policy distribution in accordance to 49 CFR 655, as well as identifying a drug and alcohol program manager.
L. The Contractor will be subject to record audits for compliance with the Substance Abuse regulations. Drug and alcohol test results will be maintained in a confidential, separate file and retained according to the recordkeeping guidelines as outlined in §655.71. Failure to comply with DOT and/or FTA Substance Abuse regulations could result in the delay of payment for services or the termination of the contract.
Part 4 - Measurement and Payment
4.1 GENERAL
A. No separate measurement or payment will be made for work required under this section.
END OF SECTION 015020
Project 52F 015020-18 July 2011
FLAGGER TRAINING AND CERTIFICATION
PROGRAM A - INITIAL CERTIFICATION
A. New Flaggers:
1. The Contractor will be associated with a collection site that can perform DOT drug collections. All drug specimens will be sent to a laboratory that is certified under the Department of Health and Human Services (HHS) by the Substance Abuse and Mental Health Services Administration (SAMHSA). The contractor will retain the services of a Medical Review Officer who will review all drug test results.
2. At the Contractor’s expense, all new Flaggers will be sent for DOT pre-employment drug testing. The Contractor will receive all test results and will maintain records per DOT Regulation 49 CFR Part 40. All new Flaggers must have negative drug test results to be eligible for Flagger training.
3. A "GCRTA Drug and Alcohol Eligibility List Form" will be faxed to GCRTA’s Occupational Health Department at (216) 771-4490 listing the following information: (See page 015020-A5 for copy of form)
a. The full name of the candidate
b. An identification number (either Social Security number or Driver’s License number)
c. Date of the drug test
d. Results of the test
e. The Project number, Project name and name of GCRTA’s Project Manager
f. The name of the company representative responsible for the Drug & Alcohol Program
g. The signature of the company representative and date of GCRTA notification
h. On the form check the appropriate initial certification or recertification box.
4. GCRTA’s Occupational Health Department will communicate with the GCRTA Project Manager to provide the necessary information and to proceed with the request to schedule flag training.
5. Contractor shall also fax a notarized "Request for Flag Training and/or Rulebook C Training Form" to the GCRTA Project Manager or Director of Project Development & Engineering, Fax No. (216) 771-4424, requesting training for the Flaggers. The form must contain the following information: (See page 015020-A4 for copy of form)
Project 52F 015020-A1 July 2011
a. Contractor must fill out all contact information at the top of the form. b. List the names of eligible candidates. Any Contractor who issues a false list of candidates may be deemed non-responsive for future GCRTA Projects. c. Contractor must specify training class desired. Note: New Flaggers require Certification Training (classroom and in the field) and then must be recertified (classroom only) every 12 months. d. Form must be notarized in section provided at bottom and faxed to Engineering and Project Development department to start the process. e. Original notarized form must be mailed to address provided at the bottom of the form.
6. The GCRTA Project Manager or Director of Project Development & Engineering will contact the Training Department to request a training date. The Contractor will be advised of the scheduled date and location of training via e-mail. 7. A maximum of three (3) Flaggers per trainer can be certified in the field at any one GCRTA Flagger training session. 8. The training will last 8 hours and includes both classroom and in the field on-the-job training. 9. The trainees must show up for the training session at the proper time. Tardiness will not be permitted. Tardy students will be released at the discretion of the Training Supervisor.
10. Trainees must come to class with appropriate equipment for both classroom and field training. These include: Work safety shoes, air horn, whistle, red and yellow flags, flashlights or lantern, lime green reflective vest, hardhat and appropriate clothing for weather.
11. After the classroom and field training, the successful candidates shall be certified by the GCRTA Training Supervisor and issued an ID card.
12. The Training Supervisor will also issue a letter to the Contractor with a copy to the GCRTA Project Manager and the Director of Project Development & Engineering indicating the names of certified Flaggers and the expiration date of the certification.
13. The Flagger must carry the ID card together with an Ohio ID or driver's license whenever he/she is on GCRTA property performing his/her flagging duties.
14. GCRTA certification is valid for a period of 12 months. After this period, the Flagger must be recertified.
15. The GCRTA certification does not warrant a free bus or train ride to the Flagger.
16. There will be periodic/random checks on the performance and physical conditions of the Flaggers by GCRTA staff and/or their agents.
Project 52F 015020-A2 July 2011
17. Any Flaggers who are found to violate the flagging rules outlined in the Flagging Procedures will be removed from the project, and/or their agent(s).
18. A Flagger discharged for violation of the rules (maximum of two violations) will be barred from GCRTA projects and denied future certifications. All such violations must be reported to the Director of Project Development & Engineering in writing.
Project 52F 015020-A3 July 2011
REQUEST FOR FLAG TRAINING AND/OR RULEBOOK C TRAINING FORM
FAX TO: Marge Mitsionis, GCRTA Engineering and Project Development Dept. GCRTA Fax No: (216) 771-4424
______, ______, ______(Company Name) (Contact Person) (E-Mail Address & Telephone #)
______, ______, ______(RTA Project Name) (RTA Project No.) (RTA Project Manager)
The contracting company (as indicated above) requests that a training session be scheduled for our flag personnel, supervisory personnel and/or operators who have negative urine, drug and alcohol results and are 18 years of age or older. Note: New Flaggers require Certification Training (classroom and in the field) and then must be recertifed (classroom only) every 12 months.
___Specify Training Class(s) Desired___
____Flag Training____ Eligible Candidates Certification Recertif. Rule Book C
1. ______
2. ______
3. ______
4. ______
5. ______
6. ______
7. ______
______Company President Date (Notary Stamp)
______Notary Date
PLEASE SEND ORIGINAL NOTARIZED FORM VIA U.S. MAIL TO: GCRTA, ENGINEERING &PROJECT DEVELOPMENT DEPT. 1240 W. 6th Street, Cleveland, Ohio 44113-1331
Project 52F 015020-A4 July 2011
GCRTA DRUG AND ALCOHOL ELIGIBILITY LIST FORM
GCRTA Project Title: ______GCRTA Project No.: __ _ GCRTA Project Manager: ______
Contracting Company: _ __ Company Contact Name: _____
Phone #: _ E-Mail Address:______Proj Start Date: __ Completion Date: ______
Date of Pre- Post Reasonable Certi- Recerti- Flagger Name ID number testing employment Random Accident Suspicion Test Results fication fication
FAX FORM TO GCRTA OCCUPATIONAL HEALTH @ (216) 771-4490
Submitted by: Title: Date:
Project 52F 015020-A5 July 2011
FLAGGER TRAINING RECERTIFICATION
PROGRAM B - RECERTIFICATION
A. Recertification:
1. A Flagger must be re-certified every twelve months.
B. Procedure for Recertification:
1. As prerequisites for recertification, follow steps in Program A-2 (with modifications as noted below), A-3 and A-5 as listed in Program A. Check the recertification box on the GCRTA Drug and Alcohol Eligibility List Form. A two (2) hour classroom training for recertification is offered by the GCRTA Training Department.
2. The Contractor will provide a "GCRTA Drug and Alcohol Eligibility List Form" as noted in A-showing evidence of DOT random drug/alcohol testing within the last 30 days or the Flagger will be sent for DOT pre-employment testing. The report will be faxed to GCRTA’s Occupational Health Department at least one week before the recertification training class is attended.
3. The candidate for recertification must be equipped as in Program A above.
4. Candidates who successfully complete the two (2) hour classroom training will be recertified and can be deployed immediately. Recertification is valid for a period of 12 consecutive months.
5. Program A - Paragraphs 13 through 18 also apply.
6. Candidates with more than 12 months of inactivity must go through Program A above and be certified.
Project 52F 015020 – B1 July 2011 1 to 4 Inspectors 2nd Flagger Walk Against Normal Inspection Only. Direction of Traffic Required for 3 or No Work to be More Inspectors Performed.
Inspection Zone
No Work Area – Personnel
01502 -Figure1 or Equipment
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011 K Restricted Speed Flagger Inspection Inspection Zone Zone Work ProTracker E W Zone Sign Receiver Restricted Speed Moving Inspection x Sign East & ProTracker Y Westbound Transmitter R Resume Sign Operation Zone R x W
Work Zone A
No Work Area – Personnel
01502 -Figure2 or Equipment
W x R
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger Trip Arm East & K A Westbound Work Zone Work Zone Operation ProTracker Trip Stop E S Receiver Restricted Speed One Track Work x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Zone Flaggers as Required to Maintain Clear Line of Sight
R A Work Zone
No Work Area – Personnel
01502 -Figure3 or Equipment
W x R x
500’
W 800’ 600’ 400’ 200’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger East & K A Westbound Work Zone Operation Work Zone ProTracker Trip Stop E S Receiver Restricted Speed One Track Work x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Zone (Curve) R x W
Work Zone A 01502 -Figure4
A Work Zone W x R
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger Trip Arm East & K A Westbound Work Zone Work Zone Operation ProTracker Trip Stop E S Receiver Restricted Speed Two Track Work x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Zone Flaggers as Required to Maintain Clear Line of Sight
R
Work Zone A 01502 -Figure5
A Work Zone W x R x
500’
W 800’ 600’ 400’ 200’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger Trip Arm East & K A Westbound Work Zone Operation Work Zone ProTracker Trip Stop E S Receiver Restricted Speed Two Track Work x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Zone (Curve) Ground Strap Location May Vary In Cab Signal Territory, Ensure ICC has Activated Plate Blocking to Protect Work Zone
STOP STOP
S Track Out of Service Work Zone S Track Out of Service 01502 -Figure6 R x W A Active Track A Active Track W x R
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger Dug in East & Trip Arm STOP Work Zone K A Cross Ties Stop Sign Westbound Work Zone Operation Work Zone ProTracker Trip Stop Ground Strap E S Receiver w/ Stop Board Restricted Speed when Power off Single Track x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Work Zone Ground Strap Location May Vary In Cab Signal Territory, Ensure ICC has Activated Plate Blocking to Protect Work Zone
STOP
S Work Zone Track Out of Service 01502 -Figure7
R AA Active Track A W x
Flaggers as Required to Maintain Clear Line of Sight
STOP x S 800’ 600’ 400’ 200’ 0 0 200’ 400’ 600’ 800’ R 500’ September 2011
Restricted Speed Dug in Trip Arm Flagger STOP Work Zone W K A Cross Ties Stop Sign Work Zone Work Zone Ground Strap ProTracker Trip Stop w/ Stop Board Single Track E S Receiver Restricted Speed when Power off x Sign ProTracker East & Y Work Work Zone Transmitter Westbound W Zone Sign R Resume Sign Operation (Curve) Ground Strap Location May Vary
Derailers May Be Used when Track is Cut (By Engineering Only)
STOP STOP Track Out of Service S Work Zone S 01502 -Figure8 STOP STOP Track Out of Service
S Work Zone S
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Flagger Dug in Ground Strap Trip Arm STOP Work Zone K A Cross Ties Stop Sign w/ Stop Board Work Zone when Power off Work Zone ProTracker Trip Stop East & E S Receiver Restricted Speed Westbound Operation Total Shutdown x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Work Zone Total Work Zone Limits
Piggyback Zones
Primary Work Zone
STOP STOP STOP STOP STOP STOP
S S S S S S
01502 -Figure9 R x W R x W R x W
A A A A A A
W x R W x R W x R
Each Primary and Piggyback Zone within Piggy back work zones shall only be permitted Total Work Zone Shall Provide All Required under an out of service track or single track Protection for a Stand-Alone Zone and exclusive track occupancy protection. September 2011
Restricted Speed Flagger Dug in Ground Strap Trip Arm STOP Work Zone K A Cross Ties Stop Sign w/ Stop Board Work Zone when Power off Work Zone ProTracker Trip Stop E S Receiver Restricted Speed Piggyback Work x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign Zone Switch Tender Procedure Non-Cab Signal Territory – Normal Train Movement
Limit of Single Tracking Exiting End
STOP 1 3 1 3 R N N N
Work Zone 01502 -Figure10
A Active Track
N N N N 1 2 4 2 4 2 STOP 3 90’ See Specific Figures for Work Zone Entering Requirements in a Single Track End
200’ 100’ 50’ 0 50’ 100’ 200’ September 2011 0
Switch Work Zone Train K Work Zone Tender Trip Arm 1 A Normal Switch 2 Pilot Flag E N 3 Position Y STOP Stop Sign R Reverse Switch Position Switch Tender Procedure Non-Cab Signal Territory – Reverse Train Movement
Limit of Single Tracking Entering End STOP
1 2 R 1 3 Track Out of Service 1 3 R N N 3
Work Zone 01502 -Figure11
A Active Track
N N R R STOP 2 4 2 4
See Specific Figures 90’ for Work Zone Requirements in a Exiting Single Track End
200’ 100’ 50’ 0 50’ 100’ 200’ September 2011 Each Hash Mark Represents 25 Feet 0
Work Zone Work Zone Switch Train K Tender Trip Arm 1 A Normal Switch 2 Pilot Flag E N 3 Position Y STOP Stop Sign R Reverse Switch Position Ground Strap Location May Vary In Cab Signal Territory, Ensure ICC has Activated Plate Blocking to Protect Work Zone Ground Strap, as Required for Power Outage
R R Track Out of Service
Emergency 01502 -Figure12
R Active Track x W
W x R
Each Hash Mark Represents 100 Feet 800’ 200’400’600’ 0 0 200’ 400’ 600’ 800’ September 2011
Restricted Speed Work Flagger Ground Strap STOP Work Zone W Zone Sign w/ Stop Board K Stop Sign Work Zone when Power off Work Zone East & ProTracker E Westbound Receiver Restricted Speed Operation Single Track Y x Sign ProTracker R Reverse Switch Transmitter R Resume Sign Position Emergency Ground Strap Location May Vary In Cab Signal Territory, Ensure Work Equipment ICC has Activated Plate All Personnel on Blocking to Protect Work Zone Vehicle, None at Ground Level
STOP STOP
S Work Zone S Track Out of Service Work Limits Work Limits (Distance Varies) (Distance Varies) 01502 -Figure13
R Active Track x W
W x R Flaggers Must be Positioned when Personnel, Table or Equipment Foul Adjacent Track September 2011
Restricted Speed Flagger Trip Arm STOP Work Zone Ground Strap East & A K Stop Sign w/ Stop Board Westbound Work Zone when Power off Operation Work Zone ProTracker Trip Stop E S Receiver Restricted Speed RTA Line Car / x Sign ProTracker Y Work Transmitter W Zone Sign R Resume Sign (Extended Range) High-Rail Work Zone Note: For size of signs, see Section 2.1.D.6 on Page 3 of Technical Specification 01502.
01502 - Figure 14 September 2011 Restricted Speed A speed not to exceed fifteen (15) miles per hour, controlling movement of any rail vehicle to permit stopping within one half the X range of vision short of another train, broken rail, improperly aligned switch, derails set in the derailing position, any signal requiring a stop, motor vehicles at grade crossings, or other obstruction. Red X on a Yellow Background
Note: For size of signs, see Section 2.1.D.6 on Page 3 of Technical Specification 01502.
01502 - Figure 15 September 2011
SECTION 6
HAZARD MANAGEMENT
Project 52F December 2014
2. STANDARD FOR RAIL TRANSIT TRACK INSPECTION AND MAINTENANCE
VOLUME 5 – FIXED STRUCTURES APTA RT-S-FS-002-02
Project 52F December 2014
GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
RAIL INSPECTION AND MAINTENANCE STANDARDS
DECEMBER 2013
Project 52F December 2014
THE GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
RAIL INSPECTION & MAINTENANCE STANDARDS
December 2013
TABLE OF CONTENTS
Section Pages__ _
1. General 5
1.1 General Notice 5 1.2 Care of Tools, Equipment and Materials 5 1.2.1 Hand Tools 6 1.2.2 Work Equipment 8 1.3 Materials 8 1.3.1 Emergency Material 8 1.3.2 Storage 8 1.3.3 Work Program Material 9 1.4 Frequency of Inspections 9 1.4.1 General Track Inspections 10 1.4.2 Turnout Inspection 10 1.4.3 Gauge, Line and Surface 10 1.4.4 Drainage 10 1.4.5 Ultrasound 10 1.4.6 Special Inspection 10
2. Right-Of-Way 11
3. Track Geometry Standards 13
3.1 Gauge 13 3.2 Alignment 13 3.3 Surface 14 3.4 Cross-Level 14 Figure 15 Figure B 16
4. General Track Maintenance 17
5. Ballast 19
5.1 Inspection 19 5.2 Maintenance 19 5.3 Ballasting Procedure 19
6. Ties 24
6.1 General 24 6.2 Concrete Ties 25 6.2.1 Inspection 26 6.2.2 Maintenance 26 6.2.3 Handling 27
12/2013 1
Section Pages_ __
6.3 Wood Ties 27 6.3.1 Inspection 27 6.3.2 Maintenance 27 6.3.3 Spiking 28
7. Rail 29
7.1 General 29 7.2 Defective Rail Detection & Removal 30 7.3 Remedial Action Table 33 7.4 Rail End Batter 35 7.5 Rail End Slotting 37 7.6 Rail Grinding 39 7.7 Repairing Drive Wheel Burns 39 7.8 Thermite Welding of Rails 40 7.9 Electric Arc Welding of Rails and Castings 51 7.9.1 General 51 7.9.2 Track Components 51 7.9.3 General Instructions for Welding by the Electric Arc Process 52 7.9.4 Safety Precautions 53 7.9.5 Preheating of Rails 54 7.9.6 Reconditioning of Rail Ends by Arc Welding and Grinding 55 7.9.7 Reclamation of Manganese Steel Trackwork, Including 56 Explosive Hardened Frog Inserts 7.9.8 Reclamation of Carbon Steel Frogs and Diamond Crossings 57 7.9.9 Safe Handling and Care of Oxygen, Acetylene or Other 58 Gas Cylinders Used in Welding or Cutting
8. Fastenings 65
8.1 Concrete Tie Fastening 65 8.2 Wood Tie Fastenings 65 8.2.1 Tie Plates 65 8.2.2 Spikes 65 8.2.3 Screw Spikes 66 8.2.4 Rail Anchors 66
9. Joints 67
9.1 Inspection 67 9.2 Bolted Joints 67 9.3 Insulated Joints 68
10. Turnouts and Diamond Crossings 69
10.1 Inspection 69
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Section Pages_ __
10.2 Maintenance 73 10.2.1 Turnouts – General 73 10.2.2 Power and Hand Throw Switches 74 10.2.3 Special Trackwork 74 10.2.4 Diamonds 80 10.2.5 Track on Bridges 80
11. Road Crossings 82
11.1 Inspection 82 11.2 Maintenance 82
12. Continuous Welded Rail (CWR) Track 84
12.1 Inspection 84 12.2 Laying Continuous Welded Rail 85 12.3 Maintaining CWR 86 12.3.1 Monitoring of Curve Movement 88 12.3.2 Rail Anchoring Requirements 89 12.3.2.1 Bridge Pattern 89 12.3.3 Placing Temporary Speed Restrictions Due to Work 89 12.4 RLT Range 90 12.5 Training 92 12.6 Rail Joint Inspection 92 12.6.1 Class of Track 92 12.6.2 Identification of Joints 92 12.6.3 Frequency of Inspections 93 12.6.4 Joints in Switches and Track Crossings 93 12.6.5 Rail Joint Conditions 94 12.6.6 Embedded Joints 96 12.7 Speed Restrictions for Track Work 96 12.8 Extreme Weather Inspections 97 12.8.1 Hot Weather Inspections 97 12.8.2 Cold Weather Inspections 98 12.9 Recording Keeping 98 12.9.1 Report of CWR Installations 98 12.9.2 Report Maintenance Work in CWR 98 12.9.3 On-Foot Periodic and Follow-Up Inspection Reports 99 12.9.4 Fracture Reports 99
13. Lining and Surfacing 100
13.1 Surfacing 100 13.2 Lining 101
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Section Pages __
13.3 Turnout Lifting and Tamping 101 13.4 Monitoring Curve Movement 103 13.4.1 Staking of Curves 103 13.4.2 Inspecting the Curve Movement 104
14. On Track Work Equipment 105
14.1 Purpose 105 14.2 Authorization 105 14.3 Hi-Rail Equipment Use Procedures 107
15. Temporary Speed Restriction Due to Work 109
References 110
Appendix 1 CWR Installation Record Form 111
Appendix 2 Spiking Pattern 112
Appendix 3 Rail Separation - Rail Neutral Temperature 115
Appendix 4 Continuous Welded Rail Adjustment Table 116
Appendix 5 Definitions 117
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1. GENERAL
1.1 General Notice
The rules and instructions of this book may be amended or changed from time to time by bulletins, notices and special instructions. These changes will be consolidated and reissued by revised pages of this book regularly. These revisions shall be inserted in their proper place in the book and the outdated pages removed.
Only the Director of Engineering & Project Development or his designee may make any changes to this Standard.
Whenever the singular or masculine is used in these requirements, it shall be considered as if the plural or feminine has been used where the context of the part or parties hereto so require.
1.2 Care of Tools, Equipment and Materials
1.2.1 Hand Tools
1. Tools furnished by GCRTA shall remain the property of GCRTA.
2. Employees must be supplied with proper tools and equipment and
be instructed in their correct use.
3. All tools and equipment must be maintained in proper working conditions and, if found defective or not in accordance with specifications must be removed from service and put in safe condition or reported.
Tools and equipment 4. Hand tools must be used only for the purpose for which they are must not be left where designed. they may be struck by 5. It is the responsibility of all employees to inspect the tools they passing trains or where use. Tools found unsuitable for use shall be reported to the they may create a safety Supervisor. hazard. 6. When not in use, tools must be collected and protected from weather and theft.
7. Specialized tools (ramset, block and tackle, expanders, rail benders, torque wrenches, etc.) will be retained at a designated location and sent to the field as required, to be returned following usage.
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8. Tools and equipment must not be left where they may be struck by passing trains or where they may create a safety hazard.
Safety goggles or face 9. Blocks, ropes, cables, straps and chains must be carefully shields must be worn at examined before use and frequently when in use. all times when using any 10. Safety goggles or face shields must be worn at all times when tools that could possibly using any tools that could possibly inflict eye injury, or where inflict eye injury, or otherwise specified. where otherwise specified. 11. Track gauges and level boards must be checked regularly at the beginning of each shifts use. On level track, the level board air bubble must be centered in the spirit level.
12. No alterations shall be made to any standard tool without the approval of the supervisor.
13. When reclaiming track tools, reforging is not permitted.
14. Tool striking faces must not be allowed to mushroom or bevel flatten, and must be maintained by grinding to their original shape.
15. Double-faced sledges, spike mauls, track chisels and adzes may be reclaimed by grinding as shown in Chapter 5, “Track,” of the AREMA Manual for Railway Engineering.
16. Surplus tools should be disposed of as directed by the supervisor.
17. Grinding, slotting and cut-off wheels must be of the approved type and must be firmly mounted on their spindle assemblies and examined for cracks before use.
18. Broken, worn out, or defective tools must be turned in to the supervisor. Each tool sent in for repairs or replacement must be tagged to show the place from which, and the person from whom it was sent, and explain the defect.
1.2.2 Work Equipment Equipment should be used only for the purpose Work equipment consists of equipment used for any kind of work on for which it is designed. the track or right-of-way and includes power tools, roadway machines, off-track equipment with or without hi-rail attachments, on-track equipment with couplers, push carts and inspection vehicles.
Instructions for operation and maintenance of individual machines, accessories and appliances are given in the manufacturer’s handbooks and manuals.
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Equipment should be used only for the purpose for which it is designed. Alterations and/or modifications to work equipment must not be made without authorization from the supervisor.
The operator is responsible for the proper care and operation of the equipment in his charge. He must familiarize himself with the parts of his machine, its adjustments and lubrication. He should become familiar with all of the general instructions and those pertaining specifically to the machine in his charge.
While a train is passing through the work area, brakes or other mechanisms for securing rotating machines must be used to prevent rotational movement. Buckets on shovels or cranes must be lowered to rest, and those without must have their load line tightened or retracted to prevent movement. The operator is responsible for the safety The operator is responsible for the proper care and storage of work equipment at night, and at other times when the equipment is not in of himself and others as use. All reasonable precautions must be taken to protect the well as the proper care equipment against unauthorized use, damage, tampering, pilferage or and operation of damage by weather. Equipment stored on the right-of-way must be equipment. clear of operating tracks and the following precautions must be taken:
a. Whenever possible, machines should be stored where they can be seen from occupied buildings or roadway.
b. All machines should be locked. If this is not possible, the positive battery cable must be disconnected and the battery box locked.
c. All machines must have brakes and other locking mechanisms applied, or must be blocked to prevent movement. Attachments such as working heads, buckets, blades or booms must be securely supported or lowered to rest.
d. On-track machines stored on sidings must be placed clear of tracks. The employee in charge of the equipment must personally inspect the siding to ensure that it is properly constructed and will handle the load.
e. Off-track machines must be placed on level ground where possible and parallel to the track. They must be placed as far from the track as practicable.
The operator shall ensure that special tools, spare parts and attachments are in proper working condition and that they remain with the machine. Parts, manuals and operating instructions must also be
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kept with the equipment.
Electrically operated equipment must be operated at the correct voltage and be properly grounded. Equipment shall be inspected and maintained in accordance with the manufacturer’s instructions. Replacement parts, attachments, regulating and metering devices must be of the correct size and approved type.
Defective equipment must be removed from service and reported promptly to the supervisor. Repairs and adjustments to equipment shall be made only by persons who are qualified and authorized to do so.
Only qualified employees may operate Work equipment: that is, those Getting on or off employees who have been instructed in the operation and maintenance equipment in motion is of the equipment and found capable. Other employees under the considered unsafe and is supervision of a qualified person may operate equipment for the prohibited. purpose of training.
Only those employees whose duties require them to do so will be permitted to ride on equipment. Riders must not occupy an unsafe position, nor extend any part of their body beyond the sides of equipment in such a way as to expose themselves to injury.
Operators are responsible for seeing that only authorized persons are carried on equipment and must know that hey are properly positioned before movement is made. Getting on or off equipment in motion is considered unsafe and is prohibited.
Track machines must be operated at a safe speed, at no time exceeding posted or restricted speed, and must be separated from other machines in such a way as to avoid a collision.
Loading, securing and transporting equipment must be in accordance with applicable rules, clearances and highway codes.
1.3 Materials
1.3.1 Emergency Material
Materials kept for emergencies should be limited to the quantities of each type of material really need to protect the track and facilities against unanticipated events.
1.3.2 Storage
Materials should be stored in a manner, which will prevent
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undue deterioration. Threaded material should be stored under shelter and protected from moisture. Fiber insulation should be stored in a protected location.
Material stored outdoors should be placed on blocking (such as used ties) to avoid contact with the ground. Herbicide should be applied annually to any vegetation to reduce loss of material, rusting and risk of fire damage.
Emergency materials Emergency materials should be readily identifiable. Small should be readily items may be identified using markings on kegs, bins or tags. identifiable. Large items may have identification applied directly with a marker or stencil if the identification is not built into the item.
Whenever possible, material should be kept indoors or in fenced security areas. These areas should preferably be at locations, which are in full view of occupied buildings and should be capable of being viewed easily by passing police and security patrols.
1.3.3 Work Program Material
Materials distributed along a track are vulnerable to theft and misuse (such as being thrown down embankments or placed on
the track). Distribution of material should be done as close to the time of installation as possible, and material released from tracks should be picked up as soon after release as possible.
1.4 Frequency of Inspections
This section sets out the minimum requirements for frequency of track and right-of-way inspections. It cannot be overstressed that these are minimum frequencies.
The inspection of track shall be of such method and frequency as to ensure beyond reasonable doubt that the track is safe for operation at current authorized speed.
The track supervisor shall coordinate the various inspections to obtain The inspection of track the most effective interval between such inspections. shall be of such method and frequency as to The track supervisor has the responsibility and jurisdiction to ensure beyond authorize additional inspections that, in his opinion, may be required reasonable doubt that the to ensure the safety of operations. track is safe for The following are minimum requirements for track inspection. operation at current Arrange or carry out additional track patrols where required due to authorized speed.
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emergent conditions such as earthquakes, strong winds, high water, fire or bank instability. Certain conditions in specific areas may require additional inspections.
Both tracks inspected by hi-rail from either track (rotated every other week.) Track centers wider than 35ft will require a walking inspection of the opposite track.
When inspecting track obstructed by passenger platforms the inspector must get out of the truck and inspect the track on the obstructed side.
1.4.1 General Track Inspections
Additional track By hi-rail or by foot – twice a week, the interval between inspections inspections may be shall not be less than three days. required due to emergent conditions such as Walking – Inspection of each switch and crossing. earthquakes, strong winds, high water, and 1.4.2 Turnout Inspection fire or bank instability. Power, spring and insulated switches – monthly.
Detailed turnout inspection – every six months; and every new turnout before, and immediately after it is placed in service.
Embedded turnouts – every six months; all cover plates will be removed for detailed inspection.
1.4.3 Gauge, Line and Surface
An annual Geometry Car inspection should be conducted with a rolling track gauge to detect deviations of gauge and cross-level.
1.4.4 Drainage
Drainage and culverts shall be inspected twice yearly, spring and fall and after every major storm.
1.4.5 Ultrasound
An annual ultrasound inspection shall be conducted.
1.4.6 Special Inspection
A special inspection shall be conducted after flood, fire or extreme storm event.
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2. RIGHT-OF-WAY
1. The right-of-way, station grounds and yard areas must be kept clean and tidy.
2. Scrap must be collected and neatly piled until disposed of.
3. Small materials must be kept locked up.
4. Old ties, timbers and other refuse must be collected and disposed of as authorized from all mainline right-of-way and yards.
5. Grass, weeds and brush should be either chemically treated or hand cut, and the waste disposed of.
6. The ground in the track area, buildings, bridges and culverts must be kept clear of vegetation and combustible material.
7. Trees or shrubbery within the right-of-way that may fall on the track or which obstruct the vision of the operator, must be cut down. Any such trees or shrubbery outside the right-of-way should be reported to the supervisor for appropriate action.
8. Embankment slopes along waterways subject to erosion must be suitably protected.
9. Anything likely to fall or slide onto any track must be removed.
10. Low spots or borrow pits should be drained or filled, and surplus material spread.
11. Ditches must be maintained to the design cross section by cleaning Ditches must be periodically, so as to conduct water away from the track area and maintained to the design to keep the ballast section drained. Drainage must be given cross section by cleaning particular attention at switches, frogs, diamonds, road crossings and tunnel portals. Periodically, so as to conduct water away from 12. In wet cuts where it is difficult to maintain side ditches efficiently, the track area and to sub-drainage should be installed. keep the ballast section drained. 13. In areas of soft track due to water pockets in the grade, cross drains must be provided to ensure adequate drainage.
14. Drains, ditches and culverts must be protected to avoid presenting a hazard to the public where they have authorized access to the property.
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15. Where water from higher ground erodes the cut slopes, intercepting ditches should be built and maintained.
16. Ditches and waterways must be kept free from debris and obstructions near bridges and culverts. Where these occur outside the right-of-way, or where adjacent owners or others attempt to divert water onto the right-of-way or obstruct waterways carrying water away from the right-of-way, that matter must be promptly reported to the supervisor for appropriate action.
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3. TRACK GEOMETRY STANDARDS
3.1 Gauge
Gauge is the distance between the inner (gauge) sides of the rails, measured at right angles to the rail at a distance of 5/8 inch below the top of the rail.
Gauge shall be 56-1/2 inch subject to construction and war tolerances. Gauge is the distance between the inner Gauge measurements shall be taken at 15.5 foot intervals and the (gauge) sides of the rails, difference in successive measurements shall be the variation. measured at right angles to the rail at a distance of Absolute gauge tolerance is ± 1/8 inch for new construction, and -1/2 5/8 inch below the top of inch / + 1-1/4 inch for maintenance limit.
the rail. Uniformity of gauge is of equal importance to the absolute gauge measurement.
Changes in prescribed gauges should be made in uniform increments of not more than 1/2 inch.
Variations of gauge shall not exceed 1-1/4 inch in 31 feet.
3.2 Alignment
Horizontal alignment may be tangent, circular curve, or transition between the two by means of a spiral. Sharpness (or degree) of curvature at any point is a function of the middle ordinate of a chord of given length (e.g., the mid-ordinate in inches of a 62-foot chord.
Horizontal alignment Mid-ordinates may be positive or negative. On tangent track, they may be tangent, circular should be zero. On perfectly aligned circular curve, all mid-ordinates curve, or transition are equal. On transition curve, they progress uniformly from zero to between the two by that of the circular curve, or vice versa. means of a spiral. On curved track, the high rail shall be used as the line rail. On tangent track, either rail may be used as the line rail, but the same rail must be used throughout the tangent.
The measurement for the line shall be maximum (positive or negative) mid-ordinate, measured at the gauge point (5/8 inch below the top of the rail). The maximum mid-ordinate shall be determined by centering visible misalignments on the chord.
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When the measurement maximum mid-ordinate differs from the design mid-ordinate by more than 1-3/4 inch in a 62-foot chord, corrective action is required.
3.3 Surface
Surface refers to difference in elevation longitudinally along the top of either rail.
The measurement for surface shall be the maximum (positive or Surface refers to negative) mid-ordinate, measured along the surface of the rail. The difference in elevation maximum mid-ordinate shall be determined by centering visible peaks longitudinally along the or sags on the chord, as displayed in Figure B. top of either rail. When the measured maximum mid-ordinate differs from the uniform profile mid-ordinate by more than 2-1/4 inch in a 62-foot chord, corrective action is required.
3.4 Cross-Level
Cross-level is the difference in height between the two rails of a track at points directly opposite each other. The cross-level is determined by use of a level board.
On curved track, the grade rail is the low rail. On tangent track, either Cross-level is the rail may be the grade rail, but the same rail must be used throughout difference in height the tangent. between the two rails of a On tangent track, both rails should be the same height. This is zero track at points directly cross-level. opposite each other. Measurements for cross-level shall be taken at 15.5-foot intervals and the difference in successive readings shall be the variation.
Permissible variation shall be ± 2 inch.
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4. GENERAL TRACK MAINTENANCE
1. Track, turnouts and diamond crossings shall be inspected regularly as prescribed.
2. Special inspections must be made when any condition is known to exist which endangers the track.
3. Alignment, surface, cross-level and gauge shall be maintained to Special inspections must the tolerances prescribed in these instructions. be made when any condition is known to 4. The inside rail of a curve shall be the grade rail. exit, which endangers the 5. The outside rail of a curve shall be the line rail. track. 6. The ballast section shall be maintained per the GCRTA Design Criteria.
7. After any work, which displaces the ballast, it must be replaced, and regulated.
8. When spot surfacing is done, the general surface of the track must not be raised.
9. When tamping ties, only 16 inches either side of either rail on both sides of the ties is to be tamped. The centers of ties must not be tamped, except in switches as this center binds ties.
10. When renewing ties, the tie installed must be tamped and spiked or clipped as soon as possible. When necessary to allow trains to operate over untamped ties, the speed must be adjusted as appropriate to the track condition.
11. The number of ties in the track shall not be altered without the authority of the supervisor.
12. Spacing shall be maintained as follows: ♦ Concrete ties – 24 inch centers. ♦ Wood ties – 24 inch for both 6 x 8 and 7 x 9 inch in special track and turnouts will vary consult AREMA prints for actual spacing.
13. Ties damaged by derailments or other causes, but which are still usable, shall have the damaged surfaces trimmed and treated with an approved preservative.
14. Ties must be kept properly spaced, square to the track and properly tamped.
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15. All joints must be fully bolted, and all bolts maintained to prescribed torque.
16. Torque to be applied is:
Size of Bolt Torque Inches Ft. Lbs. 3/4 250 – 300 7/8 450 – 500 1 500 – 550 1-1/8 500 – 550 1-1/4 – 750 1-3/8 – 1000
17. All rail anchors must be maintained snug to the tie, and numbers and pattern of anchoring adjusted to prevent longitudinal movement of rail and turnout components. Minimum anchor requirement for spiked rail is every other tie box anchored, i.e., four anchors per tie. At turnouts, all ties where anchors can be applied must be anchored, but anchors must not interfere with movement of switch points.
18. Battered rail ends shall be repaired by welding or by grinding.
19. Rail joints must be slotted as required to remove flowed metal and prevent chipping.
20. Damage to rail bonds, and other signal appliances shall be avoided, and must be reported if any occurs.
21. Before undertaking any work, which will disturb the track, extreme care must be exercised to prevent track buckling when the rail temperature is high or rising or when rail joints are tight or frozen.
Care must be taken 22. Concrete tie fastenings shall be maintained so that insulators during maintenance remain intact and in position, and clips are properly driven, with operations not to shift the clip end flush with the face of the shoulder. Rail clips on track or alter concrete ties shall not be over driven. superelevation in such a 23. Care must be taken during maintenance operations not to shift way as to restrict track or alter superelevation in such a way as to restrict clearances clearances or track or track spacing. In particular, the elevation on the outer track spacing. must not exceed that on the inner track on adjacent tracks on a curve.
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5. BALLAST
5.1 Inspection
Check that cribs are full and that shoulders are maintained. Shoulders shall be 12 inches with a 2:1 slope.
Check for foreign material and vegetation, which will foul ballast, impede drainage and interfere with the function of ballast.
Check for evidence of deterioration of ballast, or of intrusion of subgrade material into the ballast section. Such evidence will lie in the form of mud pockets, standing water, pumping ties, rounded corners on ballast particles, etc.
5.2 Maintenance
1. Ballast distributes track loading to the subgrade, keeps the track from moving both laterally and longitudinally and provides drainage.
Ballast distributes track 2. Ballast added to the track for lifting and surfacing shall be of at loading to the subgrade, least equal quality to the existing ballast. (Class 3, 4 or 4A) (1- and keeps the track from 1/2 inch angular all sides) for mainline track. moving both laterally and longitudinally and 3. Ballast section shall be maintained to the appropriate standards. provides drainage. 4. Ballast shall be kept away from rails and fastenings.
5. Subgrade shall be kept sufficiently wide to support the full ballast section. When performing bank widening of ditching operations, care must be exercised to avoid fouling the ballast.
6. Growth of vegetation in ballast must be prevented in order to preserve effective drainage and facilitate surfacing.
7. In order to prevent fouling of ballast and consequent loss of support capability, it is necessary to establish and maintain drainage of the ballast section. If evidence of pumping and fouling of ballast with subgrade material appears, it is necessary to install cross drains to promote drainage of water pockets.
5.3 Ballasting Procedure
1. Subgrade must be of sufficient width to retain ballast. In widening shoulders, care must be taken that they are not raised above
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established subgrade, preventing proper drainage. Culverts should be extended where required. Porous material must be used above the level of the existing subgrade.
2. Bank widening, if required, must be done far enough in advance of reballasting, preferably one year, to permit settlement and avoid interference with progress of work.
3. Ditching should be performed at the same time as bank widening. Care must be taken to avoid fouling of existing ballast.
4. Ballast in cribs can be removed, either by cribbing the track with an undertrack plow or sled, undercutting by mechanical means, or by hand. Crossings, bridge approaches and turnouts must receive special attention.
Before ballast lift or rehabilitation, fouled ballast that would interfere with drainage or result in poor surface should be removed.
5. If it is impossible to lift the track for any reason such as overhead clearance, through heavily traveled crossings, or bridge approaches, fouled ballast should be removed to a depth of not less than 6 inches below the bottom of the tie and replaced with new material. Every effort should be made to provide adequate drainage.
6. At grade crossings, reballasting shall be done without risk to the safety of and at minimum inconvenience to, the public. Arrangements shall be made with the City for the work being undertaken, advising the nature and extent of the work to be done and arranging for the erection of barricades, warning lights and other appropriate safety devices required to protect the safety of those using the crossing, as well as required noise permits.
7. All necessary precautions must be taken to avoid track buckling. Undertrack plows and sleds should be operated to take advantage of temperature conditions. Cribs must be filled and shoulders restored with new ballast as soon as possible.
8. General alignment of track must be corrected before new ballast is unloaded. Lining must be done to offset points unless the irregularities to be corrected are only minor.
9. When ballasting or surfacing, the approved elevation curves must be maintained.
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10. When unloading ballast, care must be taken to achieve proper distribution. Ballast must not be used for widening embankments of otherwise wasted. Ballast shall be of at least equal quality to that specified for new construction.
11. During ballast lift and rehabilitation programs vertical curves must be maintained.
12. Before lifting track all spikes must be driven snug or all fastenings must be in place so ties will lift with the rail. Ties are to be plugged when necessary. Bolts must, when necessary, be loosened to allow expansion.
13. The initial track raise may be made by sledding, or the use of tamping machines or jacks. Track must not be raised more than 2 inches in one lift. Lifts must be made be raising the track to a uniform track surface and working the ballast under the ties. Every use must be made of machines to avoid as much as possible the use of hand labor. During mechanized tamping, ballast should be tamped uniformly so as to settle evenly.
14. When making a lift with track jacks, the level board must be used. Jacks must be placed outside the rails, must be worked in pairs directly opposite each other and must be used in sufficient numbers to attain uniform track surface.
15. The final track lift must be made by raising the track to the required height and tamping the ballast into place under the ties.
Movement of trains 16. The transition or runoffs must be made on tangent rack and must during and immediately be fully tamped and level to provide a smooth transition from following lifting newly ballasted to unballasted track. The rate of run-off shall be programs shall be no less that 1/4 inch in 15 feet. governed. 17. Standard ballast section must be maintained at runoffs.
18. Movement of trains during and immediately following lifting programs shall be governed as follows:
a. Traffic should not be permitted on skeletonized track except under the direction of a supervisor. If satisfied that the track will not kink due to high temperature, the supervisor may permit the passage of trains at a safe speed.
b. After track has been skeletonized, ties replaced and/or straightened anchors or clips fully installed and cribs filled with ballast, passage of trains may be permitted at a speed not
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exceeding 50 percent of operating speed, providing alignment is satisfactory.
c. Regular speed may be resumed after tamping has been completed, cribs filled, and switches, bridge approaches, crossing, etc., have been properly surfaced and lined.
19. If, during ballasting operations, any signs that may affect the operation of trains are removed, or relocated, proper train order protection must be issued until the signs are replaced.
20. Care must be taken during ballasting not to damage signal installations and where such installations may be affected, the signal forces supervisor should be advised sufficiently in advance that they may make repairs.
21. When switches are lifted, runoffs to diverging tracks must be made and tamped before such diverging track is returned to service.
22. The following additional instructions must be carried out when reballasting track in continuous welded rail territory:
a. Where practicable, reballasting of track in CWR territory should be carried out at a time of the year when daily ambient temperatures are more apt to be stable.
b. Reballasting operations should not be undertaken unless the maximum rail temperature is less than the laying or adjusting temperature.
c. Before undertrack plows or sleds are inserted, all anchors must have full bearing in both directions against sound ties, both in
the area to be worked and on strings on each side of the work area.
d. Immediately after track has been skeletonized, it must be restored to its original line as nearly as practicable. Reballasting operations should not be undertaken e. As new ties are installed and existing ties spaced, anchors must unless the maximum rail be reapplied in accordance with the standard anchor pattern. temperature is less than Anchors are not needed with concrete ties. the laying or adjusting temperature. f. Cribs must be filled and shoulders restored promptly with new ballast immediately after ties are renewed and existing ties spaced and anchors replaced.
g. No more track may be opened or skeletonized in any day than
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for which ballast is available to fill the cribs and restore shoulders.
h. Where the total raise in CWR territory will exceed 4 inches at least two lifts must be made, the first lift to bring the track up not more than 2 inches and the second lift to complete each lift to permit traffic to compact the ballast. A 2-inch lift is the maximum allowed and then the machine should double tamp all ties.
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6. TIES
6.1 General
1. During walking inspections, ties in track must be examined to determine their condition and those requiring renewal will be marked. The supervisor must prepare a list showing the number of such ties in each mile of main track, and in each year, which will require renewal during the following year.
2. The number of ties in the track may not be altered without the authority of the track supervisor.
Spacing shall be maintained as follows: • Concrete ties – 24 inch centers. • Wood ties – 24 inch for both 6 x 8 and 7 x 9. • Spacing in special track and turnouts will vary.
3. Crossties must be uniformly spaced and at right angles to the rails. Switch ties must be spaced and lined according to the applicable standard plan. Special ties must be spaced and lined according to the applicable special plan.
4. The outside ends of cross ties in double track must be lined Crossties must be parallel to the rail. For treated crossties, the end of the tie stamped uniformly spaced and at with the year of treatment shall be placed on the line side. right angles to the rails. 5. There should be:
a. Not more than twelve defective ties per 39-foot rail length.
b. Not more than one defective tie in the joint area.
c. Not more than five consecutive defective ties.
Special attention should be given to ties in the joint area to ensure they are sound and will maintain surface and gauge.
The old tie bed and adjacent ties must not be disturbed more than necessary when renewing ties, and the new tie must be tamped at once to have as firm a bearing as the adjacent ties.
6. When renewing ties, the surface of the track must be maintained.
7. Ties removed from the track must be disposed of as directed by the supervisor, ensuring that environmental regulations are observed. Scrap ties must not be left in locations where they will present a
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hazard to trains or where they could obstruct or pollute drainage systems.
8. The following precautions must be taken when renewing ties in locations laid with continuous welded rail:
a. Ties must not be renewed when the rail temperature is more than the rail laying or adjusting temperature.
b. No more ballast than is absolutely necessary to effect renewals may be removed from the cribs and the tie ends.
c. Disturbance of surface and alignment of track must be kept to a minimum.
d. There must be one adjacent tie fully fastened on each side of every tie from which fastenings have been removed. Where heavier tie renewals re required, they must be done in two or more passes and sufficient time must be allowed between
passes to ensure that the ties to remain are firmly embedded in the ballast. This also applies to the installation of switch ties for new turnouts.
e. Fastenings must be installed immediately after the new ties have been inserted and tamped.
f. Ballast section must be immediately restored to the required standard after completion of tie renewals.
9. Ties shall only be tamped for a 16-inch distance centered under Fastenings must be each rail and on both sides of the tie simultaneously. This is installed immediately particularly applicable to concrete ties, which in no circumstance after the new ties have may be tamped at the center of the tie. Switch ties, however, must been inserted and be tamped throughout their length. tamped.
6.2 Concrete Ties 6.2.1 Inspection
1. Check ties for visible cracks, if any, these will usually be transverse, hairline cracks at the center of the tie, although they may also originate at the tie end and progress longitudinally towards the rail seat.
2. Check that shoulders are tight.
3. Check for loose clips and displaced insulators. Clip ends should
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normally be flush with face of shoulder, but may protrude not more than 1/8 inch.
4. Check that ties are tight and no sign of disturbance in ballast, which would indicate movement.
6.2.2 Maintenance
1. Special care must be taken in handling concrete ties to prevent damage, as they will crack if dropped or struck. They may be stacked, but each layer must be separated by 2 x 4 boards placed longitudinally in the rail seats to protect the shoulders and to provide even bearing.
2. Special care must also be taken not allow concrete ties to become center bound. Heavy equipment must not be operated over them until they are securely tamped under the rail seats.
3. When installing or removing clips by hand, do not strike either the Special care must be shoulder or the tie. taken in handling concrete ties to prevent 4. When lining track, impact liners must not be used. damage, as they will crack if dropped or When surfacing track, tamping tools must not contact the tie. Mechanical tampers must be adjusted to accommodate the greater struck. width and depth of the concrete tie.
When regulating track, ballast regulators (brooms) should be modified to avoid disturbing the Pandrol clips.
5. Causes for removal from track include:
a. Tie broken transversely under either rail seat.
b. Tie broken transversely between rail seats, and showing further deterioration, such as loss of tension in wires, exposure of wires, crumbling, etc.
c. Tie broken longitudinally resulting in an inability to hold shoulders.
d. Both shoulders loose at one rail seat. Repair may be permissible with Engineering inspection.
e. Tie damaged by external causes, such as derailment, seriously enough to affect performance, in the opinion of the supervisor.
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6.2.3 Handling
1. Concrete ties shall be properly supported during storage, handling, transportation, and placement in such a manner to prevent damage to the tie.
2. Ties shall not be dropped into place or have the rail dropped on it.
3. A forklift should be used for unloading ties from the truck and for handling stacks of two or more stacks high.
4. Ties should not be stacked more than ten high.
5. Ties should be lifted evenly from both ends or from both inserts but never from one end or the center.
6. Ties should be separated by a piece of wood, so as not to allow the fastener insert to touch the next tie above it.
6.3 Wood Ties 6.3.1 Inspection
Check that ties are square to the track, all firmly tamped and do not show signs of disturbance in ballast which would indicate movement. Check for broken ties, ties not capable of Check for broken ties, ties not capable of holding spikes or gauge, ties holding spikes or gauge. cut to a depth of 2 inches or more by derailments, or to a depth of 1 inch or more in the plate area, or that show signs of crushing.
6.3.2 Maintenance
1. In handling ties, take care to preserve the treated surface intact; do
not use tools, which will damage the ties.
2. When treated ties are stacked, stacks must be:
a. On ground that is free of rubbish and vegetation, b. At least 10 feet from the nearest rail of any track, c. At least 10 feet from an adjacent building, d. Not in excess of 30 ties, and placed so as not to obstruct vision. When a spike is drawn, the hole must be plugged 3. When a spike is drawn, the hole must be plugged with a wooden with a wooden plug and plug or approved two (2) part epoxy and when re-spiking, the when re-spiking, the spike must be driven into the plug. spike must be driven into 4. Damaged ties, which are still serviceable, may be trimmed and the plug. treated with an approved preservative.
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5. Ties must not be adzed except when necessary to obtain a true and uniform bearing for plates.
Causes for removal from track include:
a. Broken or damaged by derailment or fire to a depth more than 2 inches. b. Split end to end for substantial (50 percent) portion of depth. c. Split tie end – will not hold spikes gauge or surface. d. Plate cut or adzed to a depth of 2 inches or more. e. Crushed to a depth of 1 inch under the plate. f. Spike killed, or decayed to the point that it will not retain spikes.
6.3.3 Spiking
Track Spiking (See Appendix 2 for spiking patterns) When conventional track is used with timber ties and track spikes, the rails must be spiked to the ties with at least one line- holding spike on both the gauge and field sides.
The total number of track spikes per rail per tie, including plate- holding spikes, must be at least the number prescribed in the following table:
Tangent Curved Curved Track and Track with Track with Curved Curved more than more than Track with Track with 2% but not 4% but not more than not more more than more than 6% of than 2% of 4% of 6% of Curvature Curvature Curvature Curvature 1 2 2 2 2 2 2 2 2 3 3 2 2 2 3 4 2 2 3 3 5 2 3 - -
1. Additional spikes may be used when needed to hold gauge. 2. Plate-holding spikes shall be driven with the head pointed toward the rail. 3. Spikes must be started vertically and square, and driven straight down. The shank of rail-holding spikes must have full bearing against the base of the rail. Spikes should be driven home, but care should be taken not to over drive the spike.
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7. RAIL
7.1 General
1. New rail must be laid out-of-face.
2. Partly worn rail for spot renewals should, when possible, be selected to have the same average wear as the rail in track. It should be segregated and kept in a designated location for use in yards at Engineering’s discretion.
3. Closure rails used in main tracks should be at least 15 feet long.
4. Rail having cuts or holes made with a cutting torch is not to be used in main track. If in emergency it has been necessary to torch cut a rail, it must be cut back at least 6 inches using a rail saw when final work is performed for restoration.
5. Rail shall be unloaded by a crane and not dropped. Care shall be exercised to prevent damage; rail must not be struck with a hammer any metal tool. Distribute rail in the upright position. Do not leave unloaded rail in contact with rail in the track. Do not obstruct a grade crossing. Cut or bury the rail through grade crossings when necessary. When unloading CWR: Remove joint straps. Rail shall be unloaded by By-pass rail ends, when necessary. Place wooden blocks or shims between rail ends to a crane and not dropped. accommodate thermal rail expansion. When rail is being lifted of moved, all employees must face the direction of rail movement. When crane operators lift or move rail, they must accept signals only from the designated groundman/ tongman.
6. Rail wear shall be measured by approved gauges, as shown in Figure C.
7. If the rail has been allowed to wear to the point where the above total dimensions exceed 1/2 inch, the rail must NOT be transposed, but must be left to wear to condemning limit and then scrapped. Alternately, the supervisor may decide to replace with new rail and classify the released rail as re-usable partly worn rail for yards, sidings, maintenance, emergencies, etc.
8. Condemning limits shall be as follows: a. Original Position 1) High rail – when head wear plus flange wear exceeds 1-3/8 inch. 2) Low rail – when headwear exceeds 1/2 inch.
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b. Transposed (Second) Position 1) High rail – when head wear plus flange wear exceed 1/2 inch. 2) Low rail – when head wear plus field side flange wear exceed 1/2 inch.
If only one rail has reached condemning limit, the track supervisor shall decide if sufficient life remains to warrant leaving the other rail in place.
7.2 Defective Rail – Detection and Removal
1. Constant vigilance must be exercised to discover and remove from the main track any rail showing a crack, split or other defect, which may result in the rail braking or being unsafe for the passage of trains at normal speed. Particular care must be taken to discover defects in the joint bar area.
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Constant vigilance must 2. Typical defects are illustrated and described in the “Sperry Rail be exercised to discover Service Defect Manual.” and remove from the main track any rail 3. Internal defects, which cannot be detected visually during routine track inspections, are detected by the use of ultrasonic cars. These showing a crack, split or tests must be made at annually. other defect, which may result in the rail braking 4. Defects must be prominently marked and rail containing them or being unsafe for the removed from the track as soon as possible. passage of trains at normal speed. 5. Defects listed as:
a. 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.
b. 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.
c. 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 railhead.
d. 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.
e. Split web means a lengthwise crack along the side of the web and extending into or through it.
f. 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.
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g. Broken base means any break in the base of the rail.
h. Detail fracture means a progressive fracture originating at or near the surface of the railhead. 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.
i. Engine burn fracture means a progressive fracture originating in spots where driving wheels have slipped on top of the railhead. In developing downward they frequently resemble the compound or even transverse fissures with which they should not be confused or classified.
j. 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 the paragraph (b) are found.
k. Damaged rail means any rail broken or injured by wrecks, broken, flat, or unbalanced wheels, slipping, or similar causes.
l. Flattened rail means a short length of rail, not at a joint, which has flattened out across the width of the railhead 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.
m. Bolthole crack means a crack across the web, originating from a bolthole, and progressing on a path either inclined upward toward the railhead or inclined downward toward the base. Fully developed bolthole 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.
n. 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, underbead or other shrink-age cracking, or fatigue cracking. Weld defects
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may originate in the railhead, web, or base, and in some cases, cracks may progress from the defect into either or both adjoining rail ends.
o. Head and web separation means a progressive fracture, longitudinally separating the head from the web of the rail at the head fillet area.
7.3 Remedial Action Table
Length of defect Percent of rail head If defective rail is (inch) Cross-sectional area not replace, take the Defect Weakened by defect remedial action More than But not Less than But not prescribed in notes more than less than ...... 70 ...... 5 B Transverse fissure ...... 100 ...... 70 A2 ...... 100 A
...... 70 ...... 5 B Compound fissure ...... 100 ...... 70 A2 ...... 100 A
...... 25 ...... 5 C Detail fracture ...... 80 ...... 25 D Engine burn fracture ...... 100 ...... 80 [AZ] or [E and H] Defective weld ...... 100 [A] or [E and H] Horizontal split head 1 ...... 2 ...... H and F Vertical split head 2 ...... 3 ...... I and G Split web 4 ...... B Piped rail (1) . . . . . (1) ...... (1) ...... A Head and web ...... separation ½ ...... 1 ...... H and F 1 ...... 1 ½ ...... H and G Bolt hole crack 1 ½ ...... B (1) ...... A
1 ...... 6 ...... D 6 ...... [A] or [E and I] Broken Base ...... A or E Ordinary break ...... D Depth ≥ ...... H Damaged rail ...... 3/8 and Length ≥ 8 Flattened rail ………
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Notes:
A. Assign person designated under § 213.7 to visually supervise each operation over defective rail.
A2. Assign person designated under § 213.7 to make visual inspection. After a visual inspection, that person may authorize operation to continue without continuous visual 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 § 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 § 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 § 213.9 for the class of track concerned, whichever is lower. When a search for internal rail defects is conducted under § 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 § 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 § 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 designed under § 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 § 213.9 for the class of track concerned, whichever is lower.
E. Apply joint bars to defect and bolt in accordance with § 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 § 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 § 213.9 for the class of track concerned, whichever is lower.
Note: All numbered sections refer directly to the FRA Track Safety Standards part 213.
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7.4 Rail End Batter
End batter is measured using a 36-inch straightedge and taper gauge as shown in Figure D.
When the joints have batter in excess of 0.04 inch, a welding program should be undertaken.
When joint condition does not warrant an out-of-face program, spot welding of chipped rail ends and those with batter in excess of 0.04 inch should be undertaken.
Only rail ends having batter in excess of 0.02 inch should be welded.
Before welding, joints must be tight, well tamped and in good surface.
Before welding, joints Immediately prior to welding, the supervisor will straightedge all must be tight, well joints and mark the weld limits. tamped and in good surface. Welding should be done by electric arc methods. When electric arc welding is used, both pre-heating and post-heating are required. (Electric arc welding is mandatory with manganese steel.)
Welds shall be surface ground after welding. Grinding will conform to the rail contour and tolerance from the straightedge must be zero low and 0.02 inch high. Mismatch of finished rail ends should not exceed 0.01 inch.
Bonds and insulation, if any, must be protected during welding.
Bolts and joint bars, if any, shall be coated with oil following welding.
Slotting of rail ends must be done after welding and surface grinding.
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7.5 Rail End Slotting
1. All rail end slotting shall be done in a neat and workmanlike manner.
2. Slotting wheels used for slotting rail ends shall not exceed 5/32 inch in thickness.
3. On the outside rail or curves the slotting shall be continued over and around the gauge side of the head to include the area ordinarily engaged by the wheel flange. Care must be taken to avoid nicking or grinding the joint bar.
4. After surface grinding of rail end welds or removal of rail end flow, each rail end shall be slotted as follows:
a. Slotting of open joints: see Figure E-1
b. Slotting of closed joints: see Figure E-2. Ensure that the slotting wheel is centered on the rail ends.
c. Slotting of insulated joints: see Figure E-3. Rail ends must be ground to right angles. Remove all flow. Particles of metal removed by grinding must be removed from the joint. Ensure that the end post is not damaged.
5. All overhang flow on rail ends shall be removed.
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7.6 Rail Grinding
1. Rail life and riding quality can be enhanced by removing or reducing corrugation, end batter, high welds, mismatched rail ends, etc., through a program of rail grinding.
2. Corrugations are measured in similar fashion to rail end batter.
3. Rail grinding should be programmed when:
a. Corrugations are visible to the naked eye and in the range of 0.015 inch to 0.030 inch.
b. Rail end batter is present between 0.015 inch and 0.025 inch.
c. Fifty percent of welds in CWR territory are more than 0.01 inch higher than adjacent rail. (Results from rail losing vertical height faster than weld, as weld metal is harder).
4. Track must be in good surface, joints well tamped and tight, before grinding.
5. Drive wheel burns and end batter which will not be reduced to an acceptable limit with a maximum grinding depth of 0.040-inch should be repaired by welding prior to grinding.
7.7 Repairing Drive Wheel Burns
1. Burns must not be welded if air temperature is below 32 degrees F; nor when rain is falling unless protection is provided.
2. Sufficient distressed metal must be removed by grinding to eliminate all cracks and damaged metal. Use a magnifying glass to detect cracks.
3. Rail having burns more than 3/8 inch deep must not be repaired, but must be removed from the track.
4. When a burn is over 3 inches long it will be welded in stages and allowed to cool to 700 degrees F between stages. The length of a stage must not exceed 3 inches.
5. After normalizing, the weld must be surface ground to the railhead contour. Any flow or batter on either side of the head of the rail must be removed.
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6. No more than 4 burns in 36 feet shall be welded within 8 hours. Burns may be welded consecutively only if they are more than 9 feet apart.
7.8 Thermite Welding of Rails
Thermite welding basically consists of pouring superheated steel into a mold that surrounds a gap between two rail ends. The thermite reaction takes place at about 5000 degrees F and produces filler metal with a temperature of about 4100 degrees F. The molten metal solidifies into a weld, fusing the rail ends together.
Generally, a Brinell hardness that is slightly higher than the initial rail Ensure that the molds hardness may be produced by varying the metallurgy in the welding and thermite charges charge. correspond to the size and type of rails to be 1. Basic requirements welded. a. Ensure that the molds and thermite charges correspond to the
size and type of rails to be welded.
b. Dry the crucible thoroughly by preheating before making the first weld, or when crucible has been exposed to moisture conditions, to prevent any possibility of erratic reaction.
c. The end of the rail, which is closest to the tie, must be at least 12 inches from the tie and the tie must be moved if so required.
d. All rail ends must be cut and faced near square with abrasive cut-off saw.
e. Both rail ends must be properly aligned and spaced with a gap
of 1 inch.
f. Rail ends must be preheated with a propane oxygen flame to a temperature of about 1600 – 1700 degrees F, which is controlled by using a 500 degrees F Tempilstik, which melts on the rail web for a distance of approximately 4 inches from the edge of the mold, usually after 6 minutes of preheating time, depending on rail section size and ambient temperature.
g. After igniting the thermite charge in the crucible, allow a reaction time of approximately 24 seconds. The slag impurities will float to the top of the crucible during the reaction period and will be excluded from the material forming the weld.
Tapping is controlled by the use of self-tapping thimbles.
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h. Allow sufficient cooling time, approximately five minutes, before removing the mold, in order to prevent hot tears in the Strict adherence to these finished weld filler metal. basic requirements is i. Rail pullers or tensors must not be removed before the thermite essential to produce weld metal has cooled to below 700 degrees F, which shall be sound thermite welds. measured by applying a Tempilstik directly on the thermite weld metal. The hydraulic pressure in the rail tensor or expander must be released very slowly and with extreme care to avoid the possibility of hot tears.
2. Safety Precautions
a. Check the plastic bag containing the charge to ensure that the bag is sealed and has not been punctured in handling. Any dampness in the charge may cause heavy turbulence with metal spray during the thermite reaction.
b. By using the preheater, ensure that the crucible is thoroughly dried and warm prior to charging.
c. Before mounting the molds on the rail ends, ensure that there is no ice or water under the joint. Adequate protection should be provided so that, in the event of metal leak, it will not come into contact with the remaining moisture.
d. When welding during rain, adequate cover must be provided to protect the materials and the charged crucible from moisture.
e. If the charge reaction is abnormal, the charge should not be
tapped. The crucible should be left standing over the mold for about five minutes. Should the tapping nail melt during that time, the metal will pour into the mold and although the weld will probably have to be cut out, there is o danger of personal injury. The loaded crucible should be carefully set aside and not attempt made to empty it until the metal has cooled.
f. Disposing of the molten material in the slag tray must be done with care, ensuring that it does not get into contact with any moisture or any combustible material, which could cause a fire.
g. Ensure that the approved safety glasses are worn at all times when grinding, sawing with abrasive saw or chipping the excess
metal with a cold set.
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h. Special gloves must be worn at all times when handling hot equipment.
i. Regular safety checks must be carried out on all propane gas equipment. Equipment must be maintained in proper working condition at all times.
j. Thermite charges and molds must be protected from adverse weather conditions at all times.
k. Defective thermite charges must be disposed of by the track supervisor.
3. Rail End Gap
The ends of the rails must be cut by saw. Always attach the portable abrasive rail saw to the rail that is to be cut. The gap between the ends of the rails to be welded must be measured before the molds are applied. This may be done with a tape measure or
gauge. The gap must be 1 inch plus or minus 1/16 inch, as shown in Figure F.
Surface to be welded must be free of paint, oil, rust, scale or other foreign material. Required gap can be attained with the use of a hydraulic rail puller to pull rails together at low temperatures or a hydraulic rail tensor, which is used to separate the rails at high temperatures. Gap must be maintained throughout the complete welding operation. Remove the Cadwell bond wire on non- insulated joints and grind flush to the rail contour so as not to interfere with the alignment of rails and mold contact area.
4. Rail End Alignment
a. Using the straight edge against the gauge line of the rails, adjust the horizontal alignment until the two rails are perfectly aligned, as shown in Figure G-1. Verify that the rail bases are also perfectly aligned.
b. Alignment jacks can be used with the rail puller to help position the rail correctly in the horizontal position. When using alignment jacks, always advance (turn) the jackscrew, very slowly, while tapping the side of the railhead with a hammer in the desired direction.
c. Check vertical rail alignment as shown in Figure G-2. Insert
wedges where required between the tie plate and the ties to align rails in the vertical position. Use a 3-foot straight edge on
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the top surface, centered above the rail end gap.
d. A peak of 1/16 inch in 18 inches must be provided in order that the top surface will be flat after welding and grinding. A nickel works well for 1/16 inch.
e. Recheck rail in all positions before proceeding any further.
5. Mold Clamp Installation
Install the mold clamp assembly in a horizontal position with the mold clamp adjustment screw centered in the rail gap, just below the railhead. Ensure that the rail clamp assembly is firmly fastened with the clamping screw.
When thermite welding, always install the mold clamp assembly on the stationary rail to avoid the possibility of rail misalignment.
6. Mold Preparation
Using a hack saw blade, cut a small opening, approximately 3/4 inch x 3/4 inch, in the top of each of the two mold halves as indicated in Figure H. This provides an opening through which the slag will flow into the slag basin when the weld is made. Place the two mold halves on the rail with the cutouts on the opposite side to the mold clamp assembly. Rub gently back and forth along the rail to ensure that the mold seats accurately against the rail, and that the two mold halves fit tightly from top to bottom. Blow away residue.
7. Mold Installation
Place each mold half in its mold frame and place on the rail so that the center of the mold is directly centered over the rail end gap. Secure to the rail the mold clamp screws. Figure I shows the rail base as observed through mold riser opening.
8. Mold Base Plate Installation
Place the mold base plate on the bottom plate as shown in Figure J.
Apply approximately a 1-inch width of fusal paste (clay) along both edges of the mold plate and to the same thickness as the mold plate. Place the base plate under the mold assembly and locate it centrally under the side plate. Use the tie rods on the side plates to
secure the bottom plate to the mold assembly. The mold base plate should not prepared more than 30 minutes before the preheating
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operation as the fusal paste will partially dry out and not provide a proper seal.
9. Mold Seal
The fusal paste is used to seal the gaps between the molds and the
rail surface to prevent the escape of liquid thermite steel. Use the 3/8 inch rod to ensure that the fusal paste is well compacted between the rail and the base plate. Do this gently to avoid lowering of the base plate. Pack the recesses provided at the joint between the two mold halves with a liberal amount of fusal paste and ensure that a good seal is provided between the molds and the rail surface. Refer to Figure K. Ensure that all joints are well sealed, particularly between the two mold halves and the mold base plate, and between the mold base plate and the bottom of the rail. Fusal paste can be used down to –10 degrees F.
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10. Slag Basin
Place the slag basin on the rail, up against the molds as shown in Figure L.
Use fusal paste to seal the edge between the lip of the basin and the mold, ensuring that the fusal paste allows the surplus slag from the mold to flow unrestricted into the slag basin.
11. Crucible Installation
Ensure that the ceramic thimble is properly seated in the discharge opening of the crucible. Place the crucible in the crucible support
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tripod and set onto the eccentric post of the mold clamp assembly. Adjust the eccentric post so that when the crucible is rotated about the post, it will align the discharge opening of the crucible with the center of the opening in the top of the molds, and at the same time permit the crucible to be swung out of the way during the preheat cycle, in order to eliminate the possibility of accidental premature
ignition of the charge.
12. Burner Location and Installation
Clamp the burner in its support and place the support into the mold clamp assembly. Adjust the position of the support until it is located in the center point of the rail end gap and in the center of the rail. Adjust the vertical position of the burner until the tip of the burner is 2 inches above the top of the rail, as shown in Figure M.
13. Preheating
Gradually open the propane regulator valve on the propane cylinder and adjust for correct combustion. Flame length at discharging top of riser holes in molds should be from 4 to 6 inches, and length shall be equal on both sides of the mold.
Adjust the burner position further, if necessary, to ensure that the heat is divided equally over the face of both rail ends. Preheating should be continued without interruption for approximately six minutes until the rail ends are a cherry-red color. To determine the exact preheat temperature, a 500 degrees F Tempilstik should melt on the web of the rail 4 inches from the mold edge.
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14. Charge Preparations
a. Charge Preparation, Manual-tapping Thimble:
The complete charge is contained in the waterproof plastic container. Examine the container carefully to ensure that the seal has not been broken, as a damp or wet charge is very dangerous and could cause a serious accident if ignited. Open the container and remove the small plastic bag containing the steel stopper (flat-head nail), asbestos disc and refractory powder. Insert the stopper through the thimble in the crucible and ensure that it seals properly. Soften the asbestos disc, separate into three or four layers and then spread the asbestos discs over the stopper head. Pour the refractory powder over the disc. The main charge is then poured slowly at first on to the crucible wall to avoid displacing the refractory powder and asbestos discs. The crucible cover is then placed into position on top of the crucible. With the ignition match at hand the charge is now ready for ignition.
b. Charge Preparation, Self-tapping Thimble:
The preparation procedure is the same as for the manual- tapping thimble, except that a steel stopper is not used. Ensure that the self-tapping thimble is pressed into the crucible liner
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with the special thimble-packing rod. Figure N shows the charge prepared for ignition.
15. Welding
After the preheating stage is completed, the burner is removed; the
fuel valve is closed on the propane tank.
Place the elliptical shaped sand stopper into position in the opening at the top of the sand molds and press down to ensure a good seal. Then rotate the crucible into position over the molds.
Ignite the ignition match by touching it to the hot mold interior and immediately place into the center of the charge at an angle of approximately 45 degrees.
Allow the thermite reaction to progress until it settles down; tapping should commence approximately 24 seconds after ignition. Using the special tapping rod, strike the protruding end of the steel
stopper with a positive vertical action, driving the stopper through the asbestos discs and refractory powder, allowing the crucible to discharge into the mold.
Extreme care must be taken when striking the steel stopper in order that the tapping rod does not come into contact with the mold, as this could cause a break in the seal or chip off a piece of sand which could drop into the mold, causing a bad weld. These instructions are only applicable to the manual taping operation.
Immediately after the flow has stopped, remove the crucible with the stand and using the reamer rod ensure that the opening though the thimble is clear of any matter. This must be done as soon as
possible as the slag solidifies very quickly. For self-tapping, remove the complete thimble.
Approximately one minute after tapping, that slag basin which now contains the surplus slag can be removed and the slag dumped out to prevent unnecessary damage to the basin. After every welding operation the thimble of slag basin to stop the hot metal from adhering. Extreme care should be exercised when handling the slag basin with hot surplus slag. Under no conditions must the excess molten metal in the slag basin come into contact with any form of moisture or any combustible material when emptying. See safety precautions.
16. Post-welding Procedure
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After about five minutes, release the base plate retaining rods slowly on both sides simultaneously. Should a leak develop, raise the base plate and wait another few seconds. Disengage the base plate tie rods on the one side only. Release the mold clamp screws and remove the mold frames. The base plate support will still be attached to one of the frames. Remove the mold clamp assembly.
Chip away some of the sand at the side of the two mold halves at a point about 1-1/2 inches above the railhead surface. Break away the top half of the mold by tapping with a hammer. Nock away the mold sides remaining. Chip away the slag on top of the weld.
Cut off the surplus metal on the top of the rail surface by using a hand chisel and sledgehammer. Separate the vertical risers from the head of the rail, notch vertical risers near the base with the chisel and bend way from railhead.
17. Finish
Knock off vertical risers using sledgehammer.
When in use, the rail puller or tensor can be removed when the Record of each weld temperature of the weld metal has dropped below 700 degrees F shall also be kept in the Tempilstik directly on the weld metal. office. Rough grinding to permit the passage of traffic may be done while the weld is still hot, using a power cup-wheel grinding stone at least 6 inches in diameter. Grinding wheels should be used in a back- and-forth motion, across the weld metal using the flat part of the grinding wheel and not the edges. Grind risers flush to the contour of the thermite wild form. The finish grinding, using a rail grinder, should be performed after the weld has cooled. Inspect for any surface defects. Plug spike holes, spike rail, and replace anchors.
18. Crucible Preparation
The crucible ceramic liner, when used properly, will last for about 25 to 35 welds. When installing a new liner, the following procedure must be followed:
a. Ensure that the inside of the crucible sleeve is clean; that is, that the old liner and dry fusal paste have been removed completely.
b. Apply a 1/4-inch layer of compacted fusal over the whole inside surface of the sleeve.
c. Insert the liner and press down to ensure proper seating.
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d. Apply a fillet of paste between the top of the liner and the sleeve, and around the bottom hole.
e. Install the crucible collar. Tighten bolts until fusal paste is squeezed out of the holes on the side of the sleeve, and the liner is flush with top of the sleeve.
f. Install a ceramic thimble and tap gently to ensure proper seating in the liner.
g. Set crucible on tripod, replace cover and preheat for approximately 14 minutes to dry the fusal paste.
After allowing the crucible to cool, it is then ready for use.
19. Thimble Replacement
The crucible thimble must be replaced after every weld. Remove the old thimble by hammering it out through the bottom; place another thimble and tap in gently to ensure proper seating in the liner.
The instruction is applicable to both manual and self-tapping thimbles.
20. Defective Welds
Should a fracture occur in the thermite weld or adjacent weld zones, samples must be cut from both sides of the fracture, immediately clear of the fractured face, and these samples must be held until instructions are received for disposition. The rail must then be cut in one direction only from the resultant gap to accommodate a bolted-in-place buffer rail having a minimum length of 24 feet.
Immediately after the closure has been completed, the end 200 feet of the adjacent continuous welded rail strings must have anchors applied at every tie, as well as the buffer rail itself.
Portec weld straps or equal and special rail joint clamps should only be used as a temporary means to allow traffic to pass with a slow order of 10 mph maximum.
Should a thermite weld be found defective during or upon completion of the welding operation, a buffer rail with a minimum length of 12 feet must be used to replace the cut out defective weld.
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21. Identification
Welds should be numbered consecutively, and identification by metal tap attached to the rail, or by painting on the rail shall include date, weld number and rail temperature. Record of each weld shall also be kept in the office.
22. Inspection
Welds must be inspected by qualified personnel before traffic resumes.
7.9 Electric Arc Welding of Rails and Castings
7.9.1 General
1. The track supervisor, or qualified inspector, must personally inspect each turnout frog, crossing frog and all rail ends to be repaired by field welding to determine that such repairs are warranted, feasible and economical. Frogs, which are broken, or worn beyond the means of, filed repair, should be replaced and shipped to a designated repair point.
2. All welding, grinding, slotting, heat-treating and related repair operations must be properly protected against train movements.
All welding, grinding, 3. Each welder must wear approved clothing and use approved slotting, heat-treating equipment as outlined in this circular and related repair 7.9.2 Track Components operations must be properly protected 1. Switch Points against train movements. Switch points may be repaired or built up by welding in the field. The heel ends of switch points may be built up using the procedures specified for rail end welding.
2. Frogs
a. Bolted rail frogs, solid manganese frogs, manganese inserts of railbound manganese frogs and manganese knuckles may be repaired by welding.
b. Chipped or battered rail ends at the toe and heel ends of railbound manganese frogs and bolted rail frogs may be built
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up using the procedures specified for rail end welding.
c. Frogs may be repaired in place in any track.
3. Guard Rails
Defective guardrails or those having excessive wear must be replaced.
7.9.3 General Instructions for Welding by the Electric Arc Process
1. The signal maintainer must designate the limits of any track circuit.
2. No electric welding shall be performed within the limits of a track circuit while a train is in the block, unless authorized to do so.
3. Multiple-operator welding systems, wherein two or more welding circuits are connected electrically to the same source of supply, are not permitted in track-circuit territory.
4. Not more than two single-arc welding machines may be operated within the limits of any track circuit.
5. The ground clamp must be applied to the same rail as the one which the welding is to be performed, and as near as possible to the area being welded.
6. Ground clamps must have ample capacity to handle the welding current without undue heating. Ground clamp contacts and the portion of the rail to which the clamp is attached must be thoroughly clean.
7. At insulated joints, care must be taken to avoid establishing an electrical connection between the two rails separated by the joint. An arc must not be struck on either rail without first attaching the ground clamp to the rail upon which the arc is to be struck.
8. When welding rail ends at poly-insulated joints, the joint must be removed before any preheating or welding is undertaken, to avoid damage to the insulating material.
9. Both cables (electrode ground) must be completely insulated throughout their entire length.
10. Approved electrical tong testers should be used periodically to
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ensure that the proper current is being delivered to the electrode.
11. When the electrode holder is not in use it must not be permitted to contact any rail, frog or metallic part connected thereto.
12. The supervisor in charge and the welders must observe that signal devices operated by the track circuits within which they are welding are operating normally. If any abnormal condition is noticed, they must immediately protect traffic, whether railway, highway or both, and advise Control of the circumstances.
13. Signal maintainers must carefully observe conditions when welding is performed on their territory and report any deviations from the instructions or any practice, which in their opinion endangers the proper operation of signal circuits or apparatus.
The supervisor in charge 14. Electrodes must be stored in a dry, warm location. Deterioration and the welders must will result if dampness is absorbed by the electrode coating. observe that signal devices operated by the 7.9.4 Safety Precautions track circuits within which they are welding 1. Electric welding must not be performed during extremely wet are operating normally. weather or during thunderstorms. Never allow welding or grinding cables to contact or be pulled through pools of water.
2. When repairs are necessary to cables or cable ends, the cable must be disconnected from the welding generator or the generator must be shut off.
3. All cable connections must be of an approved type with insulated covering. All splices made in cables shall be thoroughly insulated with rubber insulation and sealed with protective waterproof covering.
4. The arc must be shielded to confine the rays. Employees or others must not be permitted to watch the arc without using protective goggles, as injury to the eyes will result.
5. Wood ties must be shielded throughout the weld area when preheating or welding, to prevent them from being burned. After welding has been completed on any bridge, a thorough examination must be made to ensure that there is no possibility of fire developing.
6. Electrode holders must not be permitted to contact propane tanks as the walls of these cylinders are extremely thin and a hole in the tank can easily result.
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7. Propane cylinders must be kept clear of the tracks and highway crossings to avoid the possibility of contact by traffic.
Employees or others must 8. Never allow heater crucibles to be placed flat on the ballast while not be permitted to watch burning as this will cause overheating and destroy the crucible the arc without using refractory. protective goggles, as injury to the eyes will 9. Never operate preheaters on a low burning setting for lengthy periods. result.
10. Ensure that the hose is always trailing the preheater to avoid damage by the heater flame.
11. Frequently check manifold, line connections, cylinder valves and regulator gauges of preheaters for leaks, using soap and water. Never use an open flame or match.
12. Do not drop the preheater or permit it to be struck.
13. Ensure that signal bonds are not damaged during the rail end preheating operation.
7.9.5 Preheating of Rails
1. Prior to undertaking any welding on rails, preheating is mandatory and must be carried out.
2. Preheating shall be carried out enough to drive out moisture. An oxy-acetylene torch must not be used.
3. Heat must be directed more into the extreme weld limits and away from the rail ends. The distance between the baffle boxes may be Preheating shall be varied so that each heater box will straddle the rail at the extreme carried out enough to weld limit. Both rail ends must be heated simultaneously. drive out moisture. 4. Rails must not be allowed to cool during the welding operation. If welding is interrupted before completion of build up, the rail surface temperature must be checked, and the rail reheated if needed.
5. Preheating and welding on any rail should not be attempted when the ambient temperature is lower than 0 degrees F except under extenuating circumstances.
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7.9.6 Reconditioning of Rail Ends by Arc Welding and Grinding
1. Prior to welding on the rail ends, the welder should closely inspect the joint area; inspect battered ends for cracks, chips or other defects; use a straight edge to determine length of low spot or the amount of build-up required.
The following maintenance must be completed in advance of welding:
a. Angle or joint bars must be in good condition with all bolts in place and properly tightened. Replace missing bolts and worn angle bars as needed.
b. Low joints should be raised and tamped prior to welding. Tamp as many ties as need to place rail ends in proper plan and alignment. If necessary, replace broken or missing tie plates and defective joint ties to protect work.
2. Electric Welding of Rail Ends
a. Rails to be welded must be clean and free from dirt, grease and loose rust or mill scale.
b. All battered, chipped, spalled, work hardened, defective and excess flow metal must be removed by grinding before welding. Oxy-acetylene torch cutting is not acceptable.
c. If rails are mismatched, the lower rail should be built up first and tapered toward the higher rail. If rails are severely mismatched, the higher rail should be ground down to produce a smooth transition to the built-up rail.
d. Rebuild lowest portions of rail end first. In case of mismatched rails, the lower rail should be built up first, tapered toward the higher rail.
e. Sufficient weld metal must be deposited on the extreme edge of the rail and to leave a smooth weld surface free of slag inclusions or porosity after the rail ends are beveled or slotted.
f. Rebuilt areas should be high enough to allow sufficient material for finish grinding.
3. Grinding, Slotting and Beveling Rail Ends
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a. Surface grinding, cross slotting and beveling ends must be Rebuilt areas should be completed the same day the welding is done. Surface grinding high enough to allow should be done immediately after welding; however, if welds sufficient material for are extremely hot, wait until weld cools slightly. Grinding at finish grinding. high temperatures can wear the grinding wheel prematurely or the boding material in the stone can be destroyed.
b. Do not use a hand grinder for surface grinding. Instead use an angle grinder mounted in a surface-grinding guide.
c. The finished rail surface after grinding shall not be more than 0.010 inch higher or 0.005 inch lower than the existing rail plane.
d. Surface grinding and cross grinding (slotting) of all built-up rail ends shall be completed by the close of work each day.
7.9.7 Reclamation of Manganese Steel Trackwork, Including Explosive Hardened Frog Inserts
1. Preparation
After determining the areas that require restoration remove all work-hardened metal at the pint of impact or as indicated by flow or spreading of the metal. All fatigued, spalled or defective metal shall be removed by grinding. Arc or oxy-acetylene torch cutting is not permitted.
2. Preheating
Preheating of manganese steel is not required. However, in order to prevent cracking of both the weld and parent metal in extremely
cold weather, at temperatures below 10 degrees F the casting should be slightly preheated to a maximum temperature of 100 degrees F. No post heating is required. Arc or oxy-acetylene torch cutting is not 3. Welding Procedure permitted. The weld deposit shall be applied in an alternating sequence in order to reduce localized heat build-up in the parent metal and permit proper cooling between bead deposits. The technique of deposition will vary with the application; however, the electrode should be deposited in a stringer bead or oscillating weave of approximately two times the diameter of the electrode. Each individual run should be kept short in order to reduce longitudinal
stress. Welding must be discontinued in any area when the base metal temperature exceeds 500 degrees F. A 500 degrees F
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Tempilstik shall be used to determine the temperature, and scribe marks shall be made on the base metal in the proximity of the weld deposit. Weld deposits shall be of sufficient height to permit the removal of all irregularities and to provide a smooth, straight surface following the grinding operation.
4. Peening of Weld Metal Deposit on Manganese Steel
a. All weld deposits on manganese steel must be peened to Overheating and lack of relieve stresses and to provide a denser material, which will be adequate preparation less subject to flow and deformation. can cause irreparable damage to the b. Peening must be done with the flat face of a 1-1/2 or 3 pound manganese steel casting. machinist hammer. The ball of such a hammer must not be used for peening.
c. Each weld bead must be thoroughly peened upon completion of application and before cooling. Peening shall commence at the filled crater and proceed towards the starting of the weld
deposit. d. Peening must be hard enough to cause some flattening of the bead, but not to the extent that tearing or cracking shall occur.
5. Finish Grinding
Running surfaces shall be ground to the shape, profile and contour shown on the standard plans, particularly with regard to the gauge line and the guard side of flangeways. A flangeway gauge should be used to establish the correct width of flangeways, radii of corners and slope of flangeway walls. In turnout frogs only, the point should be 6 mm lower than the adjacent wing sides of the casting and slope upward to where the point and wing surfaces are
at the same level at a distance back from the point equal in inches to 1/2 the frog number, but in no case less than 5 inches.
For point details of diamond crossings see specific plans covering it and ensure that all contours are finished in accordance with these plans.
7.9.8 Reclamation of Carbon Steel Frogs and Diamond Crossings
1. Preparation
After determining the areas that require restoration, remove all fatigued, spalled or defective metal by grinding.
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2. Preheating
Preheat enough to drive out moisture. All components shall be individually preheated. No post heating is required.
3. Welding Procedure
The technique of deposition will vary with the application; however, the electrode should be deposited in a weave bead 1/2 to 1 inch wide, laid longitudinally on the running surfaces. The first bead application shall be laid on the gauge side with successive beads being applied toward the field side with sufficient overlap to ensure complete fusion. Rebuild worn areas high enough to allow sufficient material for finish grinding.
Welding of frog points shall commence at the point and continue to the runout; that is, the same as for rail ends. Use proper techniques to end the welds so as to avoid end craters and undercutting.
4. Finish Grinding
Running surfaces shall be ground to the shape and contour of the railhead, particularly with regard to the gauge line and the guard side of the flangeways. In turnout frogs only, the point should be 1/4 inch lower than the adjacent wing rails and slope upward to where the point and wing rails are at the same level at a distance back from the point equal in inches to 1/2 the frog number, but in no case less than 5 inches.
7.9.9 Safe Handling and Care of Oxygen, Acetylene or Other Gas Cylinders Used in Welding or Cutting
1. Gas Cylinders
All gas cylinders must be handled with card. Careless handling is liable to damage any cylinder, either empty or filled. Throwing or The oxidation, which dropping cylinders, or a heavy jolt or jar, may cause them to occurs when oxygen explode. comes in contact with oil or grease may cause a a. Not cylinder shall be lifted or transported with a crane, derrick fire or explosion. or magnet. Impact from falling, being struck, etc. or the application of heat may increase internal pressure of a gas container sufficiently to cause it to explode.
b. Acetylene cylinders should always be stored in a vertical position, so that the acetone cannot run to the top of the
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cylinder where it would remain for a considerable length of time and be drawn off with the acetylene to the detriment of welding or cutting flame.
c. Not more than three cylinders of oxygen and three cylinders of acetylene or other combustible gas, besides those in use, shall Cylinders must never be be allowed in a shop. This storage in a shop is only for allowed near furnaces, working supply and the oxygen and fuel gas cylinders must be steam pipes, fires or kept at least 20 feet apart or by a noncombustible barrier at other sources of heat, not least five feet high having a fire resistance rating of at least be exposed unnecessarily one-half hour. to the direct rays of the sun. d. When cylinders are not in use the valves must be kept closed, even though the cylinders are empty.
e. Cylinders having valve-protecting caps must have caps replaced as soon as regulators have been disconnected.
f. No person shall be permitted to do welding or cutting until
properly instructed and qualified by some person competent to give such instructions. No unauthorized person shall be allowed to handle or adjust torch or regulators while they are attached to cylinder or pipe line. Employees who are instructed in or assigned to welding or cutting shall be given opportunity to study these instructions and become familiar with requirements applicable to work involved.
g. Leakage of gas into atmosphere in any area, which may at the same time contain a flame, spark, electric arc, or any other No unauthorized person source of sufficient heat may result in a fire or explosion. For shall be allowed to example, a mixture of 3 percent or more of acetylene with air or oxygen forms an explosive mixture. handle or adjust torch or regulators while they are Leaking cylinders must never be used, and any found leaking attached to cylinder or must be immediately set out in the open air, away from pipe line. buildings, flammable material or anything, which might cause it to ignite.
Cylinders or cylinder valves must never be welded, soldered or repaired in anyway. If cylinders or cylinder valves need repairs, tag specifying defect must be attached to valve, and report of defect must be made to supervisor who must send to the company furnishing the gas, a written report, giving cylinder number and defect, so that proper repairs can be made when cylinder is returned for recharging. Repairs to torches,
gauges, regulators, hoses, etc., may only be made by a qualified service center.
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Operators must close valves carefully and report any valves that are leaking on cylinders, pipeline or other equipment.
Obstructing gas flow at end of tip while torch valves are open may cause oxygen, normally at higher pressure than the
acetylene to enter the acetylene hose and cause an explosion.
2. Storage Buildings
Filled cylinders must be stored in well-ventilated buildings or sheds remote from other buildings or flammable material. Oxygen cylinders must never by stored near any source of oil supply or A mixture of 3 percent or similar combustible material. Cylinders containing various gases more of acetylene with must not be grouped together. In existing buildings where more air or oxygen forms an than one kind of gas is stored in a single room, the various gases explosive mixture, which must be separated by a space of at least 20 feet or by a will ignite from a flame noncombustible barrier at lest 5 feet high having a fire resistance rating of at lest one-half hour. or spark.
3. Lights, Fires, Smoking
Open flame lights or fire, or smoking must never be allowed in buildings where gas cylinders are stored.
A mixture of 3 percent or more of acetylene with air or oxygen forms an explosive mixture, which will ignite from a flame or spark.
4. Cylinders in Use
Cylinders in use, unmounted or mounted on portable trucks must
stand in vertical position and be secured from danger of falling over.
For track work, oxygen and acetylene should be placed clear of outside tracks and securely blocked. If it is necessary to place cylinders between tracks, the oxygen cylinder must be laid in a horizontal position and blocked on each side. The acetylene cylinder should be blocked in a depression or hole prepared for the bottom of cylinder with the valve end at least 1 foot above the bottom so that the acetone will not be drawn off with the gas. Cylinders of acetylene or other cutting and welding gas shall not be allowed to remain between tracks after the work has been completed or when it is necessary for all the workmen to
temporarily leave the operation.
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Cylinders must be securely fastened when being transported on trucks or handcars.
When being used on wooden bridges or trestles or steel ridges with wooden floor systems, special care must be exercised to secure cylinders from falling and to place them so that they will
not be struck by passing trains. Inspect all regulator connections and cylinder valve packing glands for leaks with soapy water and brush or swab. If proper tightening of the connection or gland nut does not stop the leak, “do not use this equipment,” and a report of the defect must be made to the supervisor.
On completing an operation or before moving portable welding or cutting outfits, close cylinder valves, open torch valves alternately to relieve pressure on gauge, then release regulator valve screws and close torch valves.
5. Hose and Hose Connections
Leaking hose or connections must not be used. A small jet of oxygen striking the workmen’s clothes may cause the clothing to ignite from a spark and result in a severe burn.
If a hose has been used for acetylene or other combustible gas, do not use it for oxygen. If a hose has been used for oxygen, do not use it for any other gas.
In case of a backfire into hose, close the cylinder valves immediately, closing the acetylene cylinder valve first if possible.
Hose in which a backfire has occurred must not be re-used until inspection and repairs are made by repairman who must remove
any section of hose with indication of being charred or burned. This is required to make hose safe for use and to prevent burned rubber being carried to torch screen or valve and clogging up torch.
6. Testing Repaired Cutting and Welding Torches
After torch is repaired, apply tip, connect hose and immerse torch completely in water and while holding end of tip covered by thumb or finger, turn on oxygen and acetylene alternately at working pressure to test for leaks. After this test, light, adjust and test torch at proper working pressures.
7. Regulators and Gauges
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High-pressure regulators and gauges of approved type must be used on all cylinders from which gas is being used.
Regulators and gauges, which have been used for oxygen, must never be used for other gases, and regulators and gauges, which have been used for other gases, must never be used for oxygen.
Oil or grease of any kind must never be used in or around oxygen regulators or gauges. The oxidization, which occurs when oxygen comes in contact with oil or grease, may cause a fire or explosion. Regulators and gauges must be kept in good condition. Regulators with broken gauge glasses must be taken out of service and repaired.
Welders or cutters must never repair regulators. Thoroughly competent repairmen, having proper knowledge of this work, may repair regulator seats, diaphragms or screens. Where thoroughly competent repairmen are not available to make these repairs, or where parts other than seats, screens or diaphragms need repairs,
regulators must be sent to properly equipped repair shops for repairs.
Supervisors must frequently inspect all equipment including check gauge working pressure to see that hand has not been set back or become sprung, allowing considerable pressure of gas to pass through gauge before it starts to register and permitting use of higher pressure than that registered on gauge.
8. Setting Up and Preparing Welding and Cutting Equipment
Before connecting regulators to cylinders open the cylinder valves slightly an instant to blow out dirt. Open valve on oxygen cylinder VERY SLOWLY Connect regulators to cylinders. to avoid damage to regulator and gauges. Open valve on oxygen cylinder VERY SLOWLY to avoid damage to regulator and gauges.
As this is a double seating valve, seating tightly when open, it should opened to full aperture, to avoid leakage of the high- pressure gas.
Open oxygen valve on torch, and leaving this valve open, open the oxygen regulator valve slowly until low pressure gauge shows correct working pressure.
Close oxygen valve on torch.
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Open acetylene cylinder valve one and one-half turns, and leave the valve key on cylinder, so that in case of emergency the valve may be quickly closed. Never open the acetylene cylinder valve more than one and one-half turns, as this is sufficient to admit gas, and valve can be quickly closed.
Open the acetylene valve on torch, and leaving this valve open, open the acetylene regulator valve slowly until the low pressure gauge shows the correct working pressure. Light the torch with a File-Flint lighter, holding the torch in a downward position and not in the direction of other employees. ALWAYS ALLOW THE ACETYLENE TO FLOW THROUGH THE TORCH TWO OR THREE SECONDS BEFORE APPLYING LIGHT TO TIP TO AVOID BACK FIRING.
Open the oxygen valve on torch and adjust the flame.
If there is any indication of gas leak in any part of the equipment
do NOT proceed until leak is properly eliminated.
To shut off torch, close the oxygen valve on torch first; if torch is not going to be relit immediately, close the pipe line or cylinder valves, open and close torch valves alternately to release pressure on gauges, one at a time, then release regulator valve screws and close torch valves. This procedure prevents the oxygen normally at higher pressure than the acetylene from entering the acetylene hose and causing an explosion; it also drains gases from equipment beyond the supply valves and prevents subsequent escape of gases when equipment is in good order.
While the torch is attached to gas supply do not hang or lay the At the end of the working torch with the tip pointing toward the cylinder. At the end of the period the regulators and working period the regulators and torch must always be removed torch must always be from cylinders and the caps replaced. removed from cylinders and the caps replaced. Hose connected to gas supply shall not be wrapped around any gas container, as there is a possibility of hose or gas leak therein becoming ignited and overheating cylinder or container and causing fire or explosion.
When changing or adjusting pressure on regulators, always open torch valves, alternately.
The procedure when using gases other than acetylene for cutting
metals should be the same as for acetylene.
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9. Emptying Acetylene Cylinders
When acetylene cylinders are emptied rapidly, especially in cold weather, the gauge may drop to no pressure, apparently showing that the cylinder is empty. If the cylinder is then allowed to stand about eight hours, and the regulators and gauges are again applied, the gauge may show a pressure of 40 to 60 pounds. Care must be exercised to see that cylinders are emptied to the lowest possible working pressure before they are returned for refilling.
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8. FASTENINGS
8.1 Concrete Tie Fastening
1. If one or more shoulder castings become loose, the tie must be replaced.
If one or more shoulder 2. Ensure that insulators and pads are intact and in position; castings become loose, otherwise, replace. the tie must be replaced. 3. Ensure that when Resilient Fasteners are removed for gauge adjustment, shimming, rail replacement or other reasons, they are properly driven and not and under-driven or over-driven. Ensure that loose clips are re-driven as soon as discovered. Clips should be flush with end of shoulder but may protrude by 1/8 of an inch.
8.2 Wood Tie Fastenings
8.2.1 Tie Plates
All wood ties must have 1. All wood ties must have double shoulder tie plates of the correct double shoulder tie plates size to fit the rail base. For 115 rail and greater, 100 lb rail may be of the correct size to fit non-shoulder plates but should be replaced as the opportunity arises. the rail base.
2. Rail must be properly seated in the plates, with outside shoulder of plate fully bearing against the rail.
3. Broken and bent plates must be promptly replaced with plates of the same base dimension and rail seat cant as adjacent plates. Allowable cant is 1 in 40.
4. Tie plates must be centered on the tie with cant sloping inward to center of track.
5. Tie plates shall have full and uniform bearing on ties and bearings on each tie must be in the same plane.
6. Ties shall be tightly tamped so that no gap is present between rail base and plate.
7. Hold down fastenings, if any, must be kept tight.
8.2.2 Spikes
1. When spiking, care must be taken not to strike the rail, fastenings or signal appliances.
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2. Loose spikes, which continue to work loose, must be pulled, holes plugged, and spikes re-driven into the plug.
8.2.3 Screw Spikes
1. Required for all special trackwork and curves.
2. Three screws will be used on tangent and four on curves and special work.
3. 15/16" x 6" Washer Head Screw Spike
See Appendix 2 for Spiking Patterns
8.2.4 Rail Anchors
1. Anchors shall be applied only to the rail section for which they are designed.
2. All anchors on the same tie shall be of the same type.
Anchor pattern will be 3. Anchor patterns will be maintained as directed by the Manager of maintained as directed by Power and Way Assets. the Manager of Right of Way Assets. 4. Anchors must be kept snug to the tie to be effective. If constantly moving, or if anchored ties show movement in ballast, it is indicative of insufficient anchorage.
5. If anchors must be re-set they must be removed and reapplied.
6. Ballast should be kept away from rail anchors.
7. When using a sledge hammer to remove rail anchors, place your
foot on top of the rail anchor to prevent the anchor from flying and causing an injury.
8. Do not use spike mauls in lieu of sledge hammers to apply or remove rail anchors
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9. JOINTS
9.1 Inspection
1. Check that joints are fully bolted and bolts tight.
An inspection shall be 2. Mainline six bolt joint bars may have only four bolts in conducted on track Bi- preparation for welding. This condition should not be in place annually. longer than 30 days without written acknowledgement of Rail Director. Inspections shall be made on foot at each joint. 3. Check joint bars for cracking.
4. At insulated joints, check that insulation is in place and not damaged.
5. Check that joints are firmly supported on well-tamped ties and that ballast is clean and free draining.
6. Check for end batter with a 36-inch straightedge and taper gauge – see Figure D.
7. Check for excess metal flow at rail ends, chipping, spalling, etc.
9.2 Bolted Joints
1. Joints must be fully bolted and bolts kept tight. Fishing surfaces of joints and threads of bolts must be lubricated when installed.
Joints must be fully 2. Bolts must be tightened to the prescribed torque, starting with the bolted and bolts kept two center bolts, working towards the ends of the bars, and finally tight. retightening the two center bolts.
3. Torque should be maintained as follows:
Size of Bolt Torque Inches Ft. Lbs. 3/4 250 – 300 7/8 450 – 500 1 500 – 550 1-1/8 500 – 550 1-1/4 – 750 1-3/8 – 1000
4. Where rails of different weights and sections adjoin, special compromise joints of the two rail sections (compromise rails) must be used to hold the tops and gauge sides in line.
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5. Joints must be kept tamped tight to maintain good line and surface and to minimize rail end batter.
6. Rail ends at joints must be kept welded and slotted as described in this manual.
7. Bolts in CWR, territory must be inspected and tightened annually in the spring when the rail gaps are closed. If any bent or damaged bolts are found they must be replaced as quickly as possible, one at a time. Before loosening bolts, rail anchors must be checked and adjusted for 300 feet on either side of the joint.
8. Joint bars found to be cracked must be replaced immediately.
9.3 Insulated Joints
1. Track forces are responsible for the maintenance of insulated joints.
Track forces are 2. Defective components of insulated joints must be replaced responsible for the immediately. maintenance of insulated joints. 3. Signal forces must report defective insulated joints promptly.
4. Insulated joints must be kept in good surface, ties properly spaced, in good condition and supported on clean well-drained ballast.
5. Care must be taken not to damage the insulating material.
6. Openings between rail ends should be sufficient to take the end post.
7. Track must be well anchored in the vicinity of insulated joints.
8. Rail end flow must be removed at insulated joints before it becomes sufficiently advanced to short across the joint.
9. When welding, end hardening or slotting are done, the joint should be removed where possible and reassembled only after rails have cooled.
10. At insulated joints where Pandrol clips will not fit without contacting joint bars, special clips must be installed to maintain electrical isolation.
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10. TURNOUTS AND DIAMOND CROSSINGS
10.1 Inspection
1. Turnouts and Diamond Crossing
a. Check gauge at heel and point of switch.
b. Check throw and adjustment.
c. Check all bolts and cotterpins.
d. Check condition of eyebolt.
e. Check points for wear and height relationship to stock rails.
f. Check plates and braces.
g. Check gauge throughout on both tracks.
h. Check guardrail setting on both tracks.
i. Check for wheels striking frog point.
j. Check for general condition of frog.
k. Check line and surface.
l. Check foot guards.
2. Ballast and Drainage
a. Check cribs not less than three-quarters full.
b. Check shoulder beyond end of tie. There should be no evidence of standing water.
3. Track Geometry
a. Check that line, gauge, surface and cross-level complies with Track Geometry.
b. Check gauge at locations 4 to 6 ties apart. Gauge at point of switch, heel of switch, and in the frog area must be maintained at 56-1/2 inches with tolerance of ± 1/2 inch, unless otherwise indicated on standard or special plans.
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c. Check cross-level at locations 4 to 6 ties (fasteners) apart. Cross-level must be maintained to correspond with the cross- level of the track in which the turnout is located.
d. Check line and surface to observe irregularities in excess of 1/2 inch from design in a 31-foot chord.
4. Ties
Wood ties are no longer a. Check that ties are maintained to the layout and spacing shown serviceable when they on the Standard Plans, and are square to the track and well are completely broken, tamped, particularly in frog and switch point areas. are no longer capable of holding spikes or gauge. b. Wood ties are no longer serviceable when they are completely broken, arc no longer capable of holding spikes or gauge, have
split ends to the extent that surface or gauge is affected, are plate cut to a depth of 1-1/4 inch or more, or show signs of crushing.
5. Plates
a. Check for broken or missing plates, Check for surface wear in excess of 1/8 inch.
b. Check for width of machined rail seats in excess of 1/8 inch over design width.
c. Check that rails are properly seated in the plates.
d. Check that rail braces are firmly driven, but not overdriven so that stock rail is canted inward.
e. Check that riser slide plates are lubricated so that points move freely.
6. Rails
a. Check for visible defects, such as rust streaks, split heads, broken rails, broken bases, crushed heads, drive wheel burns, etc.
b. Check that end batter or mismatch at ends of frog and heel of switch does not exceed 3/16 inch.
7. Castings
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a. Check for broken castings, such as heel blocks, anchor blocks, rail braces.
b. Check heel blocks for excessive wear in the switch point contact area.
8. Cut Spikes and Screw Spikes (Wood Ties)
a. Check that turnout is fully spiked in all available spike holes; except for hook twin tie plates, which may have only one spike per plate end.
b. Check that spikes are not lifting and re-drive as required.
c. If spikes are continually lifting at the same location, check for If spikes are continually a gap between the base of the rail and the seat of the plate. lifting at the same Such a gap will indicate lack of support under the tie, and can location, check for a gap be corrected by tamping the tie(s) as required. between the base of the 9. Rail Anchors (Cut Spikes) rail and the seat of the plate. a. Check that anchors are fully bearing against the ties through the turnout. If any movement of switch points or frogs is noted, it indicates that additional anchors are required.
10. Bolts
a. Check that all bolts are present, that none are broken and all are tight.
11. Insulation
a. Check that insulation is in place and not visibly damaged.
12. Flangeways
a. Check that flangeways are clear.
13. Lubrication
a. Check that switch stands and bearing parts of switches have been lubricated.
14. Switch Points
a. Check cotter keys, loose bolts or rivets.
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b. Check that switch point does not overhang gauge plate.
c. Check for correct bearing of switch point with respect to the heel block and the joint bar.
d. Check for metal flow.
e. Check that at least the first half of the planed portion of the point fits tight against the stock rail.
f. Check that stock rails are vertical, not canted by badly adjusted rail braces.
g. Check that throw of points is within the limits stated in the "AREMA" Portfolio of Trackwork Plans.
h. Check for lost motion. It should not be possible to close the points with normal pressure when a 1/4 inch steel shim is placed between the point and the stock rail at the first rod position on mainline normally performed by wayside signal forces.
i. Check that clips or stop blocks are not bent or broken.
j. Check that no switch rods or connecting rods are bent, broken or corroded.
k. Check that all switch rod and connecting rod bolts, except under switch stand, have the nuts on the upper side and protected by cotter pins.
l. Check that switch stand or other operating mechanism is firmly secured to ties, in good operating condition and properly lubricated.
m. Check that proper targets, lamps or reflectorized lenses are in place and displaying the proper indication.
n. Check that points are secured by lock.
o. Check that where applicable, a connecting rod bolt under a switch stand has head up and cotter pin in place.
15. Frogs
a. Check frog for alignment.
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b. Check for signs of wheel contact on point.
c. Check for loose broken or missing body bolts or rail joint bolts.
d. Check that point of frog is not cracked, chipped or broken.
16. Guardrails
a. Check that guardrail flangeway is clear.
b. Check for excess wear on guardrail.
10.2 Maintenance
10.2.1 Turnouts – General
1. Turnouts must be fully bolted, and bolts must be kept tight and be provided with either a spring washer or a cotter pin.
2. All vertical bolts except the one under the switch stand must be installed with the nut on the upper side, to permit ready inspection of the cotter pin. The bolt underneath the switch stand may be When making repairs or installed with the head on the upper side. adjustments to a switch, the rail maintenance 3. Moving parts and plates must be kept properly lubricated to facilitate operation and prevent excessive wear. supervisor must be notified. 4. On turnouts where there is heavy wear, switch points and guardrail faces should be kept lubricated.
5. Switch point throw at first rod must be maintained according to the standard plan. In either position, the closed point must close firmly against the stock rail, and so that the switch will throw easily and have a minimum amount of lost motion.
6. Rail anchors throughout the turnout on both tracks shall be
sufficient in number and maintained tight to the ties in order to prevent rail movement and consequent dislocation of switch point and frog.
7. Metal flow on points, frogs and stock rails must be kept ground off to maintain gauge and prevent chipping. This is particularly important with manganese castings.
8. Toe locks must be maintained at mainline switch throws. On Light Rail, where applicable, clamps will be placed by Signal Department.
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9. Switch stands must be firmly secured.
When a switch has been 10. When a switch has been run through, it must be protected run through, it must be immediately and reported to ICC and to the track and signal supervisor. It should be regarded as defective until it has been protected immediately inspected and repaired or adjusted as necessary. and reported to ICC and to the track and signal 11. Turnouts must be fully bolted, and bolts must be kept tight and be supervisor. provided with either a spring washer or a cotter pin.
10.2.2 Power and Hand Throw Switches
1. Track and signal forces will operate and work together as necessary in the installation, testing, adjustment and maintenance of power, hand throw switches, derails and switch point locks.
Signal forces are responsible for power switch machines, electric switch locks, switch circuit controllers and switch point detectors.
Track forces are responsible for all other components, including the bolts, which connect the signal equipment to the switch point or switch rods.
2. Defective parts must be replaced and necessary adjustments made as soon as possible after they are discovered.
10.2.3 Special Trackwork
1. Track Crossing
a. Crossings should be installed on sound, treated timbers, or framed foundations located to permit satisfactory tamping.
b. An ample bed of well-drained ballast should be provided.
c. Rigid crossings should be maintained to the alignment and to the ordinates from the diagonal shown on standard plans.
d. Lipped metal should be removed from crossing frogs by grinding in accordance with standard instructions.
e. Bolts should be kept tight and broken ones replaced promptly.
f. Ballast should be kept well tamped so that the surface of the frog is maintained at a uniform grade with the adjacent track.
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g. Crossing frogs may be built up in the field by the electric arc method in accordance with standard instructions. Those, which cannot be welded in the field, should be sent for reclamation.
h. The requirements of the FRA Track Safety Standards must be met in maintaining proper track gauge and guard face gauge. Frogs Guard Rails & Guard Face: Gauge The requirements of the FRA Track Safety The guard check and guard face gauges in frogs must be within Standards must be met. the limits prescribed in the following table:
Guard Check Gauge Guard Face Gauge
The distance between the The distance between gauge line of a frog to the guard lines (1), measured guard line (1) of its guard across the track at right rail or guarding face, angles to the guard line (2) measured across the track may not be more than: at right angles to the Class of gauge line (2) may not be Track less than:
1 4’ 6-1/8” 4’ 5-1/4” 2 4’ 6-1/4” 4’ 5-1/8” 3, 4 4’ 6-3/8” 4’ 5-1/8”
(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 gauge. (2) A line 5/8 inch below the top of the centerline of the head of the running rail, or corresponding location of the tread portion of the track structure.
i. The requirement of FRA Track Safety Standards (below) must be met in maintaining track crossings in their proper condition.
Turnouts & Track Crossings – General
1) In turnouts and track crossings, the fastenings must be intact and maintained so as to keep the components securely in place. Also, each switch, frog, and guardrail must be free of obstructions that may interfere with the passage of wheels.
2) Each flangeway at turnouts and track crossings must be at least 1-1/2 inch wide.
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Frogs:
1) The flangeway depth measured from a plane across the wheel bearing area of a frog on Class 1 track may not be less than 1-3/8 inch down, and 6 inches back, operating speed over that frog may not exceed more than 10 mph.
2) If a frog point is chipped, broken or worn more than 5/8 inch down and 6 inches back, operating speed over that frog may not exceed more than 10 mph.
3) If the tread portion of a frog casting is worn more than 3/8 inch below the original contour, operating speed over that frog may not exceed more than 10 mph.
4) Any type of manganese frog, such as an insert or bolted crossing frog, may be repaired by welding in-track. In addition, chipped or battered joints at the toe and heel of any type of frog may be built up by welding in-track.
2. Switches
a. All switches must be constructed in accordance with the Each switch point must instructions in "AREMA" Portfolio of Trackwork Plans. fit its stock rail properly, with the switch stand in b. Switch rails of other standards are to be used only for either of its closed replacements "in kind" in existing turnouts. positions to allow the wheel to pass the switch c. The requirements of the FRA Track Safety Standards (below) point. must be met in maintaining switch and stock rails.
Switches:
1) Each stock rail must be securely seated in the switch plates, but care must be taken to avoid canting the rail by over
tightening the rails braces.
2) Each switch point must fit its stock rail properly, with the switch stand in either of its closed positions to allow the wheels to pass the switch point. The lateral and vertical movement of a stock rail in the switch plates or of a switch plate on a tie must not adversely affect the fit of the switch point to the stock rail.
3) On main tracks, place switch stands on the turnout side of track except when such placement would create a safety hazard or if clearance would not be sufficient.
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4) In yards and terminals, place switch stand on the side of the track that will allow for the most efficient operation, and at the distance that meets the prescribed clearance.
Note: When installed properly, the handle on a ground throw switch stand should point toward the frog when in the normal position.
5) Do not repair connecting rods by welding.
6) Each switch must be maintained so that the outer edge of the wheel tread cannot contact the gauge side of the stock rail.
7) The heel of each switch rail must be secure, and the bolts in each heel must be kept tight.
8) Each switch stand and connecting rod must be securely
fastened and operable without excessive lost motion.
9) Each throw lever must be maintained so that it cannot be operated with the lock or keeper in place.
Switch pints, parts, and 10) Each switch position indicator must be clearly visible at all connections must be times. examined frequently. 11) Unusually chipped or worn switch points must be repaired or replaced. Metal flow must be removed to ensure proper closure.
d. Switch points should fit the stock rails closely and accurately, with a full bearing against the head. If a wear pattern indicates bearing only along the top edge of the point, correction should be made by grinding in accordance with instructions from the supervisor.
e. Expansion (running) of switch and stock rails should be prevented by adequately anchoring the adjoining rails.
f. Vertical switch rod bolts must be placed with threaded ends up and the nuts locked by cotter keys.
g. Switch plates and moveable parts should be kept clean and lubricated. A permanent type of coating may be applied, preferably a type of graphite lubricant.
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h. Switch points shall be replaced when the raised portion of switch rail is worn down to the level of the stock rail. (See "AREMA" Portfolio of Trackwork Plans)
i. Switch points, parts, and connections must be examined frequently. It is important that the stock rails have no lateral movement in the switch plates and that the switch plates have no movement on the ties. Regular inspections shall be made and any necessary adjustments are to be made immediately.
j. Chipping or unusual wear on any switch point should be investigated immediately, its cause determined and corrective action taken. When wear or chipping has produced a sloping top surface, which may tend to raise a wheel having an imperfect flange, the switch point should be further examined to locate any point of hard contact, which would necessitate repair or replacement.
k. A switch point may be repaired by welding in-track.
In addition, regardless of a track’s maximum authorized speed, chipped or battered joints at the heel of switch points may be built up by welding.
Note: when building up chipped or battered joints, follow the procedures for rail end welding in accordance with FRA Standards.
1. The requirements of the FRA Track Safety Standards must be met for minimal frequency of inspection, and the provisions of the Standards must be considered when determining the condition of the switch.
Switch & Track Crossing Inspections
1) Except as provided in paragraph (2) of this section, each switch and track crossing must be inspected on foot at least once a month.
2) In the case of track that is used less than once a month, each switch and track crossing must be inspected on foot before it is used. 3. Frogs
a. The requirements of the FRA Track Safety Standards (below) must be met in maintaining frogs.
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b. All fins and lips or flowed metal should be ground from frogs promptly and the gauge and guard edges of castings rounded.
c. All bolts must be kept tight and broken bolts replaced immediately.
d. Consideration should be given to repairing worn frogs in the track by the approved method of welding and grinding.
e. When condition warrants, frogs no longer fit for main tracks could be used in yards and other slow speed tracks.
f. All frogs requiring repairs, which cannot be made in the track, or at the site, shall be shipped to the destination point for reclamation.
4. Frog Guard Rails
a. Frog guardrails shall be furnished in accordance with standard plans.
b. Frog guardrail gauge for turnouts in the track must not be less than prescribed in the FRA Track Safety Standard (below).
Frogs Guard Rails & Guard Faces: Gauge
The guard check and guard face gauges in frogs must be within the limits prescribed in the following table:
Class of Guard Check Gauge Guard Face Gauge Track The distance between the The distance between gauge line of a frog to the guard lines (1), measured guard line (1) of its guard across the track at right rail or guarding face, angles to the guard line (2) measured across the track may not be more than: at right angles to the gauge line (2) may not be less than: 1 4’ 6-1/8” 4’ 5-1/4” 2 4’ 6-1/4” 4’ 5-1/8” 3, 4 4’ 6-3/8” 4’ 5-1/8”
(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 gauge.
(2) A line 5/8 inch below the top of the centerline of the head of the running rail, or corresponding location of the tread portion of the track structure.
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c. The end of the guardrails should be placed upon a tie, or be otherwise protected, so that no loose or dragging object may become hooked on the guardrail ends.
10.2.4 Diamonds
1. All crossings must have a well-drained sub-grade with an extra deep ballast section and all cribs must be full.
2. Only switch ties are to be used.
3. If approaches are on wood ties, sufficient rail anchors must be installed to prevent all movement.
4. Gauge must be maintained.
5. All plates must be fully spiked.
6. Components must be regularly inspected for visible defects, such as broken castings, crushed railheads, end batter, etc.
7. Repairs and rebuilding must be done by electric arc welding, as described in this Manual.
8. All bolts must be maintained tight and torqued as prescribed in this Manual.
9. Metal flow on all castings and rails must be removed by grinding and flangeways must be maintained to dimensions shown on plans.
10.2.5 Track on Bridges
1. Bridge Guard Rails
a. On all open floor bridges, the ties should be held securely in their proper spacing with J hooks or bolts inspected. The 4 x 8 On all open floor guard timbers or spacing blocks and tie straps fastened to every bridges, the ties should tie near its ends are effective and are installed on the line side. be held securely in their These guard timbers are framed and laid to line and uniform proper spacing. top surface.
b. Inner guardrails or guard angles, when used, should be steel track rails and kept at least lower than the running rails. Inner guard rails consist of two rails spaced about 10 inches inside
the running rails, spiked to every tie and spaced with joint bars, fully bolted.
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c. Where inner guardrails are used, the ends should run to the center of the track and be beveled, bent down, or otherwise protected against impact.
2. Inspection Procedure
a. The track on the bridge and approaches shall be inspected for line and surface. If the track is out of line or surface, the amount, location and probable cause shall be determined. Record whether the track is level or on a grade, and if alignment is tangent or curved. If curved, note how the super elevation is provided, whether by cut off in the banks, taper on the caps, or in the ballast section.
b. The track shall be inspected for settlement on approaches to the bridges, particularly at the ends of the bridges. A low approach at the bridge ends causes severe impact to the structure by train movement. Low spots at bridge ends should
be tamped up.
c. Observe condition of the embankment at the bridge ends for fullness of crown, steepness of slopes, and depth of bulkheads. Bridge decks on open floor bridges shall be inspected. The condition of the bridge ties regarding plate cut, spikes holding, broken, split, bunched or slued ties, and any other deficiencies, which may impair safe movement of trains shall be examined. On ballasted deck bridges, observe if the ballast is clean and of full section.
d. Rails over the bridge shall be inspected for rail joints, fastenings, creepage, and defective rails.
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11. ROAD CROSSINGS
11.1 Inspection
1. Check running surface of crossing to ensure that no hazardous condition exists for either road or rail traffic.
2. Check that hold down fastenings are in place and functional.
3. Check that flangeways are clear.
4. Check that signs are in place, and signals functioning normally.
5. Check drainage away from crossing to avoid ponded water and for signs of pumping track due to trapped water.
6. Check for obstructions to view of motorists and train operator.
11.2 Maintenance
1. It is essential to pay particular attention to track maintenance in crossing areas. There is a tendency to defer maintenance because it is difficult to perform under traffic. Also, the crossing area is subjected to heavier traffic than any other track area. Water collection and pumping track are more prevalent and more severe It is essential to pay than elsewhere. particular attention to track maintenance in 2. Good drainage away from the crossing area must be maintained. If crossing areas. There is inadequate drainage becomes a continuing problem, special a tendency to defer measures must be taken to improve it. maintenance because it 3. Fouled ballast must be removed and replaced, as it is impossible to is difficult to perform maintain good line and surface in fouled ballast. Fouling may under traffic. occur by mixing of sub-grade material with ballast over a period of time, or by introduction of spills, sand, and general debris from the roadway.
4. Joints, if any, should be eliminated from crossing areas.
5. Alignment, surface and gauge must be properly maintained.
6. Road surface must be maintained in good condition and flush with the tops of the rails. Maintenance of the crossing is the responsibility of GCRTA, while maintenance of roadway surface beyond the crossing is the responsibility of the City.
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7. Flangeways must be kept free of debris.
8. Operation of protective equipment such as lights, signage, bells, gates, etc., must be observed and any abnormality reported to the signal forces.
9. View lines at crossings are not to be obstructed.
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12. CONTINUOUS WELDED RAIL (CWR) TRACK
Procedures for the Installation, Adjustment, Maintenance and Inspection of CWR as Required By 49 CFR 213.119
This document details the Railroad’s policy on installing, adjusting, maintaining and inspecting Continuous Welded Rail (CWR) track. Each chapter details how the Railroad applies its standards and procedures to comply with FRA standards.
CWR Installation Procedures
Rail lengths welded together that exceed 400 feet are considered CWR. Rail installed as CWR remains CWR, regardless of whether a joint or plug is installed into the rail at a later time. Temperature variations affect rail length. Rail expands (lengthens) when heated and contracts (shortens) when cooled.
Temperature Differential
The difference between the designed rail laying temperature and the actual rail temperature taken at the time of installation is called the temperature differential. CWR laying and adjusting procedures have been established to compensate for this temperature differential.
12.1 Inspection 1. When inspecting welded rail, particular attention must be given to:
a. Adequacy of the ballast section at culverts, ballasted deck bridges, and locations where vehicles may have been driven along the right of way or where footpaths may cross tracks.
b. Evidence of rail moving through fastenings. This will be apparent where the base of the rail is scored and, in the case of wood ties, where anchors are not bearing against the ties.
c. Evidence of track moving with the current of traffic. There would be evidence of non-anchored ties moving towards anchored ties.
All ties in welded rail d. Short flat spots in curve alignment or line kinks in tangent territory must be track. It should be determined whether ties are floating by properly tamped. digging out one tie end at a time. All ties in welded rail territory must be properly tamped.
e. Evidence of the base of rail not seated uniformly on the tie plates. Overstressed rail will have a tendency to tilt on the tie plates.
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12.2 Laying Continuous Welded Rail
Continuous welded rail (CWR) is defined as rail welded in lengths longer than 39 feet. No rail shorter than 19 feet shall be welded into a permanent string of CWR.
Track must be ballasted to standard plan and be in good line and surface before laying CWR.
Ballast must be crushed stone, and the ends of CWR must be lined out so that there is a distance of at least 2 feet between strings to ensure expansion will not cause the ends of the strings to contact.
Laying and adjusting procedures for CWR depend on the maximum and minimum rail temperatures to be experienced.
Rail temperature shall be measured at each end of the string immediately before anchoring with an accurate rail thermometer placed on the base of the rail near the web, away from the wind, out of the direct rays of the sun, and away from all artificial sources of heat or cold. Thermometer must be in place at least 5 minutes before reading.
Rail laying temperature for each string, in addition to being recorded in the office, must be plainly marked in paint on the inside web at each end of the string.
Whenever any adjustment is made, the old markings must be obliterated and revised data marked in the same manner as original.
CWR should be laid without buffers, except as below noted, with strings being field welded by an approved method. Field welds should be made at the time of laying. Field welds must be made by qualified welders and must be ultrasonically tested.
When buffer rails are used: Buffer rails shall be laid tight without expansion gaps.
CWR should be laid 95°F is the zero stress temperature. If ambient temperature does not within the preferred provide this range, heaters, coolers or expanders may be used to bring temperature range of the string to the desired length. The rail must be lengthened or 96°F to 106°F. shortened by an amount corresponding to the temperature differential between the rail temperature and the preferred laying temperature. This information is provided in Appendix 5.
Marks are placed on the rail and plate at the nearest plate corresponding to 10 rail length intervals, to indicate the amount of
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movement required at each point. Rail length is adjusted in sections of 10 rail lengths, and each section must be anchored as soon as the required movement is obtained, but not before.
Vibration of the rail will assist-in moving the rail. Mechanical vibrators can be used, but the rail must not be struck by any steel tool.
Surfacing must be done after laying to remove irregularities, but it must be kept to a minimum, consisting mainly of ensuring that ties are tamped up to full bearing; and must not be undertaken when the rail temperature is above the laying or adjusting temperature.
12.3 Maintaining CWR
1. Bolts in territory laid with CWR are to be tightened when the rail gaps are closed.
Before tightening, the two center bolts must be removed one at a time and inspected for straightness. If either bolt is bent, the remaining bolts must be removed and inspected, one at a time. All bent bolts must be replaced.
2. When joints have opened to the extent that the track bolts are bent, the matter must be brought to the attention of the track supervisor.
3. Where the rail surface at a weld wears unevenly under traffic, the condition shall be reported to the track supervisor.
4. When the rail temperature is more than the preferred de stressing temperature and there is evidence of lateral or vertical movement of the rail a speed restriction must be placed and the track supervisor informed promptly.
Inspection of all CWR track shall be done when the ambient air temperature exceeds 86°F.
The gauge of track should be uniform and be checked annually. If any variation is found, it must be drawn to the attention of the track supervisor.
5. No out-of-face surfacing, ballasting, lining, gauging or tie renewing will be carried out in CWR territory when the rail temperature is more than the preferred laying temperature. Necessary gauging and shimming may be carried out at lower temperatures.
6. When out-of-face surfacing is being undertaken, mechanical ballast tampers must be used. When surfacing, track must not be allowed
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to get out of line and the joints at the ends of welded strings should be given special attention. Track must not be lifted out-of-face unless sufficient ballast is available. Before lifting track, the bolts in all joints should be tight to the prescribed torque.
7. When track requires realignment it must not be spike lined or lifted Track must not be lifted when relining, but must be pulled to line with bars held almost out-of-face unless vertically or with the use of mechanical track liners. Ballast section sufficient ballast is must be restored following lining. available. 8. In wood tie turnouts, the as installed anchor pattern must be maintained and defective anchors replaced as soon as possible.
Anchors, which become displaced must be re-positioned when the rails are tight (no gap).
9. The ballast section must be maintained to the section shown on Standard Plan.
10. If a break occurs in CWR, a temporary closure of not less than 19 feet must be cut in.
a. If the rail temperature is below the preferred laying temperature, the closure should be laid with the maximum gap obtainable but not greater than 3/4 inch.
b. If the rail temperature is above the preferred laying temperature, the closure shall be laid tight.
c. A permanent closure or field weld shall be made when the rail temperature reaches the preferred laying temperature, or when heaters, coolers, or expanders are available.
11. If a pull-apart occurs and bolts cannot be inserted in the proper length:
a. If the pull-apart is less than 3 inches, heat may be applied to both rails for a distance of 394 feet from the ends. Rail hydraulic pullers may be used to close the gap. Rail anchors
should be removed before heating or pulling, and reapplied immediately when closure is obtained.
b. If the pull-apart is more than 3 inches, repair must be 11 feet on tangent and made by cutting in a short section of rail not less than 19 feet in length or by the installation of a longer temporary buffer rail with maximum joint gap. As soon as the rail reaches the preferred laying temperature or when heaters, coolers or expanders are available the anchors on the adjacent
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strings must be removed and the temporary buffer replaced with a buffer of proper length.
All pull-aparts and remedial action must be supervised by a qualified track person.
12. When a track buckle or kink occurs, it is essential that prompt action be taken to maintain the movement of traffic. In order of preference, one of the following corrective actions must be taken.
a. Place a speed restriction over affected area.
b. Reline track.
c. Place the track in the best possible alignment where it will remain without further movement and where it will provide clearance. Trains are to be operated at a speed permitted by a qualified track supervisor.
A complete report must be made to the track supervisor immediately outlining the condition found and the action taken. The track supervisor will instruct as to what further action is to be taken.
12.3.1 Monitoring of Curve Movement
Staking of Curves Before surfacing and lining a curve on main line track, stake curve if it is 3 degrees or more and the rail temperature is more than 50°F below the 95°F designated rail laying temperature or is forecasted to be in the next 24 hours.
To stake a curve prior to surfacing and lining place at least 3 reference points uniformly spaced around the curve. These reference points shall be no more than 200ft apart.
This procedure should only be done in an emergency and directed by the Manager of Power and Way.
Inspecting the Curve Movement Inspect for curve movement periodically after work, especially during periods of large temperature changes. Where the curve has been staked per Section 13.4.1 and the curve has been shifted inward more than a maximum of 3 inches, the curve must be lined out prior to the ambient temperature above or forecasted above the 76°. If the curve was not lined out or distressed a speed restriction of no more than 40 mph must be placed.
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12.3.2 Rail Anchoring Requirements
Where the anchoring function is otherwise provided, rail anchors may be omitted.
12.3.2.1 Bridge Pattern
• Open deck bridges with a total length of 100 feet or less will not require rail anchors if cut spikes are used.
• Open deck with a total length between 100 feet and 500 feet constructed with a resilient rail fastener system will not require rail anchors.
12.3.3 Placing Temporary Speed Restrictions Due to Work
Place a temporary speed restriction anytime the roadbed or ballast section is disturbed as required in Section 5.4, except where the maximum authorized speed of the track is equal to or less than the required restriction.
General Requirements
Speed restrictions ensure safe train operations until the affected track stabilizes. Restrictions need to stay in place to allow the ballast to consolidate, rail compressive forces to equalize, and sub grade to compact. Take more restrictive measures when conditions warrant.
Responsibility for Placing Speed Restrictions
During the work or before returning the track to service, the supervisor in charge must ensure that:
a. Gage, surface and alignment have been established.
b. Crib and shoulder ballast is in place or lateral constraint is otherwise provided.
Speed Restriction Length
To minimize running rail and other dynamic forces, trains must have time to brake and adjust slack before entering the disturbed track. For heavy grades, sharp curves or substandard track conditions, extend speed restrictions farther from the work limits, if needed.
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12.4 RLT Range
Maintaining Desired Rail Installation Temperature Range
RLT-20F=Safety Range 1. Rail that has pulled a part, broken or been cut to remove a defect must be adjusted.
If the rail has not been readjusted to at least 76°F degrees before the rail temperatures exceed the values in the table below a speed restriction of 35 mph will be placed or a restriction of 40 mph will be placed with a required daily inspection make during the heat of the day.
Rail Break or Cut Rail Temperature (F) at which to readjust or slow order 60 135 50 130 40 125 30 120 20 115 10 110 0 105 -10 100 -20 95 -30 90 -40 85
Rail neutral temperature locations not adjusted to 76°F safety range must be adjusted within 365 days of installation.
2. If rail is added for any reason, measure and record the amount of rail added so that the adjustment can be made if needed. Where rail has been added to re-establish the RLT this requirement need not apply. The use of reference marks includes:
a. Marking the locations where the rail is to be cut. b. Marking the rail outside the limits of the joint bars. c. Measure the distance between the reference marks and mark it on the rail or record it. d. Install the rail and re-measure the distance between the reference marks. e. Record the difference and document the location.
When welding the rail ends together the required weld gap or rail consumption must be taken into consideration when determining the
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amount of rail adjustment.
3. De-Stressing Rail
a. Use a rail saw to cut the rail, use caution, the rail could be under compression and move unexpectedly. b. Remove or reposition anchors or clips for a maximum of 195 ft. in both directions from the cut or up to a restriction that pre- vents the rail movement (Bridge, switches ETC). c. Wait until rail stops moving. The rail ends may need to be trimmed more than once to allow for expansion. d. Take rail temperature away from the cut. e. Compare the rail temperature differential. See Appendix 5 f. The temperature differential must be within the limits of Appendix 5 and record the temperature and location. g. Weld the joint or apply joint bars h. Replace the rail clip or anchors.
All pull-aparts and remedial action must be supervised by the track supervisor.
4. When a track buckle or kink occurs, it is essential that prompt action be taken to maintain the movement of traffic. In order of preference, one of the following corrective actions must be taken.
a. Place a speed restriction over affected area. b. Reline track c. Place the track in the best possible alignment where it will remain without further movement and where it will provide clearance. Trains are to be operated at a speed permitted by a qualified track person.
5. If a joint is created in CWR track within 60 days:
a. The joint may be welded. b. Wait 30 days to weld the joint, replace ( if necessary) broken joint bars or bolts. c. Do the same work as in (b) but add two bolts and leave the joint in track. d. Do the same work as in (b) but add rail with provisions for adjustment.
A complete report must be made to the track supervisor immediately outlining the condition found and the action taken. The track supervisor will instruct as to what further action is to be taken.
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12.5 Training
1. All Track Inspectors, Track Supervisors and Managers who inspect or supervise the installation, adjustment, or maintenance of CWR must have written authorization to do so. This authorization will only be those who have completed the yearly track training.
2. GCRTA must record the successful results of the exam when completed.
3. All employees responsible for the inspection, installation, adjustment or maintenance of track must complete training on procedures every calendar year. In addition, they shall be provided a copy of these procedures and all accompanying documents. Manager of Power and Way will maintain lists of those employees qualified to supervise restorations and inspect track. Training programs will address, but not be limited to, the following:
• CWR installation procedures • Rail anchoring requirements when installing CWR • Preventive maintenance on existing CWR track • Monitoring curve movement following track surfacing and lining • Placing temporary speed restrictions account track work • Rail joint inspections • Insufficient ballast • Extreme weather inspections • Recordkeeping • Drainage • Action Items
12.6 Rail Joint Inspection
CWR Joint means any joint directly connected to CWR.
12.6.1 Class of Track
All CWR joints within the following classes must be inspected on foot:
• Class 2 on which passenger trains operate, and • Class 3 and higher
12.6.2 Identification of Joints
Each CWR joint requiring action as outlined in section 12.6 shall be identified in the field with a highly visible marking. In addition such
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joints shall also be identified as to location by specifying rail line (Red, Blue/Green, Waterfront) station on catenary and rail (east, west).
12.6.3 Frequency of Inspections
CWR joints shall be inspected on foot at the following minimum frequencies:
MINIMUM NUMBER OF INSPECTIONS PER CALENDAR YEAR**
Passenger Trains operating over
track with an annual tonnage of: Less than 40 40 to 60 Greater than 60 Less than 20 Greater than or mgt mgt mgt mgt equal to 20 mgt Class 3 1x 2x 2x 2x 2x Class 2 0 0 0 1x 1x Class 1 0 0 0 0 0 Excepted 0 0 0 n/a n/a Track
2x = Twice per calendar year, with one inspection in each of the following periods: January to June and July to December; and with consecutive inspections separated by at least 120 calendar days.
1x = Once per calendar year, with consecutive inspections separated by at least 180 calendar days.
*Where extreme weather conditions prevent a track owner from conducting an inspection of a particular territory within the required interval, the track owner may extend the interval by up to 30 calendar days from the last day that the extreme weather condition prevented the required inspection.
12.6.4 Joints in Switches and Track Crossings
Joints within or adjacent to switches or track crossings are exempt from periodic joint inspection requirements provided they are inspected monthly during the required monthly walking inspection of these devices.
A. Joints to be inspected on a monthly basis
At switches: • All joints from and including the insulated joints at the signals governing movement entering and leaving the control point or interlocking.
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• If there are no signals at the switch location, include as a minimum all joints from the switch to the heel of the frog.
At crossovers: • All joints in track between switches.
At track crossings: • All joints from and including the insulated joints at the signals governing the movement entering and leaving the control point. • If there are no signals at the track crossings, include as a minimum all joints that are between or connected to the crossing frogs.
At lift rail assemblies or other transition devices on movable bridges: • All joint immediately attached to the rail assembly or transition device.
12.6.5 Rail Joint Conditions
When inspecting CWR joints on foot in track, inspectors must watch for (but not be limited to) the following rail joint conditions outlined in the table below. When such conditions are found, they must be noted on an inspection report and the appropriate action must be taken as outlined.
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RAIL JOINT CONDITION ACTION* Visible cracks in joint bar Replace bar Loose bolts Tighten bolts Bent bolts Replace bolts OR Re-inspect as per 12.6.1 Missing bolts** Replace bolts Tie(s) not effectively supporting rail Tamp tie(s) Replace or repair tie(s) OR Conduct follow-up inspections every other week until repaired/removed Broken or missing tie plate(s) Replaced tie plate(s) OR Conduct follow-up inspections every other week until repaired/removed Deteriorated insulated joint Replace/repair joint OR Conduct follow-up inspections every other week until repaired/removed Rail end batter (More than 3/8” in depth and Repair by welding joint or removing rail more than 6” in length measured with a 24” OR straight-edge) Conduct follow-up inspections every other week until repaired/removed Rail end mismatch reaches limits specified by 49 Weld or grind CFR 213.115 Longitudinal rail movement greater than 2” Add or adjust rail anchors, tighten bolts, add or remove rail at appropriate time OR Conduct follow-up inspections every other week until repaired/removed Wide rail gap greater than 1.5” Adjust rail gap and secure joint OR Conduct follow-up inspections every other week until repaired/removed Joint vertical movement (profile) that exceeds Surface joint 75% of the allowable threshold for the OR designated class or track Conduct follow-up inspections every other week until repaired/removed Joint lateral movement (in a curve or spiral) that Correct lateral movement reaches ¾” OR Surface joint OR Conduct follow-up inspections every other week until repaired/removed * Action may also consist of placing a speed restriction or removing the track from service. ** A minimum of 2 bolts per rail must be in place at each joint.
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12.6.6 Embedded Joints
• Temporarily Embedded Joints
Joints may sometimes be temporarily buried (e.g., where ballast or similar material is in the middle of the track and along the track) and therefore unavailable for inspection. Where CWR joints are buried (e.g., ballast), wait for the completion of the track work before conducting joint bar inspections. Locations that have been buried for an extended period of time must still be inspected.
12.7 Speed Restrictions for Track Work
When the following track work has been preformed, place a speed restriction that complies with the following guidelines below.
When rail temperature is above or forecasted above railroad 96°F to 106°F within the next 24 hours per table:
Activity Maximum Speed Minimum Duration
Out-of-face installation of ties Undercutting Laying track/switch panels 35 mph passenger 24 hours Constructing track Out-of-face surfacing and lining
Spot Maintenance • Installing ties (no more than 5 ties in 39ft. and no more 35 mph passenger 24 hours than 3 consecutive ties) • Surfacing/lining (maximum length of 19’6”)
Mechanically-stabilized track performed after any of the activities 35 mph passenger 24 hours listed above
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When rail temperature is below and is forecasted to remain below 96°F to 106°F within the next 24 hours per table:
Activity Maximum Speed Minimum Duration
Out-of-face installation of ties Out-of-face surfacing and lining Undercutting 35 mph passenger 24 hours Laying track/switch panels Constructing track
Exception: Spot maintenance does not require a speed restriction
Mechanically-stabilized track performed after any of the activities 35 mph passenger 24 hours listed above
When ambient temperature is less than 50°F, a speed restriction is not required. An inspection must be conducted before releasing the speed restriction to ensure the track is safe for higher speeds.
12.8 Extreme Weather Inspections
For the purposes of forecasting or initiating extreme weather inspections and conversions of rail temperature in relation to ambient temperatures, use the following conversions: • In hot weather, rail temperature is equal to ambient temperature plus 30°F. • In cold weather, rail temperature is equal to ambient temperature.
12.8.1 Hot Weather Inspections
On main tracks, hot weather inspections must be performed as directed by the Manager of Power and Way when the ambient temperature is forecast to exceed 96°F.
Perform inspections during the heat of the day – primarily between 12 noon and 6:00 p.m. When tight rail conditions exist, a speed restriction of 35 mph or less must be placed for all trains operating on GCRTA owned track. No restrictions for Light Rail.
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Inspectors will pay special attention to the following locations: • Recently disturbed track • Track at the bottom of sags • Locations where heavy braking occurs • Fixed track structures such as turnouts and bridges • Locations where rail has been repaired or welds made
Inspectors will inspect for signs of tight rail conditions, including: • Kinky or wavy rail • Rail canting or lifting out of tie plates • Shiny marks on the base of the rail including that the rail is running through anchors and spikes • Gaps in ballast at the ends of ties • Churning ballast and ties
When tight rail conditions are present such as described above, a speed restriction of 25 mph or less must be placed or track removed from service until repair or adjustment is made.
12.8.2 Cold Weather Inspections
On main tracks, cold weather inspections must be performed as directed by the Manager of Power and Way when the rail temperature is forecast to drop 100°F below the rail laying temperature (-5°F).
Inspectors will inspect for: • Broken rails • Pull-aparts • Curve movement • Wide gap between rail-ends • Bent bolts • Cracked or broken joint bars (conventional and insulated) • Canted rail
12.9 Record Keeping
12.9.1 Report of CWR Installations
Rail temperature, location and date of CWR installations must be recorded on the prescribed form and must be retained for at least one year after installation. (see Appendix #1).
12.9.2 Report Maintenance Work in CWR
Because track maintenance can disturb the lateral and longitudinal resistance of the track, records of the following must be kept until correction or adjustments are made (see Appendix #3):
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• Rail that is added for any reason, including repair of broken or defective rail, pull-aparts and welding of rail joints.
• Where curve has been staked and has shifted inward more than a maximum of 3 inches.
• CWR installation or maintenance work that does not conform to these written procedures.
• A record of rail neutral temperature will be maintained where the rail has pulled apart, broken, or been cut for defect removal (see Appendix #4).
Manager of Power and Way must monitor these records to ensure necessary corrections and adjustments are made.
12.9.3 On –Foot Periodic and Follow-Up Inspection Reports
Document each on-foot and follow-up inspection on the date of the inspection by noting the following information: • Date • Limits of the inspection • Location and nature of CWR joint conditions specified in Section 12.6.5 • Corrective or remedial action • Name and signature of inspector
12.9.4 Fracture Reports
Track subject to inspections must have a Fracture Report completed for every cracked or broken CWR joint bar that is discovered during the course of an inspection conducted to comply with:
• Track Inspections • Inspections of switches, turnouts, track crossings, lift rail assemblies or other transition devices on moveable bridges • Periodic and Follow-Up CWR Joint Inspections
The Fracture Report shall be prepared on the date the cracked or broken joint bar is discovered.
REFER TO FRACTURE REPORT FORM
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13. LINING AND SURFACING
When out-of-face programs are required, as determined by the track supervisor, sufficient ballast will be unloaded in advance to ensure that cribs are full and shoulders standard when the work is finished.
When lining or surfacing track where overhead or lateral clearances are involved, as at tunnels, bridges, platforms, etc., the general level of the track, its alignment, super elevation, or distance from adjacent tracks must not be changed without the authority of the track supervisor. Track should be lined and surfaced as soon as possible after rail replacement programs.
13.1 Surfacing
1. Surfacing will be required when low spots, low joints, sags, incorrect cross-level, hanging ties or center binding are observed. Track must not be raised more than enough to correct these Track must to be raised deficiencies. more than enough to correct these 2. There are three general methods of surfacing: deficiencies. a. Joint Surfacing – when track is in good general surface except for isolated low spots in one or both rails.
b. Spot surfacing – when track is in good general surface except for isolated low spots in one or both rails.
c. Out-of-face surfacing – when track is in generally poor surface.
3. Before surfacing, all fastenings must be tight so that ties will lift with the rail.
4. When surfacing manually, level board will be used as required. Track jacks must be placed on outside of rails, not between; and must be worked in pairs directly opposite each other and in sufficient numbers to ensure uniform surface.
5. Ties must be thoroughly tamped around the rail from 12 to 16 inches each rail. They must not be tamped at the center, to prevent center binding. Joint ties may require special tamping, as they are subject to more deflection than others.
6. In out-of-face surfacing, both rails should be raised simultaneously. One rail is selected as the grade rail, and the other
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is brought to its proper elevation and surface by cross leveling to the grade rail.
7. When track is raised during surfacing, rate of run off must not exceed 1 inch in 31 feet.
8. After surfacing, ballast must be regulated.
9. In CWR, surfacing must be done by mechanical tampers with lining equipment and must not be undertaken when the rail temperature is more than the laying or adjusting temperature. Surfacing on curves should be avoided during cold weather due to the tendency to "string line" because of rail contraction.
13.2 Lining
1. Bad line may be caused by any of, or any combination of, low joints, soft track, poor cross level, incorrect super elevation, poor tie condition, lack of ballast, lack of expansion at joints, frozen joints, ineffective or insufficient rail anchors.
2. Lining may be done manually or by machine.
Machine lining is to be 3. When rough lining tangents manually, track should be viewed from preferred to manual a distance to correct the general alignment. In the final lining it should be viewed from a shorter distance to correct short lining for all but the misalignments without disturbing the general alignment using the most minor corrections. string method.
4. Manual lining of curves should be done to stakes or by string lining.
5. Machine lining is to be preferred to manual lining for all but the most minor corrections.
6. Lining CWR is to be avoided when the rail temperature is above the laying or adjusting temperature.
13.3 Turnout Lifting and Tamping
1. The primary tamping unit that will be used for maintenance work on ballasted track will be the NORCO Spot Tamper with hand hydraulic tampers or hand tamping used as necessary this type of equipment will not lift track, jacks are required. Contracted tamping of track will be done by equipment that the rail maintenance supervisor deems necessary.
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2. Listed below are a number of requirements that must be considered before attempting to lift a turnout.
a. Additional Equipment: Three track jacks will be needed to support the turnout rail while the turnout is being raised.
b. Amount of Raise: Two inches is the nominal amount a turnout should be raised in one pass. If more raise is required, multiple passes should be considered. The 2 inches is a nominal figure and does not account for holes or down areas, which can be handled adequately.
c. Preparation of the Turnout: All turnout ties must be serviceable and soundly spiked. All loose spikes should have the spikes removed, holes plugged, and re-secured. Failure to do so may render the turnout out of service during the turnout-lifting phase. The turnout should have sufficient ballast for the lift that will be made, however the turnout should not be flooded as it will make raising more difficult, and could require more helper jacks.
d. Use of Track Jacks: These devices serve two purposes:
1) They support the turnout rail in the area of the long ties until the turnout can be tamped.
2) They assist the machine in putting out the surface light on the frog side of the turnout when the machine cannot do it alone.
The track jacks should be evenly spaced on the outside turnout rail with the center jack directly opposite the frog. If three jacks are not sufficient, more can be added as required. Hand jacking is needed only if the machine is not capable of putting out the The machine should surface lights. raise sufficient track coming into a turnout to 3. Lifting the Turnout insure that at least one full rail length is up to The machine should raise sufficient track coming into a turnout to insure that at least one full rail length is up to the required raise the required raise before before the machine enters the turnout. the machine enters the turnout. NOTE: The grade rail should be the highest rail except in a curve where the low inside rail must be selected.
When raising the turnout, should three or more ties in a row stay down, stop and re-secure the ties or replace them before continuing.
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If one machine is working alone, each tie should be raised and tamped to insure a good surface through out the turnout. If two machines are working, one jacking and tamping while the other tamps only, then every other tie can be jacked and tamped by the lead machine. This technique will speed up the turnout lifting operation.
For machines with clamp and the hook jacking, always use the clamps when its possible and use the turnout hooks only where clamping is not possible.
The machine operator should insure that both surface lights are off before any tamping is attempted. This will provide for an easier and smoother lining operation. After lifting and lining at each location, fully tamp and consolidate the ballast at all points possible. This will eliminate the need of backing up to re-tamp any location.
4. Lining the Turnout
The liner is to be used all the way through the turnout. Operators must observe caution prior to lining in that if the work head assembly is outside the rail, it may act as the liner shadow board and very badly misalign the rail.
If the machine is skipping ties during the operation and the liner will not properly line the rail, then each tie must be raised and lined.
Normally the outside rail or running rail is selected as the line rail. However, if the frog rail is the line rail, less in and out movement of the running rail work head assembly is required and could speed up the overall operation.
13.4 Monitoring Curve Movement
13.4.1 Staking of Curves
Before surfacing and lining a curve on main line track, stake curve if it is 3 degrees or more and the rail temperature is more than 50°F below the 96°F designated rail laying temperature or is forecasted to be in the next 24 hours.
To stake a curve prior to surfacing and lining place at least 3 reference points uniformly spaced around the curve. These reference points shall be no more than 200ft apart.
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This procedure should only be done in an emergency and directed by the Manager of Power and Way.
13.4.2 Inspecting the Curve Movement
Inspect for curve movement periodically after work, especially during periods of large temperature changes. Where the curve has been staked per Section 13.4.1 and the curve has been shifted inward more than a maximum of 3 inches, the curve must be lined out prior to the ambient temperature above or forecasted above the 76°. If the curve was not lined out or distressed a speed restriction of no more than 35 mph must be placed.
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14. ON TRACK WORK EQUIPMENT
14.1 Purpose
Track and overhead catenary maintenance programs require the use of rail mounted (hi-rail) equipment/vehicles i.e., tampers, low railers, track and catenary inspection vehicles, etc. This procedure will establish appropriate guidelines to be followed when such vehicles are deployed on the system for maintenance, inspection and repair.
14.2 Authorization
Maintenance programs requiring the use of rail-mounted equipment on any portion of GCRTA Main Track may be made ONLY as authorized by the ICC. During this type of special operation, strict adherence to this procedure and special instructions issued by the rail operations must be observed at all times, When special instructions are issued, a copy must be made available to each employee assigned to the maintenance operation. When special instructions are issued, a copy must The Control Center Supervisor must be notified in writing in advance be made available to of the scheduled work time and date. Advanced notification will each employee assigned provide sufficient time for staff to prepare any special instructions that to the maintenance may be required. Failure to provide appropriate notice may result in cancellation of work. operation.
1. Track Mounted Work Equipment – Movement and Protection
a. Before granting permission for work equipment to enter any portion of the Main Track, it must be determined that all crewmembers have a copy of special instructions issued for the work assignment. There must be a CLEAR UNDERSTANDING between the Control Center Supervisor
and the Work Zone Supervisor or Crew Leader as to the limits of the work area.
b. All work equipment must be considered as non-shunting (will not activate signals or crossing equipment) and be given exclusive use of the track/signal block they are authorized to occupy. There may be NO leading or following train movements into the occupied block, except when individual pieces of track equipment are moving in a track block, in which case, they will protect against each other.
c. A stop signal must be displayed at the entrance to any signal block where track equipment is performing work.
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d. All track equipment will occupy a signal block being governed by the wayside signal at the entrance of the block and ICC instructions. When shunting device is 1) You must stop at any signal displaying a RED or DARK deactivated the controller aspect and advise the ICC. MUST be advised. 2) Once the work equipment consist has received a correct and favorable wayside signal and the ICC’s permission, you will advise the ICC that the on track equipment is accepting the signals favorable aspect. If unable to secure a favorable signal at an interlocking, the turnout the equipment will pass over MUST be placed in the manual position, and not operated over until authorized by the ICC.
3) Once the last piece of work equipment has cleared the interlocking limits, you must so advise the ICC.
4) In the event the work equipment has begun its movement through an interlocking as described in paragraph No. D2, and the interlocking signal drops to a restrictive aspect, movement must be immediately stopped, and the ICC advised.
e. All pertinent information pertaining to the movement of work equipment (time entered main track, work limits, time work completed, time main track cleared, as wells as any changes in schedule operations) will be entered on the ICC Log Report.
f. If it is necessary to operate additional equipment into a work site already occupied by a piece of track equipment, permission can be granted once all parties involved are advised and it is clear that a thorough understanding exists of move to be made.
g. In the event that work equipment becomes disabled on the main track, the ICC must be notified immediately. If the equipment cannot be moved by normal means and it becomes necessary to tow the disabled equipment with a specially equipped vehicle, the Manager of Power and Way must be notified. And a plan may be developed in an attempt to not adversely impact revenue service.
2. Protection of Personnel and Equipment
a. The limits of each work area must be thoroughly understood by all concerned.
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In the event it becomes b. In the event it becomes necessary to change orders or necessary to change instructions, the ICC MUST ensure that all field personnel are orders or instructions, conversant with such changes. the Controller MUST 3. Operation of Trains Adjacent to Track Equipment ensure that all field
personnel are conversant a. When maintenance is being performed on a main track with with such changes. rail mounted (hi-rail) work equipment, all trains approaching and passing the work equipment on the adjacent track must be operated at a reduced rate of speed using appropriate horn signals.
4. Rail Mounted Equipment – Marker Lights
a. Rail mounted and Hi-rail equipment is equipped with a yellow rotating light, and running lights front and rear. These lights must be on at all times while any portion of the main track is occupied.
14.3 Hi-Rail Equipment Use Procedures
1. Procedures for Setting Hi-rail Equipment on Track
Only qualified personnel who have been trained on the specific hi- rail equipment shall be permitted to set hi-rail equipment on and off track.
After receiving permission from ICC to occupy the limits of a track area, the procedures listed below shall be followed for setting hi- rail equipment on track.
a. Position the vehicle on straight (tangent) track at a grade crossing or other suitable loading area. A ground support crewmember shall flag for vehicle traffic.
b. The rear wheels of the hi-rail MUST be set on the track first and locked into position.
c. The front wheels are then lined up, set on the track, and locked into position.
NOTE THAT THE FRONT TIRES NO LONGER HAVE CONTACT WITH THE RAIL OR GROUND. THIS IS TO PREVENT THE FRONT WHEELS FROM STEERING THE VEHICLE AND CAUSE A DERAILMENT. DURING
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OPERATION, THE FRONT HI-RAIL WHEELS GUIDE THE VEHICLE ON TRACK.
USE EXTREME CAUTION!!
RAILS THAT ARE WET DUE TO RAIN OR FLOODING, OR RAILS HAVING OIL OR GREASE ON THEM CAN CAUSE LOSS OF TRACTION DURING OPERATION.
2. Procedures for Setting Hi-rail Equipment Off Track
The hi-rail vehicle shall be located at a grade crossing or other suitable location that will allow the operator to drive clear of the tracks. Listed below are the procedures for setting hi-rail equipment off track.
a. Operate front hi-rail wheels until they are raised sufficiently to allow the vehicle wheels to make contact with the road surface.
CAUTION: DO NOT OPERATE REAR WHEELS BEFORE FRONT VEHICLE WHEELS MAKE CONTACT WITH THE ROAD SURFACE.
OPERATING REAR WHEELS BEFORE THE FRONT WHEELS ARE SECURE MAY CAUSE THE VEHICLE TO COAST ON A GRADE, WITH NO SURFACE CONTACT AND NO WAY TO STOP.
HI-RAIL WHEELS ARE NOT EQUIPPED WITH BRAKES. BRAKING IS ONLY ACCOMPLISHED WHEN THE VEHICLE WHEELS MAKE CONTACT WITH THE RAIL OR ROAD SURFACE.
b. Operate the rear wheels so that the hi-rail wheels are raised and locked into position.
c. With the vehicle hi-rail wheels clear of the rail, drive clear of the track and notify Control that you are clear.
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15. Temporary Speed Restriction Due to Work
Place a temporary speed restriction anytime the roadbed or ballast section is disturbed except where the maximum authorized speed of the track is equal to or less than the required restriction.
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REFERENCES
15.1 The following documents were helpful in compiling this manual.
American Railway Engineering Maintenance Association (AREMA), Manual For Railway Engineering, Volume I & II
American Railway Engineering Maintenance Association (AREMA), Portfolio Of Trackwork Plans
Calgary Transit, LRT Right-Of-Way Maintenance Manual
Coronation Welding Systems, Pocket Welding Guide
Fairmont, Tamping Procedures
L.B. Foster Company, Track Inspection System and Record File
Loram Maintenance Of Way Inc., Rail Grinding Procedures
Orgo-Thermite Inc., Welding Procedures
Pandrol Inc., Fastener Installation Procedures
Railway Educational Bureau, Track Foreman's Training Program
San Diego Trolley Inc., Standard Operating Procedures Manual
Sperry Rail Service, Rail Defect Manual
U.S. Department Of Transportation, Federal Railroad Administration (FRA) Track Safety Standards
Utah Transit Authority Rail Maintenance Standards
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Appendix 1
CWR Installation Record Form
RAIL SIZE & MANUFACTURER: TRACK NAME: WORKING STATION LIMITS: Rail Rail Rail Rail Side Temperature Temperature Comments Station Laying Left or Ambient Required Prior to Behind Number Direction Right Temp. Movement Heater Car Heater Car FOOTAGE 1-1 1-2 1-3 1-4 2-1 2-2 2-3 2-4 3-1 3-2 3-3 3-4 4-1 4-2 4-3 4-4 5-1 5-2 5-3 5-4 6-1 6-2 6-3
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Appendix 2 - Spiking Pattern
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Appendix 3
Rail Separation - Rail Neutral Temperature (Circle or Enter the Required Information)
1. Location: □ Red Line □ Light Rail
2. Employee ID ______
3. Mile Post _____._____ Track: SIMN / No 1 2 3 4 5 6 Siding/ Yard/ Crossover
4. Date of failure ___/___/___ Rail: L / R (Face increasing Mile Post to determine)
5. Track Type Concrete tie elastic fastener □ Wood tie elastic fastener □
6. Anchor/Fastener condition Average □ Weak □ Strong □
7. Rail Size □ 115 RE □ 100 RB
8. Rail gap width (inches) ______
9. Was ballast frozen at time of break/cut □ Yes □ No
10. Rail temperature at time of break/cut (F°) ______
11. Desired readjusted RNT (F°) ______
12. Date adjusted or corrected ______
13. Entered into System: Y / N Date: ___/___/___
______(Employee Name)
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Appendix 4
CONTINUOUS WELDED RAIL ADJUSTMENT TABLE Amount of Adjustment Required (Inches) for a Length of CWR Tempera‐ ture Station 1 Station 2 Station 3 Station 4 Station 5 Differential (°F) 360 feet 660 ft. 720 feet 1,080 ft. 1,320 ft. 1,440 ft. 1,520 ft. 1,600 ft.
5 1/4 1/4 1/4 1/2 1/2 1/2 1/2 3/4 10 1/4 1/2 1/2 3/4 1 1 1‐1/4 1‐1/4 15 1/2 3/4 3/4 1‐1/4 1‐1/2 1‐3/4 1‐3/4 2 20 1/2 1 1‐1/4 1‐3/4 2 2‐1/4 2‐1/2 2‐1/2 25 3/4 1‐1/4 1‐1/2 2‐1/4 2‐1/2 2‐3/4 3 3‐1/4 30 3/4 1‐1/2 1‐3/4 2‐1/2 3 3‐1/2 3‐3/4 4 35 1 1‐3/4 2 3 3‐3/4 4 4‐1/4 4‐1/2 40 1‐1/4 2 2‐1/4 3‐1/2 4‐1/4 4‐1/2 5 5‐1/4 45 1‐1/4 2‐1/4 2‐1/2 3‐3/4 4‐3/4 5 5‐1/2 5‐3/4 50 1‐1/2 2‐1/2 2‐3/4 4‐1/4 5‐1/4 5‐3/4 6‐1/4 6‐1/2 55 1‐3/4 2‐3/4 3‐1/4 4‐3/4 5‐3/4 6‐1/4 6‐3/4 7 60 1‐3/4 3 3‐1/2 5 6‐1/4 6‐3/4 7‐1/4 7‐3/4 65 1‐3/4 3‐1/4 3‐3/4 5‐1/2 6‐3/4 7‐1/4 8 8‐1/2 70 2 3‐3/4 4 6 7‐1/4 8 8‐1/2
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Appendix 5
DEFINITIONS
ACRE – A long railroad right-of-way, approximately 8 feet wide by 1 mile long.
ADJUSTING/DE-STRESSING – 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 reassembling the track.
ADZING MACHINE – Portable, power-operated machine designed to adze the rail seat on ties to provide proper bearing for rail or tie plates.
ALIGNMENT – The horizontal location of a track as described by curves and tangents.
AMBIENT – The surrounding temperature.
ANCHORS – (Full bearing against tie.) Rail anchors installed on the base of the rail securely against the side of the tie to resist longitudinal movement of rail.
ANGLE – The angle formed by intersecting gauge lines of a frog.
BALLAST – Selected rock material placed on the trackbed for the purpose of holding the track in line and surface.
BALLAST DRESSING – The work required to fill ballast in tie cribs, shaping and regulating the ballast berms to a uniform cross section and sweeping the ballast from the top of the ties.
BATTER – The deformation of the surface of the head of the rail in the immediate vicinity of the end.
BRIDGE TIE – A transverse timber resting on the stringers and supporting the rails.
BUCKLING INCIDENT - The formation of a lateral mis-alignment sufficient in magnitude to constitute a deviation from the Class 1 requirements specified in §213.55 of this part. These normally occur when rail temperatures are relatively high and are caused by high longitudinal compressive forces.
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BURRS – The rough edges left at the end of a rail when sawed; or on the side of the web when drilling boltholes.
CANT – The inward inclination of a rail, effected by the use of inclined-surface tie plates, usually expressed as a rate of inclination, such as 1 in 40, etc.
CARBON STEEL (or Plain Steel) – Steel containing only the elements carbon, manganese, phosphorus, sulfur and silicon in addition to iron; the properties of which are due essentially to the percentage of carbon in the steel.
CLOSURE RAILS – The rails between the turnout and the frog in a turnout.
COMPOUND FISSURE – 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.
COMPROMISE JOINT (Bar) – Joint bars designed to connect rails of different heights and sections.
CONTINUOUS WELDED RAIL (CWR) – A number of rails welded together in lengths exceeding 400 ft.
CONTROL COOLED - A method of controlling the cooling rate of steel products. For rails, this is accomplished by placing 75 to 100 rails in an insulated corner.
CORRUGATED RAIL – A wear condition on the rail head of alternate peaks and hollows, which may develop in service under certain conditions.
CORROSION – The dissolving or eating away of the surface of metal through chemical action, either regularly and slowly as by rusting, or irregularly and rapidly as by pitting and grooving in the interior of boilers.
CREOSOTE – As used in wood preserving, creosote is a distillate of coal tar produced by high-temperature carbonization of bituminous coal; it consists principally of liquid and solid aromatic hydrocarbons, and contains appreciable quantities of tar acids and tar bases, it is heavier than water.
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CRIB – The space between two adjacent ties.
CROSSOVER – Two turnouts with track between, connecting two nearby and usually parallel tracks.
CRUSHED HEAD – A flattening or crushing down of the head of a rail.
CURVE - REVERSE – Two contiguous simple curves in opposite Directions, with a common tangent at their junction point.
- SIMPLE – A continuous change in direction of alignment by means of an arc of a single radius.
- VERTICAL – An easement curve in the track to connect intersecting grade lines.
DERAIL – A track structure for derailing rolling stock in case of emergency.
DESIRED RAIL INSTALLATION TEMPERATURE – 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.
DETAIL FRACTURE – A progressive fracture originating at or near the surface of the railhead. These fractures should not be confused with transverse fissures, compound fissures or other defects, which have internal origins. Detail fractures usually have their origins in the following types of defects, and progress crosswise into head of the rail:
1. Shell – where a thin shell of metal becomes separated from the head, usually at the gauge corner.
2. Head checks – usually at or close to the gauge corner where movement or flow of the surface metal is sufficient to start a hairline crack.
DISTURBED TRACK – 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.
END CHIPPING – The loosening of metal at the top or gauge side at the end of a rail.
END FLOW – Projection of metal into the end gap at the railhead.
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FASTENINGS – Clips, pads, insulators, joint bars, bolts and spikes.
FLANGEWAY - The open way through a track structure which provides a passageway for a wheel .
FLOWED HEAD – A rolling out of the metal on the head of the rail towards the sides without showing any indication of breaking down of the head structure.
FOOT GUARD – A filler for the space between converging rails to prevent the feet of persons from becoming accidentally wedged between the rails.
FROG – A track structure used at the intersection of two running rails to provide support for wheels and passageways for their flanges, thus permitting wheels on either rail to cross the other.
GAUGE (of Track) – The distance between the gauge lines, measured at right angles thereto (standard gauge is 56-1/2 inches).
GUARD CHECK GAUGE – The distance between guard line and gauge line, measured across the track at right angles to the gauge lines.
GUARD FACE GAUGE – The distance between guard lines, measured across the track at right angles to the gauge lines.
GUARD RAIL – A rail laid parallel with the running rails to prevent wheels from being derailed; or to hold wheel in correct alignment to prevent their flanges from striking the points of frogs or turnouts.
HEEL – That end of a turnout rail farther from the point and nearer the frog.
HEEL – The end of a frog farthest from the turnout.
HEEL LENGTH – The distance between the half-inch point of frog and the heel, measured along the gauge line.
HEEL SPREAD – Distance between gauge lines at the heel.
HEEL SPREAD - The distance, at the heel, between the gauge lines of a turnout rail and its stock rail.
HI-RAIL – Retractable steel rail wheels placed on highway vehicles, thus allowing movement on a track or on a highway.
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HORIZONTAL SPLIT HEAD – A horizontal progressive defect originating inside of the rail head, 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 railhead.
INNER GUARD RAIL – A longitudinal member, usually a metal rail, secured on top of the ties inside of the running rail, to guide derailed car wheels.
INSULATED – A rail joint designated to arrest the flow of electric current from rail to rail by means of insulation so placed as to separate rail ends and other metal parts connecting them.
INTERCEPTING DITCH – An open artificial waterway for diverting surface water from the natural course of flow.
LADDER – A track connecting successively the body tracks of a yard.
LINE – Condition of the track in regard to uniformity in direction over short distances on tangents; or uniformity in change of direction over short distances on curves.
LINING TRACK – Shifting track laterally to conform to the established alignment.
MACHINE – A device for power operation of turnouts, usually dual controlled for power or hand operation.
MECHANICAL STABILIZATION - 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.
OUT OF FACE (Referring to Track Work) – Work that proceeds completely and continuously over a given piece of track as distinguished from work at disconnected points only.
PIPED RAIL – One with a vertical split, usually in the web, due to failure of the sides of the shrinkage cavity in the ingot to unite in rolling.
PLUG, TIE – Rectangular sections of wood, shaped somewhat like spikes, for driving into holes from which spikes have been withdrawn.
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POINT OR SWITCH, ACTUAL – That end of the switch rail farther from the frog, where the spread between the gauge lines of the switch rail and the stock rail is sufficient for a practicable switch point.
POINT OR SWITCH, HALF INCH – A point located at a distance from the theoretical point towards the heel equal in inches to one half the frog number, and at which the spread between gauge lines is 1/2 inch. It is the origin from which measurements are usually made.
POINT, THEORETICAL – The point of intersection of the gauge lines of a frog.
POINT, THEORETICAL – The point where the gauge line of the switch rail, if produced, would meet the gauge line of the stock rail.
RAIL SAW – A power machine, provided with a saw of either tooth or friction type, used to cut steel rails. RAIL TEMPERATURE – The temperature of the rail, measured with a rail thermometer.
RAILBOUND MANGANESE STEEL – A frog consisting essentially of a single manganese steel body casting fitted into and between and rolled rails and held together with bolts.
RIGHT-OF-WAY – Lands or rights used or held for track operation.
RUNOFF – The transition zone in lifting track, between track, which has been raised and track, which has not been raised.
SHATTER CRACKS - Minute cracks in the interior of railheads, seldom closer than 1/2 inch from the surface, and visible only after deep etching or at high magnification. They may extend in any direction. They are caused by rapid (air) cooling, and may be prevented from forming by control cooling the rail. Shatter cracks also occur in other steel products.
SHIM – A small piece of wood or metal placed between two members of a structure to bring them to a desired relative elevation.
SHOULDER – That portion of the ballast between the end of the tie and the tow of the ballast slope.
SOLID MANGANESE STEEL – A crossing in which the frogs are of the solid manganese steel type.
SOLID MANGANESE STEEL – A frog consisting essentially of a single manganese steel casting.
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SPIRAL (When used with respect to Track) – A form of casement curve in which the change of radius is uniform throughout its length.
SPLIT WEB – A longitudinal or diagonal transverse crack in the web of a rail.
SPOTBOARD – A sighting board placed above and across the track at the proposed height to indicate the new surface and ensure its uniformity.
SPRING – A switch in the operating mechanism of which is incorporated a spring device so arranged as to automatically return the points to their original or normal position after they have been thrown over by the flanges of trailing wheels passing along the other track from that for which points are set for facing movements.
STAND – A device for manual operation of switches.
STOCK RAIL – A running rail against which the switch rail operates.
SUB BALLAST – A granular material, superior to most sub grade material, which is spread on the finished sub grade before top ballast is applied, to provide drainage, prevent frost heaving and distributing loads over the top of the sub grade.
SUB DRAIN – A covered drain below the roadbed or ground surface, receiving water along its length through perforations or joints, for the control and removal of excess water.
SUB GRADE - The finished roadbed surface upon that is laid the ballast and the track structure.
SUPER ELEVATION (of curves) (super elevation) – The vertical distance that the outer rail is above the inner rail.
SWITCH – A track structure used to divert rolling stock from one track to another.
TANGENT – Straight portion of railway alignment.
THROW – The distance through which the switch points art moved laterally, measured at the No. 1 switch rod.
TIGHT/KINKY RAIL – CWR, which exhibits minute alignment irregularities, which indicate that the rail is in a considerable amount of compression.
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TOE – The end of a frog nearest the switch.
TOE LENGTH – The distance between the half-inch point of frog and the tow, measured along the gauge line.
TOE SPREAD – The distance between gauge lines at the toe.
TRACK – The track on a railway or railroad, also known as the permanent way, is the structure consisting of the rails, fasteners, railroad ties (wood, concrete or plastic composite) and ballast (or direct fixation on concrete plinth or Low Vibration Track on booted concrete blocks), plus the underlying sub-grade of crushed stone or soil materials.
TRACK LATERAL RESISTANCE – The resistance provided to the rail/crosstie structure against lateral displacement.
TRACK LONGITUDINAL RESISTANCE – The resistance provided by the rail anchors/rail fasteners and the ballast section to the rail/crosstie structure against longitudinal displacement
TRAIN-INDUCED FORCES – The vertical, longitudinal, and lateral dynamic forces which are generated during train movement and which can contribute to the buckling potential.
TRANSVERSE DEFECT – For defects found by detector cars, a tentative group classification, applied prior to the breaking of the rails, of all types of rail defects, which have transverse components, such as transverse tissues, compound fissures and detail fractures.
TRANSVERSE FISSURE – 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.
TREAD – The top surface of the head of a rail, which contacts wheels.
TURNOUT – An arrangement of point rails and a frog, together with closure rails, by means of which rolling stock may be diverted from one track to another.
TURNOUT NUMBER – The number corresponding to the number of the frog used in the turnout.
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VERTICAL SPLIT HEAD – A split along or near the middle of the head of a rail and extending into or through it. A crack or rush streak may show under the head close to the web, or pieces may be split off the side of the head.
WATER POCKET – A depression in the roadbed, filled with ballast or other porous materials, wherein water collects, to the detriment of track stability. (Also described as "Ballast Pocket.")
WATER TABLE – The underground water level.
YARD – A system of tracks within defined limits provided for making up trains, storing cars and other purposes over which movements not authorized by time table or by train order may be made, subject to prescribed signals and rules, or special instructions.
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THE GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
RAIL INSPECTION & MAINTENANCE STANDARDS
This manual belongs to:
Name: ______
Employee #: ______
Address: ______
Phone: ______
Manual Number: ______
If this manual is found, please return it to the address below:
Greater Cleveland Regional Transit Authority c/o Director of Rail Transportation 1240 W. 6th Street Cleveland, Ohio 44113-1331
12/2013
GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
STATION SAFETY and SECURITY DESIGN CRITERIA
JULY 2012
Project 52F December 2014
The Greater Cleveland Regional Transit Authority (GCRTA)
STATION SAFETY AND SECURITY DESIGN CRITERIA
July 2012
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA) The Greater Cleveland Regional Transit Authority (GCRTA)
Rail Transit Station Reconstruction Projects
Station Safety and Security Design Criteria
July 2012
Prepared For Greater Cleveland Regional Transit Authority (GCRTA) 1240 West 6th Street Cleveland, Ohio 44113-13
Prepared By K & J Safety and Security Consulting Services, Inc. 3257 Elcano Lane Cantonment, FL 32533
Station Safety and Security Design Criteria 2
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
TABLE OF CONTENTS
Section Title Page 1.0 Introduction 4 1.1 Project Description 4 1.2 Resolution of Conflicts 4 1.3 Code Updates 4 2.0 Standards, Codes, and Guidelines 5 2.1 Federal 5 2.2 Industry/Other 5 2.3 State 7 2.4 Agency 7 3.0 Safety 8 3.1 General 8 3.2 Stations 8 3.3 Rail Guideway 15 3.4 Communications 18 4.0 Security 21 4.1 General 21 4.2 Crime Prevention through Environmental Design (CPTED) 21 4.3 Stations 22 4.4 Guideways 25 4.5 Parking Lots/Garages 25 4.6 Wayside Equipment 25 4.7 Closed Circuit Television (CCTV) Monitoring 26 4.8 Blue Light Emergency Phones 26 4.9 Communications 26 4.10 Intrusion Detection and Alarms 26 4.11 Lighting Systems 27 4.12 Transit Police Dispatch 28 4.13 Fencing/Railing and Barrier Systems 28 4.14 Signage 29 4.15 Miscellaneous 30 Appendices A Standards and Design Criteria for Track and Ballast 31 B Tactile Edging Diagram 39
Station Safety and Security Design Criteria 3
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
STATION SAFETY AND SECURITY DESIGN CRITERIA
1.0 Introduction a. The purpose of this station safety and security design criteria is to provide guidelines and standards for the design of key safety and security related requirements and/or systems for the GCRTA Rail Transit Station Reconstruction Projects and any other future station upgrades and/or new construction.
b. These design criteria include basic planning considerations specific to the project based on industry standards, codes, guidelines, crime prevention through environmental design (CPTED) concepts, American with Disabilities Act (ADA) requirements, and safety and security best practices that are commonly utilized at other like transit agencies. In addition, some design criteria are derived from other station reconstruction projects lessons learned and safety/security recommendations derived from the Preliminary Hazard Analysis (PHAs) results and recorded security related issues within the GCRTA rail system that affect design.
1.1 Project Description The GCRTA station reconstruction program consists of the design, reconstruction of transit stations on both heavy and light rail stations to meet ADA regulations, replace aging infrastructure, and create attractive portals as public entrances to the GCRTA systems. The architecture of each station is unique reflecting the context and character of the individual station neighborhood.
1.2 Resolution of Conflicts The senior Project Manager along with the review of the project Safety and Security Certification Review Committee (SSCRC) has the responsibility to ensure that design conflicts that may arise in applying these design criteria are evaluated and resolved.
1.3 Code Updates During the design of the stations, codes will be updated and amended as needed. Beyond the completion of conformed 30 percent plans, changes to codes will be discussed with the appropriate Technical Lead. Code changes that cause additional design effort, add additional construction costs, and/or alter the original intent of the projects will be referred to the senior project manager for decision and review by the SSCRC. The design criteria may then be updated as deemed appropriate by the project manager.
Station Safety and Security Design Criteria 4
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
2.0 Standards, Codes, and Guidelines The design shall be in accordance with the following standards. Should the standards requirements conflict; the most stringent requirement shall apply.
2.1 Federal a. Americans with Disabilities Act (ADA), 49 CFR Part 37, Code of Federal Regulations (CFR) 2003 b. Military Standard 882, C, Standard for System Safety Programs, 1993 c. U.S. Department of Labor 29 CFR, Sections 1910 (February 2006) and 1926 (April 2006), Occupational Safety and Health Administration (OSHA), Occupational Safety and Health Standards d. 36 CFR, Part 1192: Americans with Disabilities Act (ADA), Accessibility Guidelines for Transportation Vehicles, published by Code of Federal Regulation (CFR), August 2005 e. 49 CFR, Parts 200 to 399: Chapter II – Federal Railroad Administration. (U.S. Dept. of Transportation) those sections that relate to signaling and relays f. 49 CFR, Part 234, Grade Crossing Signal System Safety and State Action Plans g. 49 CFR, Part 236, Rules, Standards, and Instructions Governing the Installation, Inspection, Maintenance, and Repair of Signal and Train Control Systems, Devices, and Appliances h. 49 CFR, Part 659, Rail Fixed Guideway Systems; State Safety Oversight, U.S. Department of Transportation i. U.S. Department of Transportation (DOT), Transit Security Design Considerations, November 2004 j. U.S. Department of Transportation (DOT), Federal Highway Administration (FRA) Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD), 2009 k. U.S. Department of Justice, National Institute of Justice, Research in Brief “Crime Prevention through Environmental Design in Parking Facilities”, April 1996 l. Transit Cooperative Research Program (TCRP) Report 17: Integration of Light Rail Transit into City Streets, December 1996 m. Department of Homeland Security (DHS) Guidelines
2.2 Industry/Other a. American Society of Mechanical Engineer (ASME) 17.1, Safety Code for Elevators and Escalators, 2007 b. American Public Transit Association (APTA) 1. Guidelines for the Design of Rapid Transit Facilities, Sections 2-5.2 and 5, 1998 2. Guidelines for the Design of Escalators and Elevators 3. Safety Program Manual, 2004
Station Safety and Security Design Criteria 5
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
c. American Railway Engineering and Maintenance of Way Association (AREMA) 1. Communications and Signals Manual of Recommended Practices, 2009 2. Manual for Railway Engineering, (2010) 3. Signal Manual of Recommended Practice d. American National Standards Institute (ANSI) 1. C37.14 IEEE Standard for Low-Voltage DC Power Circuit Breakers Used in Enclosures 2. C37.20.2 IEEE Standard for Metal Clad and Station Type Cubicle Switchgear 3. C57.18.10 IEEE Standard Practices and Requirements for Semiconductor Power Rectifier Transformers e. American Society for Testing and Materials (ASTM) f. Illuminating Engineering Society of North America (IESNA), The Guideline for Security Lighting for People, Property, and Public Space, IESNA-G-1-03 g. Insulated Cable Engineers Association (ICEA) h. Institute of Electrical and Electronic Engineers (IEEE) 1. C57.12.01, IEEE Standard General Requirements for Dry-Type Distribution and Power Transformers Including Those with Solid-Cast and/or Resin Encapsulated Windings 2. C57.12.91, IEEE Standard Test Code for Dry-Type Distribution and Power Transformers 3. 1653.2-2009, IEEE Standard for Uncontrolled Traction Power Rectifiers for Substation Applications Up to 1500 V DC Nominal Output 4. 80, IEEE Guide for Safety in AC Substation Grounding 5. 383, IEEE Standard for Vertical Wire Flame Test, 2009 6. 484, IEEE Recommended Practice for Installation, Design, and Implementation of Vented Lead-acid Batteries for Stationary Applications, 2002 i. FM Global, Roofing Standards j. National Fire Protection Association (NFPA) 1. NFPA 1, Fire Code, Specifically Stationary Storage Battery Systems, 2012 2. NFPA 10, Standard for Portable Fire Extinguishers, 2007 3. NFPA 13, Standard for the Installation of Sprinkler Systems, 2007 4. NFPA 14, Standard for the Installation of Stand Pipe and Hose Systems, 2007 5. NFPA 15, Standard for Water Spray Fixed Systems for Fire Protection, 2007 6. NFPA 70, Standard for National Electrical Code, 2005 7. NFPA 70E, Standard for Electrical Safety in the Workplace, 2012 8. NFPA 72, Standard for National Fire Alarm Code, 2007
Station Safety and Security Design Criteria 6
Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
9. NFPA 75, Standard for the Protection of Information Technology Equipment, 2009 10. NFPA 90A, Standard for the Installation of Air-Conditioning and Ventilation Systems, 2009 11. NFPA 90B, Standard for Installation of Warm Air-Heating and Air Conditioning Systems, 2009 12. NFPA 91, Standard for Exhaust Systems for Air Conveying of Vapors, Gases, Mists, and Noncombustible Particulate Solids, 2004 13. NFPA 101, Life Safety Code, 2012 14. NFPA 130, Standard for Fixed Guideway Transit Systems, 2010 15. NFPA 220, Standards on Types of Building Construction, 2006 16. NFPA 256, Standard Methods of Fire Tests of Roof Coverings, 2003 17. NFPA 1221, Standard for the Installation, Maintenance, and Use of Emergency Services Communications Systems, 2007 k. The Association of American Railroads (AAR), Manual of Standards and Recommended Practices, Section G, Figure B.12, AAR-1B Narrow Flange Contour for Freight Car Wheels (Standard S-669), (2011) l. U.S. Department of Justice, National Institute of Justice, Research in Brief “Crime Prevention through Environmental Design in Parking Facilities” April 1996. m. Transportation Research Board (TRB), Track Design Handbook for Light Rail Transit n. Underwriters Laboratory Standards 1. 44, Thermoset – insulated Wires and Cables, July 2005 2. 83, Thermoplastic - insulated Wires and Cables, February 2008 3. 1037, Antitheft Alarms and Devices, 1999 o. U.S. Green Building Council, LEED Certification Program
2.3 State a. Ohio and City of Cleveland, East Cleveland, Shaker Heights, and Brook Park Building Codes b. Ohio and City of Cleveland, East Cleveland, Shaker Heights, and Brook Park Fire Prevention Codes
2.4 Agency a. Crime Prevention through Environmental Design (CPTED) Concepts b. GCRTA System Safety Program Plan (SSPP) c. GCRTA System Security Plan (SSP) d. GCRTA Safety and Security Certification Plan (SSCP) e. Station Preliminary Hazard Analysis (PHAs)
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
f. Agency Threat and Vulnerability Assessment (TVA)
3.0 Safety
3.1 General The safety, fire/life safety and security criteria for the station reconstruction projects are a compendium of requirements that are substantially supported by codes and standards. The criteria included in this section meet or exceed safety related codes, standards and regulations promulgated by local, state and federal authorities and should be followed to ensure that safety, fire/life safety are considered during the design of the stations and any associated systems that are modified.
3.1.1 Passenger Safety a. Passenger safety is of the utmost importance to GCRTA and as such appropriate actions must be taken to address potential unsafe conditions. This shall be accomplished by incorporating design features and the development of procedures for the safe and efficient handling of both normal and emergency conditions. b. The design of the system shall include provisions to enable safe and timely evacuation of patrons and personnel from all fixed structures, disabled vehicles and facilities. The provisions shall also include necessary safeguards to protect patrons, system personnel, and emergency responders during evacuation and shall preclude exposure to hazards created by: 1. Power distribution system. 2. Moving Rail Vehicles, associated support vehicles and/or equipment. 3. Slips, trips and falls at stations, park and ride lots, and new bus stops supporting the station. 4. Criminal activity 5. The general motor vehicle traffic that crosses the rail corridors at any associated rail crossings that are affected by the station reconstruction project.
3.1.2 Industrial Safety The system shall be designed to provide health and safety provisions for maintenance and operational personnel in accordance with the requirements of Section 1910 of the Occupational Safety and Health Administration, US Department of Labor (OSHA).
3.1.3 Construction Safety During construction the highest safety standards and practices for major public works projects shall be held. Construction personnel, the public, and system employees shall not be exposed to extraordinary safety hazards. The requirements of Section 1926 of the Occupational Safety and Health Administration, US Department of Labor shall be observed.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.2 Stations a. Stations shall be designed to facilitate the movement of patrons on both the Light and Heavy Rail Vehicles in an efficient, safe and secure manner. b. Passenger stations are defined as those facilities and their appurtenances used to load and unload passengers, and are located on exclusive or semi-exclusive right- of-way. This includes both at grade and elevated stations. c. The designer of record at a minimum between 30 and 100% design level shall provide a comparison of design against NFPA 130 Standard for Fixed Guideway Transit Systems, 2010 requirements. d. Stations at-grade and elevated: 1. All walking surfaces shall have slip resistant surfaces and comply with the minimum static coefficient of friction of 0.6 for accessible routes and 0.8 for ramps (wet and dry conditions). These standards shall be tested for compliance. 2. The design shall provide an unimpeded view of the platform by the train operator to the greatest extent possible. 3. Lighting and graphics/signage shall be as specified in paragraph 04.11 and 04.12 of this document respectively. 4. Two-way communications between patron and the Integrated Communication Center (ICC) shall be provided as specified in paragraphs 3.4 and 4.9 of this document. 5. A warning strip of contrasting material shall be provided, at the platform edge, as specified in the latest edition of the Americans with Disabilities Act (ADA). At a minimum there shall be a distinct color contrast such as light and dark colors between the edging tiles and the rest of the platform surface. 6. The tactile edging (warning strip) shall be replaceable “composite Wet Set Tactile Tile” that is colorfast homogenous composite material with long term UV stability; yellow in color; truncated dome pattern complying with ADA requirements; sized (Appendix B for general diagrams): a. Heavy rail platforms: 24” by 48” by .125”; and one ¾” (plus/minus) flange on 48” tile edge facing out to tracks b. Light rail platforms: 30” by 48” by .125”; and one ¾” (plus/minus) flange on 48” tile edge facing out to tracks for light rail station platforms. 7. Station access paths/routes via parking lots, sidewalks, curbs, ramps, entrances, elevators, pedestrian bridges, and platforms shall be designed to comply with the ADA requirements. 8. The station design shall be in accordance with ADA requirements. The horizontal gap between the rail vehicle floor and any platform edge shall not be greater than three (3) inches and not more than 5/8 inch of vertical gap between the vehicle floor and the station platform walking surface. 9. When ADA ramps are not feasible, ADA wheel chair lifts for light rail stations shall be provided and have see through doors to maintain clear lines of sight, an emergency phone system, a light, and a strobe system with motion detection.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
10. Chair lift shall have a power back-up system. 11. ADA platforms on light rail stations shall have a railing system along the ADA ramp and on the non-tracksides of the platform edges with a chain barrier system on the trackside of the platform edge. 12. Chair lift system shall be inspected, tested, and certified by the appropriate jurisdiction. 13. The tactile tile space (width - 24”) along the platform edge at loading zones shall not be allowed to be counted as part of the ADA’s 32” unobstructed clearance requirements for wheel chairs. 14. Station lighting shall be shielded and/or located in such a manner to preclude safety hazards during train operation that may be caused by glare on the track or interfere with motor vehicles operating on adjacent roadways. 15. Lighting of stations shall minimize glare and shadows as much as possible. At a minimum, shall satisfy the recommended minimum illumination levels of the Americans with Disabilities Act and those specified in the American Public Transit Association (APTA) guidelines for the Design of Rapid Transit Facilities, Section 2-5.2 and Section 5. See paragraph 04.11 for additional lighting guidelines for security requirements. 16. Per local code and project criteria, appropriate signage, markings, barriers or landscape treatments shall be provided at ingress and egress points to stations to act as an alert to patrons to warn them from hazardous conditions, e.g., surface vehicular traffic or railroad crossings. 17. Elevators and/or escalators, where provided, shall meet the safety requirements of ASME 17.1, APTA standards, and the Ohio State and local Building Codes. 18. Stairs shall be provided and meet the requirements of Ohio State and Local Building Codes. 19. Stairs shall have a contrasting nosing color approved by GCRTA. 20. Handrails shall be provided as needed, made of stainless steel material, grounded, and meet the requirements of the Ohio State, local Building Codes, and ADA requirements. 21. Manufactured amenities that are placed/secured or built into the station platform such as canopies, benches, information kiosks, wind screens, light poles, CCTV camera poles, communication cabinets, railings, and TVM’s shall not have sharp edges. Bolts that are accessible shall be cut or capped flush with no sharp edges. 22. The Ohio State and local Building Codes shall define trip hazards. At a minimum, all vertical offset on walking areas should be less than 1/4 inch. 23. Glazing applications on all entrance doors and windows shall be safety laminated and/or safety-temperate glass. 24. Window installation shall be from the inside of the station structure and pedestrian bridges when the windows are facing the track Right-of-Way (ROW). 25. If confined space cannot be avoided in design, the space shall be designed in accordance with OSHA and 29 CFR Part 1910.146 requirements.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.2.1 Fire/Life Safety
This is applicable to enclosed, open, elevated, and at-grade passenger stations.
3.2.1.1 Construction Material a. Building construction for all new enclosed stations shall be not less than Type I or Type II or combination of Type I and Type II noncombustible construction as defined in NFPA 220, in accordance with the requirement of NFPA 101 Chapter 12. b. All station amenities (trash receptacles, benches, Ticket Vending Machines (TVM), information kiosk, Art, signage etc..) shall be constructed with non-combustible materials. c. Seating furniture in stations shall be noncombustible, or it shall have limited rates of heat release when tested in accordance with ASTM E 1537 as outlined in NFPA 130. d. No flammable material shall be allowed in elevator equipment room.
3.2.1.3 Station Ancillary/Accessory Spaces Occupancy Separations a. All station public areas shall be fire separated from adjacent non- system occupancies. b. Passenger stations with ancillary/accessory spaces (as defined by NFPA 130) shall be provided with a minimum of two (2) hour occupancy separation per Ohio State and Local Building Codes. c. Elevator equipment room door shall have a 2 hr fire separation rating.
3.2.1.4 Station Mechanical Requirements (Ventilation) a. Emergency ventilation shall be provided in enclosed stations in accordance with Chapter 7, NFPA 130. b. Ancillary area ventilation systems shall be arranged so that air is not exhausted into station public occupancy areas in any ventilation mode. Installation of such systems will be in accordance with National Fire Protection Association (NFPA) 90A. c. Battery storage or similar ancillary rooms in which hydrogen gas or other hazardous gases may be released shall be ventilated in accordance with NFPA 91 (Institute of Electrical and Electronic Engineers (IEEE) 484) and NFPA 1 specifically Stationary Storage Battery Systems requirements, as follows: 1. Interlocks shall be provided to prevent operation of the battery charger when there is no power to the ventilation fan motor or when exhaust air velocity is less than the designed velocity. The no-air-flow signal shall also activate an alarm at the ICC. 2. Exhaust ducts from battery rooms shall not connect with duct systems used for other purposes.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.2.1.5 Station Electrical Requirements a. Electrical equipment, wiring materials, and installation within passenger stations shall meet the requirements of Ohio State and Local Building Codes and wiring requirements per NFPA 130 Chapter 5. b. Adequate electrical grounding and lighting protection shall be provided, where required, in accordance with the grounding criteria; all metallic cableways, conduits, shelter support columns and fencing/railings shall be grounded. Single point grounding shall be used for low voltage applications. c. Wire and cable used in operating vital train signal circuits and power circuits to emergency lights shall pass the flame-propagating criteria of IEEE 383 and have a minimum short-circuit time of five minutes in the flame test of IEEE 383. Such tests shall be performed with the wire and/or cables protected as they will be when installed. d. Conductors for emergency lighting, communications, and other systems required during emergency operations shall be protected from fires and from physical damage by transit vehicles or other normal transit system operations. e. Over current elements, designed to protect emergency lighting and communications equipment and located in spaces other than the main distribution system equipment rooms, shall not depend upon thermal properties for operation.
3.2.1.6 Means of Egress at Stations a. Passenger stations shall be provided with a minimum of two (2) exits from the platform. No point on any station platform shall be more than 300 feet from an exit. b. For elevated stations access to the platform will be made via stairs and at least one elevator. c. An Area of Rescue Assistance will be provided on the platform for handicapped patrons per the Ohio State and Local Building Codes and ADA Standards for Accessible Design. d. Signage will be placed to direct handicapped transit patrons to the designated Area of Rescue Assistance. e. Passenger stations shall be provided with a sufficient number of exits to permit evacuation of the passenger station platform in four (4) minutes or less, and evacuation of the station public area to a safe area of refuge within six (6) minutes, in accordance with NFPA 130. f. The Design Engineer shall provide a draft and final “Means of Egress Report” for all stations documenting that station design meets or exceeds all criteria listed in NFPA 130. The report shall include all calculations, supporting documentation, engineering
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
drawings and other information necessary to demonstrate compliance with NFPA 130. g. Exits shall be provided from nonpublic areas of passenger stations in accordance with the Ohio State and Local Building Codes. h. Stairs in the means of egress shall be a minimum of 1120 mm (44 inches) wide. i. Elevators will not be counted as contributing to the means of egress as it relates to the necessary egress calculations in the “Means of Egress Report”. j. Doors and gates in the means of egress shall have a minimum clear width of 910 mm (36 inches). k. Emergency exit gates shall be in accordance with NFPA 101. l. Exit doors shall be equipped with panic hardware and the doors shall be alarmed and open in the direction of (emergency) egress to meet the requirements of Ohio State and Local Building Codes or as directed by GCRTA.
3.2.1.7 Station Emergency Access a. Open areas shall be provided around all passenger stations for emergency response and fire department access, as required by the Ohio State and Local Fire Prevention Codes. b. Fire department inlet connections for automatic sprinkler and standpipe systems shall be located within 25 feet of vehicular access to meet the requirements of NFPA 13 and 14. c. Hydrant spacing and locations shall be determined in accordance with the Ohio State and Local Building Codes. d. Locked passenger stations with secured ancillary spaces shall have a key lock box system (Knox Box). The authority having jurisdiction requires access box(es) to be installed in an accessible location where access to or within a structure or area is difficult because of security. The access box(es) shall be an approved type listed in accordance with UL 1037, Antitheft Alarms and Devices. The Knox Box shall be a recess mounted model with a non-removable cover and powered back to the alarm panel. e. A maglock override key system shall be installed at all main entrances to station structures.
3.2.1.8 Emergency Power a. Emergency power in accordance with Article 700 of NFPA 70, and Chapter 4 of NFPA 110 shall be provided for enclosed stations. b. The following systems shall be connected to the emergency power system per NFPA 130: 1. Emergency lighting 2. Protective signaling system
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3. Emergency communication system 4. Fire command center
3.2.1.8 Emergency Lighting a. All passenger stations to shall have lighting not less than one (1) foot candle at the walking surface along evacuation routes. b. Emergency lighting will be provided by an emergency lighting system. c. Installation and maintenance of emergency lighting systems shall meet the requirements of Ohio State and Local Building Codes. d. Emergency lighting for stairs shall be designed to emphasize illumination on the top and bottom steps and landings. e. Station exits shall be marked with readily visible signs in accordance with the requirements of Ohio State and Local Building Codes. f. Exit signs (fixed facilities only) shall be illuminated on the face by five (5) foot-candles.
3.2.1.9 Fire Protection a. Water Supply and Fire Hydrants: Water flow and fire hydrant requirements for all areas of passenger stations shall meet the requirements of Ohio State and Local Building Codes. b. Standpipes: Per NFPA 130, elevated stations and/or station locations with limited access shall have a dry standpipe system, conforming to NFPA 14. The type of system will be as classified in Chapter 3, of NFPA 14. c. Portable Fire Extinguishers: Multipurpose fire extinguishers (class A/B/C) shall be located in passenger station ancillary spaces, in accordance with NFPA 10 and Ohio Sate and Local Building Codes. d. Stations equipped with fire alarm devices shall be protected by a proprietary system as defined in NFPA 72. e. Automatic fire detection shall be provided in all ancillary spaces by the installation of listed combination fixed temperature and rate-of- rise heat detectors or listed smoke detectors except where protected by automatic sprinklers. f. An automatic sprinkler protection system shall be provided in areas of stations used for concessions, in storage areas, in trash rooms, and in the steel truss area of all escalators and other similar areas with combustible loadings, except trainways as outlined in NFPA 130. Installation will be in accordance with NFPA 13 or applicable local codes as required. g. Automatic sprinkler protection system will not be utilized in elevator shafts and equipment rooms.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.2.1.10 Protective Signaling Systems Passenger stations having ancillary spaces that have signaling systems shall have automatic fire detection, alarm, and control system, conforming to NFPA 72A, 72D, and Ohio Sate and Local Building Codes.
3.2.1.11 Blue Light Emergency Telephones The passenger stations shall have an emergency telephone system for use by patrons with direct communication to the ICC in accordance with paragraph 04.8 in this document.
3.2.1.12 Service Phones Service phones shall be provided at stations either inside the communication cabinet or located outside the cabinet in a secured container for GCRTA personnel and/or emergency responders to use with direct communication to the ICC. The container shall be secured either by means of a key system or remote access control system as determined by GCRTA.
3.2.1.13 Public Address System Passenger stations shall be provided with an integrated public address (PA) system in accordance with paragraph 04.9, Public Address Subsystem.
3.2.1.14 Local Alarm All passenger stations containing elevators and/or emergency ventilation system shall be provided with a local alarm to meet the requirements of NFPA 72 and NFPA 130 Section 5.7.1.
3.3. Rail Guideway a. The rail guideway shall discourage vehicular and pedestrian traffic. Where not excluded, a means shall be provided to discourage entry into the guide way. (See paragraph 04.14) b. Appendix A outlines all the safety related design criteria and standards for track and ballast.
3.3.1 System Safety It is anticipated that passengers shall enter the guide way area only in an emergency that necessitates the evacuation of a disabled train. Such evacuation shall take place only under the guidance and control of authorized and trained GCRTA system employees and/or other authorized emergency responders (fire, police, and/or EMS).
3.3.1.1 At-grade and Elevated Guideway a. A minimum clearance of 6 inches shall be provided between the dynamic envelope of rail vehicles, support equipment and fixed facilities (ROW systems equipment) or other objects except at station platforms. Reference the clearance diagrams at Appendix B.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
b. All structures or equipment located adjacent to the running rails shall be grouped such that the touch potential differences between a rail vehicle or running rail and the structure/equipment shall not expose persons to a serious electrical shock hazard. c. Warning devices shall be installed at locations where pedestrian or vehicular traffic are permitted to cross the guide way in accordance with the Manual on Uniform Traffic Control Devices (MUTCD) and GCRTA signage standards. d. Safety markings, curbs, fencing and other appropriate means shall be provided to identify the right-of-way and warn the general public of potential danger. (See paragraph 4.13 and 4.14 for additional information) e. Guard rail: Guardrail shall be installed at rail frogs, at underpasses where columns, abutments and structures are close to the track as needed. Where appropriate, bridge guardrail shall be installed on bridges and flyovers. f. Restraining rail shall be > 7 degrees 40ft and 30ft beyond PC, PT and installed on all sharp curves.
3.3.2 Fire/Life Safety
3.3.2.1 Hazardous and Flammable Liquids and Gases Flammable, hazardous liquid or gas lines crossing the right-of way, except when located in public roadways, shall be in accordance with the Ohio State and Local Building Codes, the Public Commission Utilities of Ohio (PCUO) requirements, and GCRTA requirements.
3.3.2.2 Construction a. All structures associated with at-grade and elevated guide way shall be of noncombustible material, and not less than Type I or Type II construction per NFPA 130 and NFPA 220. b. Other equipment and/or facilities if modified as part of the station reconstruction effort, such as co-located train signaling equipment, and communications equipment will require occupancy separations, if applicable, in accordance with NFPA 130.
3.3.2.3 Access a. Access to the guide way by emergency response personnel shall be through the passenger station or directly from crossing of parallel public streets. Special provisions shall be provided where conditions such as landscaping, structures, or contiguous private property ownership hinder emergency response access. b. Surface access: If security fences are used along the train way, access gates shall be provided in security fences, as deemed necessary by GCRTA. Access gates shall be a minimum of 44
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
inches wide and shall be of the hinged or sliding type per NFPA 130. c. The maintenance access areas within the right-of-way, shall be suitable for use by emergency vehicles, if more than 150 feet from a public roadway. d. Elevated structure access: If no adjacent or crossing roadways exist, access roads at a maximum of 762m (2500 ft) intervals shall be required where possible and not restricted based on any affected wetlands. If security fences are used along the trackway, access gates shall be provided deemed necessary by GCRTA. e. Graphics shall be provided adjacent to each gate identifying the track section, geographic location, and traction power feeder zone. f. Warning signs, identifying the appropriate hazards, shall be posed at access points to the guide way, at fences and barrier systems per GCRTA signage standards.
03.3.2.4 Means of Egress a. A level transition in the walkway should be provided at the abutment of at-grade to aerial guide way. b. A 30” minimum clear width of unobstructed walkway shall be provided and extended along the aerial guide way, outside each track. If a center walkway (located between the two adjacent tracks) is provided it shall have a minimum clear width of 3 ft. Guide way appurtenances (catenary poles, light standards, etc.) shall not reduce walkway width less than two feet. c. Station egress points shall be illuminated. d. Walkways designated for evacuation of passengers shall be constructed of non-combustible materials. e. Walkway surfaces shall be slip resistant. f. Open grates shall not have openings larger than 1/2” x 1/2”) square per OSHA and ADA to minimize trip hazards. g. Fencing shall be provided along walkways on aerial guideways.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.4 COMMUNICATIONS
Emergency Voice Communications Matrix
Patrons Emergency On-duty TP Vehicle From/To ICC in Response Transit Dispatch Operator Stations Organization Personnel Patrons on X Trains Patrons in X X Stations Vehicle X Operator ICC Service X X X X X X Quality Transit X X Supervisors Emergency response X X Personnel Transit X X X X X X Police
3.4.1 Alarm Systems a. Audible alarms shall be included in all communication systems to alert the ICC personnel of emergency situations as follows: 1. Blue Light Emergency Phones activation for IP phones only. 2. CCTV failure alerts via of E-mail notification 3. Fire 4. Intrusion 5. Power failure 6. Sump Pumps
3.4.2 Emergency Telephone Subsystem a. An emergency telephone subsystem (Blue Light Emergency Telephone) and/or service phones shall be provided for use by the public, employees and emergency response personnel if needed. Instruments shall be located at passenger stations. Typical locations shall include on station platforms, next to elevator entrances, entrances to the station structure, parking lots, and parking structures. b. At each blue light station, information shall be provided that identifies the location of that station and the distance to an exit in each direction. c. A Continuous System Functionality Monitor (CSFM) shall be provided for all Blue Light Emergency Telephones.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3.4.3 Public Address (PA) Subsystem a. All passenger station platforms and facilities shall have public address subsystems to allow communications with patrons or employees, as appropriate. The PA subsystem shall be used to communicate with patrons, employees, and emergency response personnel during emergencies or train service interruptions. b. The public address subsystem shall conform to the requirements of NFPA 72D and 72F, including supervision of circuits for integrity. c. The ICC shall have the capability of using the public address subsystem to make announcements on the station platform. Override access to the passenger station PA subsystems shall be provided at emergency management panels associated with the specific facility.
3.4.4 Local Alarm a. The following provisions shall be incorporated into the Local Alarm systems to the ICC, on a site-specific basis: 1. Fire/security subsystem status indicators. 2. Elevator and ventilation controls. 3. Service phone to the ICC.
3.4.5 Fire/Security Subsystem a. The fire/security subsystem shall perform the following functions, in accordance with NFPA 72D: 1. Automatic fire detection, alarm, and supervision. 2. Automatic fire suppression equipment actuation and supervision, or; 3. Emergency communications subsystems status supervision, and control. 4. Control and supervision of the status of various mechanical and electrical systems and equipment, as necessary for proper response to emergencies. 5. Intrusion detection, alarm, and supervision, as required by the security design criteria. b. Control and supervision of the fire/security subsystem shall be with the ICC and interfaced with the existing GCRTA Simplex/Andover controls integrated fire system for the new facility.
3.4.6 Variable Message System (VMS) a. Variable message system shall be provided at stations to provide customers information on train service, schedule changes, emergency information, and basic safety and security information as needed. Control of the VMS shall come back to the ICC and local supervisor control.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
b. The VMS shall be in compliance with ADA requirements that include both audio and visual announcements.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
4.0 Security
4.1 General a. The security criteria for the station reconstruction projects are a compendium of requirements that are substantially supported by the Crime Prevention through Environmental Design (CPTED) concepts, industry best practices, recommendations from agency transit police and lessons learned from the other station reconstruction projects. The criteria included in this section meet or exceed security related best practices and should be followed to ensure that security requirements are considered during the design of the station reconstruction, park and rides, bus stops and bus approaches. b. In general, transit system facility designs shall include features that enhance patron security. These shall include maximum visibility from surrounding areas, no hidden corners or alcoves; access control systems on doors to non- public rooms, and lighting levels that support the intended means of observation. In addition, surfaces or equipment accessible to the public, (fare machines, emergency phones), and station stops floors and walls, shall be vandal-resistant.
4.1.1 Construction Security a. During construction the contractor shall have a security program and plan to ensure that construction sites and related materials are safe guarded from theft and vandalism. b. RTA project trailers will have an alarm system connected to the Transit Police Dispatch.
4.2 Crime Prevention through Environmental Design (CPTED) Concepts a. CPTED’s goal is to prevent criminal acts through designing a physical environment that positively influences human behavior – people who use the area regularly perceive it as safe, secure, and would-be terrorists and criminals see the area as a highly risky place to commit a terrorist and/or criminal act. The following three basic overlapping strategies shall be considered: 1. Natural Surveillance - A design concept directed primarily at keeping intruders easily observable. Promoted by features that maximize clear lines of sight for visibility of people, parking areas and building entrances: doors and windows that look out on to streets and parking areas; pedestrian-friendly sidewalks and streets; station platforms that are not cluttered; adequate nighttime lighting that ensures selected lighting systems compliment existing lighting for adequate transitional lighting that eliminates the potential for a fish bowl affect. 2. Natural Access Control - A design concept directed primarily at decreasing crime opportunity by denying access to crime targets and creating in offenders a perception of risk. This is accomplished by designing streets, sidewalks, building entrances and gateways to clearly indicate public routes and discouraging access to private areas with structural elements.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
3. Territorial Reinforcement - Physical design can create or extend a sphere of influence. Users then develop a sense of territorial control while potential offenders, perceiving this control, are discouraged. Design promotes features that define property lines and distinguish private spaces from public spaces using landscape plantings, pavement designs, gateway treatments, barrier systems and fences. b. The following are CPTED concepts that should be considered. In each there is a mixture of the concept keys that is appropriate to the setting and to the security or crime problems. Some of the examples were created in the direct application of CPTED. Others were borrowed from real life situations that were observed to be working. 1. Provide clear border definition of controlled space. 2. Provide clearly marked transitional zones that indicate movement from public to semi-public to private space. 3. Relocate gathering areas to locations with natural surveillance and access control or to locations away from the view of would-be offenders. 4. Place safe activities in unsafe locations to promote natural surveillance of these activities to increase the perception of safety for normal users and risk for offenders. 5. Re-designate the use of space to provide natural barriers to conflicting activities. 6. Improve the scheduling of space to allow for effective use, appropriate "critical intensity" and temporal definition of accepted behaviors. 7. Redesign or revamp space to increase the perception or reality of natural surveillance. 8. Overcome distance and isolation through improved communication and design efficiencies.
4.3 STATIONS a. The security shall ensure that the design of the GCRTA stations includes features that enhance both the actual and perceived security of the using public. Of equal importance is the need to protect system employees from crime or harassment, and system property from loss, damage, or vandalism. Key guidelines are as follows: 1. The design of passenger stations shall be simple, open, with long, unbroken clear lines of sight, minimizing all dark or obscure areas. 2. Station canopy design shall have a minimum number of columns to enhance clear lines of sight. 3. Design shall eliminate, if possible, all flat surfaces where objects can be placed or be used as a step to gain access to the canopy structure or facility. 4. Equipment or ancillary rooms shall be separated from the public areas by vandal resistant doors that normally will be locked, using key combination, or electronically activated dead-bolt locks or electronically
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
activated Access Control System (ACS). This shall be in accordance with GCRTA access control security management program and System Security Plan (SSP). 5. Steel Door standard shall be the following: a. General: Provide doors of design indicated, not less than thickness indicated; fabricated with smooth surfaces, without visible joints or seams on exposed faces, unless otherwise indicated. Comply with ANSI A250.8. 1. Design: Flush panel and stile and rail doors and schedule. 2. Core Construction: Manufacturer's standard kraft-paper honeycomb, polystyrene, polyurethane, mineral-board, or vertical steel-stiffener core that produces doors complying with ANSI A250.8. a. Fire Door Core: As required to provide fire-protection ratings indicated. b. Interior Flush Doors: Face sheets fabricated from cold-rolled steel sheet, unless otherwise indicated to comply with exterior door requirements. Provide doors complying with requirements indicated below by referencing ANSI A250.8 for level and model and ANSI A250.4 for physical-endurance level: 1. Level 3 and Physical Performance Level A (Extra Heavy Duty), Model 2 (Seamless) (0.053-inch). 2. “LF 16” as manufactured by Steelcraft. c. Hardware Reinforcement: Fabricate reinforcement plates from same material as door face sheets to comply with the following minimum sizes: 1. Hinges: Minimum 0.123 inch (3.0 mm) thick by 1-1/2 inches (38 mm) wide by 6 inches (152 mm) longer than hinge, secured by not less than 6 spot welds. 2. Lock Face, Flush Bolts, Closers, and Concealed Holders: Minimum 0.067 inch (1.7 mm) thick. 3. All Other Surface-Mounted Hardware: Minimum 0.067 inch (1.7 mm) thick. d. Fabricate concealed stiffeners and hardware reinforcement from either cold- or hot-rolled steel sheet. 6. Public rest rooms shall not be provided at passenger stations except for employees with access control systems. 7. All GCRTA female restrooms will have an access control system (card reader) and a dead-bolt lock system. 8. For station illumination guidelines see paragraph 04.11 for information. 9. Access by emergency vehicles to station structures shall be provided. All portions of the interior of the stations shall be accessible to emergency personnel, with the use of only those keys or special tools that are
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
essential. A knox box system shall be utilized (see paragraph 3.2.1.7.d for details) 10. Elevators, (where used in stations), shall have a minimum of two see through sided structure (Safety Glass), two-way voice communications capability to the ICC, and equipped with CCTV coverage. 11. Elevators shall be passenger activated. 12. The selection of trash receptacles shall be based on DHS guidance for anti-terrorist trash receptacles (see through design with clear plastic trash bag concept). 13. The trash receptacles shall be secured to the surface with a securable lid and small opening. 14. Public telephones will be prohibited in stations, on platforms and in all parking lots/facilities. 15. Bench design shall be a see through design concept with dividers to prevent people from lying down. 16. Utilization of glass shall be laminated to reduce fragmentation. 17. Bicycle racks shall be placed in well-traveled areas with adequate lighting and CCTV coverage. 18. Bicycle storage containers shall not be allowed. 19. Vegetation placement should not in any way affect or impede the patron’s view of the station entrances, walkways, platforms and/or parking areas per CPTED concepts. 20. Placement of station signage, information kiosks, platform shelters, and ADA lifts shall be coordinate with the Transit Police to ensure the placements do not impede with the desired CCTV coverage plan. 21. Placement of vegetation and trees in the parking areas shall be coordinate with the Transit Police to ensure the placements do not impede with the desired CCTV coverage plan. 22. Placement of trees on the platform is prohibited. 23. Electrical outlets shall not be placed on the stations for the general public use. 24. Electrical outlets needed for maintenance purposes shall be placed out of traffic patterns, GFI type outlet with a securable metal plate that is flush with the surface of placement. 25. All exposed utility control mechanisms such as water systems shall have a securable cover and/or a removable turn on/off spigot handle. 26. “Arts in Transit Program” design considerations shall comply with CPTED concepts and be reviewed by the Director of Safety, Director of Security, and Director of Engineering. 27. Amenities placed on the station platform such as windscreens and information kiosks with a non-see through material design shall be designed to have 12-18” open space at the bottom or placed on a
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
pedestal to maintain a reasonable clear lines of sight. See through material such as glass shall have 12”-18” clear space at the bottom of the glass with no smoked glass or etching design. 28. Space specifically designed for newspaper vending boxes at station platforms, entranceways, walkways, and parking areas shall be approved by GCRTA.
4.4 Guideways Wherever practical, guide ways on semi-exclusive right-of-way shall be protected from encroachment of unauthorized vehicles, people, or objects. See paragraph 04.13 for additional information.
4.5 Parking Lots/Garages a. Parking Lots and/or garages shall be designed as specified in the U.S. Department of Justice, National Institute of Justice, Research in Brief “Crime Prevention through Environmental Design in Parking Facilities” April 1996. Key guidelines are as follows: 1. Park and ride lots shall be designed to maximize the visibility of all parts of the lots from surrounding areas. 2. If all possible, parking garages shall be open on all four sides. 3. Where possible, elevators and stairs at parking structures shall be located on the perimeter to permit natural surveillance from exterior public areas via glass-back elevators and glass (if planned) at stairs and elevator lobbies. 4. Elevator lobbies and stairs in open parking garages should be open to the parking areas except at roof levels where glass enclosures may be provided for weather protection. 5. CCTV coverage shall cover elevators, blue light emergency phones, stair case entrances, pedestrian walkways/bridges, and vehicle entrance and exits. 6. Blue light emergency phones shall be placed in parking lots and garage within 1000 ft of any location within the lot. 7. Public rest rooms shall not be provided at parking garages. 8. Signage and graphics shall be placed to orient patrons and allows them to move quickly in and out of the parking lot and/or parking garage. 9. Signs and graphics shall be placed that assure patrons that the area is under video surveillance and that placement of signage does not impede the desired CCTV coverage plan.
4.6 Wayside Equipment Wayside equipment shall be protected by the use of tamper-resistant covers for switch machines, equipment boxes, and signaling standards, as well as vandal- resistant trackside electrical connections. Where deemed appropriate, further protection will be provided with intrusion detection devices.
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Greater Cleveland Regional Transit Rail Transit Station Reconstruction Program Authority (GCRTA)
4.7 Closed Circuit Television (CCTV) Monitoring a. Closed-circuit television (CCTV) monitoring capability shall be provided at all high-risk and security-sensitive areas. Fixed CCTV and Pan/Tilt/Zoom cameras will be determined based on need and locations. At a minimum this will include the following: 1. Station platforms: CCTV coverage shall include platform edges, blue light emergency phones, TVM, station ramps, and any rail crossings at close station proximity as well as all pedestrian crossings (either at grade or aerial). 2. Elevators: CCTV coverage of elevator entrances and inside of elevators. 3. Park and ride lots: CCTV coverage of blue light emergency phones, entrance and exits, staircases, elevators, and pedestrian bridges. a. Signals from the monitoring cameras shall be returned to the ICC for display on video monitors. b. Placement of CCTV cameras and control panels shall ensure for ease of maintenance accessibility, away from traffic patterns and limit the potential for vandalism. b. A Continuous System Functionality Monitor (CSFM) shall be provided for all CCTV cameras back to the ICC.
4.8 Blue Light Emergency Phones a. Blue light emergency phones shall be provided and placed on station platforms, park and rides, and parking garages in accordance with NFPA 130 section 10.4. b. Emergency phones shall be connected to the ICC monitoring system. c. A Continuous System Functionality Monitor (CSFM) shall be provided for all Blue Light Emergency Phones back to the ICC.
4.9 Communications a. A means shall be provided for establishing two-way voice communications between the customer and GCRTA by means of blue light emergency phones and elevator emergency phones via calling to the ICC. b. Service phones shall be provided to allow communication between GCRTA employee, and emergency responders to the ICC. c. Public address capability shall be provided at stations and shall be accessible from the ICC.
4.10 Intrusion Detection and Alarm a. An intrusion detection and alarm system shall be provided to protect against unauthorized entry into security sensitive areas of the system and on all perimeter doors. These areas shall include ancillary rooms within the stations, storage rooms, and other sensitive areas. b. Signals from individual detectors may be combined in a logical fashion before being sent to the ICC for annunciation.
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c. The detection and alarm system shall have the capability of sounding local audible alarms at selected locations. d. Fare vending machine signals shall filter through central monitoring to the ICC.
4.11 Lighting Systems a. Illumination levels for stations, walkways, pedestrian crossings and bridges, parking lots, bus drop off points, stairs, at elevators, and maintenance yards shall comply with the standards outlined in the “Guideline for Security Lighting for People, Property, and Public Space” by the Illuminating Engineering Society of North America (IESNA). The following minimum illumination levels and uniformity ratio shall apply:
Recommended Average Minimum Maintained (Illumination Level in Foot Candles) Uniformity Ratio (Average: Minimum) Locations Stations Ft Candles U-Ratio Station entrances (Interior) Day/Night 20/20 4:1 Mezzanine and mezzanine approaches 20 4:1 Ticket Vending Areas 15 4:1 Stairs 10 4:1 Interior of elevators 20 4:1 Platform under canopy 10 4:1 Platform beyond ends of canopy 10 4:1 Ancillary spaces 20 4:1 Service and utility rooms 25 4:1 Passenger loading & parking areas Entrance Plaza 10 4:1 Bus platforms/bus stops 5 4:1 Bus loops 2 3:1 Park and Ride areas 2 2:1 Pedestrian walkways 5 4:1 Pedestrian bridges 10 4:1 Entrance and Exit roadways 2 3:1
b. Station lighting should provide the adequate illumination levels to support the requirements of the CCTV camera system. Maximum illumination should not be exceeded to avoid camera “blinding”. Camera system should take into account the unique station lighting requirements on a station-by-station basis. c. Testing requirements shall be included to ensure the desired illumination levels and uniformity ratios are achieved. d. Lighting design shall include a perimeter lighting system at parking lots and any other property associated with the station reconstruction. e. Lighting systems selected shall compliment the CCTV technology to ensure adequate levels for color rendition at stations and parking areas.
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f. Lighting systems selected should compliment existing lighting systems around the stations, parking areas, and intersections to ensure adequate transitional lighting and eliminate the potential for a fish bowl affect. g. All light fixtures will be: 1. Vandal resistant construction 2. U.L. rated for exterior use 3. Reasonable to maintain and designed for outdoor usage 4. Fixtures shall be design to minimize light trespassing/pollution 5. No compact fluorescent type light fixtures.
4.12 Transit Police Dispatch a. The Transit Police Dispatch center shall be provided connections to monitor the following communications: 1. Existing video surveillance system (CCTV) to function as the priority observation station for the entire system. 2. Use the public address subsystem for the stations, as needed. 3. Receive remote alarm notifications for the following defined alarms: a. Blue light Emergency Telephone Activation b. Elevator communication telephone system c. TVM Intrusion Alarm d. Access control alarms e. Fire alarm systems
4.13 Fencing/Railing and Barrier Systems a. Right-of-Way (ROW) fencing and/or barrier systems shall be provided based on critical safety and/or security hazards. The fencing and barriers shall be designed to address the following. 1. Act as a safety barrier to prevent pedestrians, vehicles, trucks, and other highway/roadway users from accidentally entering the ROW envelope and/or onto stations along the rail corridor. 2. Shall be of sufficient height (6-8ft) to discourage trespassing. 3. Shall incorporate safety considerations on elevated segments with respect to fall protection and providing adequate space for maintenance- of-way workers. b. There may be areas where different fencing/railing or barriers may be more appropriate and aesthetic. In these areas, the fencing/railing and/or barrier design shall be determined on a case-by-case basis and the design shall be accepted by the Station Project Manager. As a minimum the following are general guidelines: 1. Wheel chair lift platforms shall have a railing system on all non-platform edges with a removable chain system on the platform edge side.
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2. A railing system shall be installed along all non-loading zones on station platforms that are exposed to the ROW to channel patrons to loading zones and discourage unrestricted access to ROW. 3. A railing system shall be installed on all other drop offs that are greater than 30” per OSHA requirements. 4. At the at-grade light rail stations a barrier system shall be installed at both ends of the station platforms to deny access to the ROW. 5. A railing system shall be installed on elevated rail overpasses with elevated station configuration along the emergency walkways in accordance with NFPA 130. 6. An anti-projectile fence system shall be installed on all new pedestrian flow bridges that pass over the rail corridor and shall be installed to prevent/reduce the potential of the general public from throwing objects/material onto the ROW and rail vehicle. 7. On elevated stations a railing and an outward opening gate system shall be provided at the transition point between the station platform and the emergency walkway along the rail right of way. 8. A fencing or handrail system shall be installed on all elevated segments and should include all approaches and the side that does not have the emergency walkway. 9. Where appropriate, a fence system shall be installed to clearly define the physical parameters of all park and ride lots and parking garages. Acceptable access points through the fence system will be provided as needed. 10. A fence or railing system shall be installed along sidewalks and/or multi- purpose trails that parallel and are at a close proximity (within 50ft) of the ROW. c. Barriers shall be installed at locations to prevent vehicle access to stations and protect pedestrians at selected locations and key structures from being damaged. General guidance is as follows: 1. Bollards shall be installed at all station entrances and at other locations where there is a high risk of being hit by a moving piece of equipment. 2. Bollards shall be installed as for the saw tooth design at bus bays. 3. Bollards should be set into a concrete reinforced foundation and not bolted onto the surface, see GCRTA standard design.
4.14 Signage (See GCRTA signage standards for additional information) a. Signage requirements shall comply and/or meet GCRTA standard signage requirements. b. “No Trespassing” signage shall be placed strategically along the rail corridor at rail crossings, at both ends of each station, approaches to rail overpasses, and along the rail corridor that does not have a barrier/fence system. c. Placement of signage shall not impede the planned CCTV coverage plan.
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d. GCRTA standard “Emergency Exit” signage shall be placed at the ends of platforms that have a gate and stair configuration where applicable. e. The warning signs shall clearly state the hazard, e.g. “DANGER HIGH VOLTAGE” with letter sizes and colors in accordance with NFPA 70 and OSHA requirements. f. Code of Conduct signage shall be placed on stations. (See GCRTA signage standards for additional information) g. Prohibited behavior signage (no smoking, no eating, no loud music etc…) shall be placed on stations platforms and in station structures. h. Fare enforcement and fare zone signage shall be placed on station platforms. i. Signage at parking lots and parking garages shall be placed outlining parking rules, towing policy, and CCTV monitoring. j. Eyes, Ears, and transit watch programs signage shall be placed accordingly in the station structure and platform. k. Safety related signage shall be placed on all platforms and in stations.
4.15 Miscellaneous a. Retaining walls, concrete barrier systems, noise reduction walls, bridge concrete walls and abutments shall be designed with a finish that will not support graffiti. b. All painted vertical surfaces that have a high risk for graffiti in, around the stations and along the ROW shall be painted with a graffiti resistant coating.
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Appendix A Standards and Design Criteria for Track and Ballast
I. DIMENSIONS AND CLEARANCES FOR ROLLING STOCK
Dimensions and clearances are based on design criteria for both IRV (Breda) and HRV (Tokyu) transit rail cars.
A. DIMENSIONS & LOADING
1. Car Lengths (Anti-Climbers). a. LRV (Articulated) = 77’-0” b. HRV (Single) = 74’-8”
2. Car Widths (Gutters) a. LRV = 9’-3” b. HRV = 10’-4”
3. Truck Centers a. LRV = 27’-0” b. HRV = 54’-0”
4. Car Weights a. LRV = 84,000 (Empty), 104,000 (Crush Load) b. HRV = 76,000 (Empty), 102,000 (Crush Load)
5. Design Loads a. Impact use 30% of total load b. Longitudinal use 15% of wheel load applied at a point 5’-0” above top rail. c. Rolling force use 10% on each wheel d. Dynamic centrifugal load per A.R.E.A.
B. CLEARANCES
1. Railroad bridges over highways in accordance with Ohio Department of Transportation Regulations, except as may be modified by local ordinances.
2. Clearances involving highways should be in accordance with Section 7-309, “Structure Clearance”, Coltrans Highway Design Manual, and CPVC requirements.
3. Clearances and all other dimensions are to be referenced to the center lines of tracks and from the top of the low rail.
a. Minimum vertical clearances are to be: i. Top of rail to bottom of overhead power wire 13’-6”, (Lock Down) but less than 18’-0” ii. Top of rail to top of subgrade (-2’-0”) iii. Top of rail to level line with center of high level platform 3’-5”, (+0”-1”)
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b. Lateral clearances on tangent, level track are to be: i. Center line of track to edge of platform 5’-5”. ii. Center line of track to face of adjacent structures (except in locations where through girder bridges are requires, lesser clearances will be permitted in quadrants and certain other exceptions), 7’-0”. iii. Minimum distance center to center of track 13’-0” c. Car performs limitations and dynamics are contained under the track design and alignment section. d. Because of the high frequency of service and the potential danger to pedestrians, all vehicular, railroad and pedestrian crossings are to be grade separated structure crossings. Where approved, signalized crossings may be used at Light Rail crossings. e. The center-to-center minimum spacing between railroad track and adjacent RTA track will be 16’-0”.
II. TRACK DESIGN AND ALIGNMENT
A. HORIZONTAL ALIGNMENT
1. The horizontal alignment of mainline tracks consists of tangents joined to circular curves by spiral transitions curves. Spirals are generally not used in yards and service areas.
2. Curvature and super elevation are related to design speed and to the acceleration and deceleration characteristics of the design vehicle. Wherever possible, track geometry is designed for maximum vehicle operating speed considering vehicle performance characteristics, station spacing and vertical and horizontal alignment
B. TANGENT TRACK
1. Stationing shall be along the centerline of the tracks.
2. The minimum tangent length between curves and/ or spirals shall be not be less than 100’ nor less than:
L= 3-V
Where:
L = Length of tangent in feet. V = Velocity in MPH
At Stations, tangent rail shall extend 100’ before and after the platform.
3. The introduction of curvature into or through a station may be considered in locations such as freeway medians. A radius on the order of 3,000’ is as an acceptable minimum in station areas. Curves with lesser radius at station approaches should not encroach more than 40‘ on platforms or future extensions, and super elevation should not exceed one inch within the platform area.
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C. CURVATURE
Circular curves shall be defined by the arc definition of curvature, for 100-foot chords, and specified by the radius.
1. Minimum radius for mainline tracks is 500’.
2. Minimum radius for loops is 150’ for HRV’s and 110’ for LRV’s.
3. Minimum radius for yard tracks is 300’.
4. Minimum designs may be less for IRV operating in streets.
5. The desirable minimum length of curve is the same as tangent rail. (L = 3V), except not less than 100’.
D. SPIRALS
Spirals shall be used for transition between tangent track and circular curves. No spiral is needed when the degree of curve, the transition, is less than 0 degrees 15’, or the radius is greater than 5,729 feet. The spiral shall be defined by the 10-chord spiral definition.
1. Minimum spiral length for mainline track, is 100’ long or is the greater of the lengths given by the following formulas:
Ls = 50 Ea. Ls = 1.22 EuV
Where:
Ls = Minimum length in feet Ea = Actual super elevation in inches Eu = Unbalanced super elevation in inches V = Velocity in MPH
Where insufficient length exists, for design spiral, length to be achieved by adjusting Eu & Ea accordingly, to achieve design velocity.
2. Transition spirals for simple curves are omitted where the length for spiral (Ls) divided by the radius of circular curvature (R), using feet, is less than 0.01. Where the spiral is not provided the super elevation is attained over equal lengths of tangent and curve throughout the greater of the lengths.
E. COMPOUND CURVES
1. Where compound circular curves are requires, a spiral is inserted between the circular curves. The minimum length of such a spiral is the greater of the lengths as determined by the earlier formulas, modified as follows:
Ls = 50 (EA1 –Ea1) Ls = 1.22 (Eu2 – Eu2) V
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Where:
Ls = Minimum length of spiral in feet or meters as before, and the added subscripts 1 and 2 denote the first and second circular curves.
F. REVERSE CURVES
If circumstances do not permit the minimum tangent length to be accommodated between reversing curves, the transition spiral may meet at the point of reverse curvature and the super elevation transition may be accomplished by balancing the super elevation between curves. This situation is to be avoided if at all possible, because both rails are above profile grade through the transition and this creates problems with respect to vehicle clearance and ballasting. Clearances must be based on actual rail elevation.
G. SUPER ELEVATION
1. Super elevation is used to maintain speed and passenger comfort thru circular curves, spirals and other changes in track direction. Super elevation is the height difference between the high and low rail and is designated as:
Er = Ea + Eu
Where:
Er = Total super elevation required for equilibrium Ea = Actual super elevation to be constructed Eu = Unbalanced super elevation (3” to 4-1/2”, 3” preferred)
2. The mainline tracks on the surface and for aerial structures the maximum super elevation should be 4” or less. Where headway times and higher speeds require higher super elevations, the maximum super elevation shall be 6”.
3. The maximum unbalanced super elevation (Eu), for ride and passenger comfort is 3” up to a maximum of 4 ½”. The AAR recommended allowance is 3”.
4. Super elevation calculations are based on the following formulas;
Er = Ea + Eu = 0.0007 V 2 D
Where:
Er = Equilibrium super elevation in inches. Equilibrium super elevation is defined as the super elevation necessary for the resultant of the centrifugal force and weight of the train to be normal to the plane of the track for a given velocity and degree of curve. Ea = Actual super elevation in inches. Actual super elevation is the vertical distance that the outer rail is raised above the inner rail. Eu = Unbalanced super elevation in inches. Unbalanced super elevation is defined as the difference between he equilibrium and actual super elevations. V = Curve of velocity in MPH
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D = Degree of curvature
When Eu equals zero, Ea is the equilibrium super elevation. Calculated values of actual super elevation (Ea) are rounded to the nearest one-quarter inch.
5. Yard and secondary tracks are usually not super elevated.
6. Super elevation is specified and applied in ¼” increments. For a calculated super elevation (Er) of ½” no actual super elevation (Ea) need to be provided.
7. Unbalanced super elevation (Eu) varies from a desirable zero to an absolute maximum of 4-1/2”. Unbalance is held at zero until Ea reaches the preferred maximum of 4” or the absolute maximum of 6”. Actual super elevation (Ea) is then maintained at these values until the total Ea + Eu is equal to the preferred super elevation. At this point, a limit is placed on speed or operation.
8. Actual super elevation is attained or removed linearly throughout the full length of the spiral transition curve as specified by FRA Class of track. This is normally done by raising the rail farthest from the curve center while maintain the top of the inside rail at profile grade.
9. There are exceptions to the general rule that super elevation is held constant through the circular curve and is attained and removed I spiral transitions by raising the outer rail.
10. For super elevation raises where no spiral transition exists the raise should be split between the tangent track and curved track.
11. Speed thru turnouts and crossovers shall be governed by the A.A.R. portion of the A.R.E.A. Specifications, Section 5-3-12, and “Speeds of trains through level turnouts.” Speed restrictions will apply to both lateral and equal-lateral turnouts. Other speed requirements will be subject to Authority approval.
H. Vertical Alignment
1. Vertical alignment, curves and grades shall be based on the rolling stock performance specifications as contained herein. Profile grades shall represent the elevation of the top of low rail in all cases except where unbalanced super elevation causes the low rail to be depressed.
2. Where only one-track profile is given for curved alignment, the elevations of the remaining track shall be adjusted uniformly to accommodate the difference in length between the profiled track and the remaining tracks.
3. All changes in grade shall be connected by parabolic vertical curves. The minimum length of vertical curve shall be determined by the formula:
L = (g2 – g2) / r
Where:
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L = Length of vertical curves in 100 foot stations, but no less than 200’. G1 and g2 = Respective constant profile grade, expressed as a percent. R (sag) = 0.05% (Rate of change in 100 foot stations) R (crest) = 0.10% (Rate of change in 100 foot stations) R (max) = 0.30% (Rate of change in 100 foot stations with written approval of DCP for tracks having passenger service only).
4. The desirable minimum length of constant profile grade between vertical curves shall be 200’.
5. The maximum allowable grade is 3.5%, but higher values up to 5% are allowable under special conditions such as in tunnels or where the rails can be kept dry.
6. For grades on curves the maximum grades shall be downgraded as shown below:
Gc = Gm – Grt Gc = Maximum allowable grade on a curve Gm = Maximum allowable grade on tangent track Grt = Rate reduction due to curvature as shown below: - .04% per degree above 1000 feet radius - .03% per degree from 500 to 100 feet radius - .02% per degree less than 500 feet radius
7. A minimum grade of zero is acceptable for at-grade construction. A minimum grade of .25 percent should be maintained for underground and aerial structures. In yards and secondary track, the maximum grades shall be 1.0%. Tracks located in shop areas and buildings should be kept at level grade.
8. Vertical curves shall be used to connect all changes in grade. The minimum length of curve shall be indicated in No. 1 above but not less than 200’. The vertical curves shall be designed as follows.
PT – To designate point of tangency PVI – To designate intersection of tangents (apex) PC – To designate point of curve M – Correction in elevation at B (apex)
M – When vertical curve is concave downwards - (Elev. PVI x 2) – (Elev. PT Elev. PC) 4
M – When vertical curve is concave upwards – (Elev. PT Elev. PC) – (Elev. PVI x 2) 4
The correction for any other point on a vertical curve is proportional to the square of its distance from PT or PC to PVI. Corrections are (-) negative when the vertical curve is concave downwards, and (+) positive when the vertical curve is concave upwards.
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9. It is desirable to extend a constant profile grade 75’ beyond platform limits where feasible. It is also desirable, where feasible, to roll profile grade up and down at station stops, this helps braking and acceleration. It saves energy and permits underground stations to be constructed at a lesser depth. With grades ascending to and descending from stations employing platforms, the PVI’s should be located so that not more than one-fourth of the vertical curves will encroach on the platform.
10. Where branch track joins mainline track from a different grade, the vertical curb should end sufficiently clear of the actual point of switch to provide for common track ties. The vertical curve shall be discontinued at some point ahead of switch points, maintaining a constant grade beyond the end of the switch ties.
11. Alignment aesthetics
Aesthetics of alignment are considered where horizontal or vertical curves, or combinations thereof, create disturbing visual effects in sensitive areas where at- grade or aerial construction can be observed from off the right-of-way from a station platform.
The following criteria should be considered where applicable:
Horizontal Curves
The appearance of kink created by a circular curve at the end of a long tangent can diminished if the length of the curve equals or exceeds one-twelfth the radius.
The longer radius of a compound curve should not exceed the shorter by more than 50 percent.
Broken-back curves (in the same direction) should be separated by a tangent of least 1,500’ in length.
Vertical curves
Both sag and crest vertical curves should be as long as possible, especially if connecting long constant-grade lines.
Broken-back vertical curves should be avoided
The tops of rails and edges of aerial structures should be checked to avoid a roller-coaster appearance. Profiles plotted to a distorted scale are helpful in this analysis.
Combined Horizontal and Vertical Curves
Preferably, vertical control points (PVC, PVT) should lie either completely inside or completely outside of horizontal control points (TS, SC, CS, ST).
Short horizontal curves at sags and crests should be avoided.
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If a horizontal curve begins or ends in a vertical curve, especially a sag curve, great care should be taken to produce a pleasant visual effect.
Clearance Diagram
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Appendix B Tactile Edging Diagram
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GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
ID CARD/CONTRACTOR REQUEST FORM
Project 52F December 2014
PART THREE - INSTRUCTIONS TO PROPOSERS
PART THREE – INSTRUCTIONS TO PROPOSERS
I. GENERAL INFORMATION A. Brooks Act This procurement shall be conducted in accordance with the requirements of 40 USC Sec. 541-544 (the Brooks Act). Under this procedure, a proposer submits only a Technical Proposal outlining its qualifications and experience applicable to the solicitation. No cost data is provided. Following the technical evaluation process described in Part IV, the highest-rated firm is requested to submit a pricing proposal, which is then evaluated and negotiated. Should the parties fail to reach an agreement on acceptable price and contract terms, the Authority may reject the proposal of the highest-ranked firm, and request a pricing proposal from the next- ranked firm. The process continues until a pricing agreement is reached or the Authority determines it must cancel the solicitation. If a proposal is rejected, negotiations cannot be resumed with that proposer. B. Confidential Information Proposers which include in their proposals data that they do not wish disclosed to the public for any purpose or used by the Authority except in conjunction with this solicitation, shall: 1. Mark the title page with the following legend: This proposal includes data that shall not be duplicated, used, or disclosed in whole or in part, for any other purpose other than in conjunction with this solicitation. If, however, a contract is awarded the proposer partly as a result of this data, the Authority shall have the right to duplicate, use or disclose such data to the extent provided in said contract. This restriction does not limit the Authority’s right to use such data if it is obtained from another source without restriction. The data subject to this restriction are contained in pages (insert identification of pages). 2. Mark each page or sheet identified on the title page legend: Use or disclosure of data contained on this page (sheet) is subject to the restrictions on the title page of this proposal. Please note that the Authority will use its best efforts to comply with and enforce such restrictions. However, the Authority is subject to the Ohio Public Records Law (Sec. 149.43, Ohio Revised Code), which may limit its ability to protect such data. C. Entity It is important that the proposer clearly identify its legal structure. While the term "joint venture" is a term of art in the design field, the proposer must distinguish between a true joint venture, established as a legal entity, and a team effort in which one firm is the prime contracting party. D. Amendment to Solicitation Any amendment or modification to this Request for Proposals shall be by addendum issued by the Director of Procurement. Any such addendum shall be acknowledged
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by each offeror as part of the proposal, on the forms provided. All terms and conditions shall remain unchanged. E. Reservation of Rights The Authority reserves the right to reject any and all proposals; to award a contract on the basis of an initial pricing proposal without negotiations; and to cancel this solicitation at any time. F. Protests 1. Interested parties aggrieved by this solicitation or the award of any resulting contract may file a written protest with the Director of Procurement of GCRTA. The Director of Procurement of GCRTA will consider all protests submitted before proposal opening, post-proposal opening, or after award. 2. The protest must include at least the following information: a) Name, address and telephone number of protester b) A statement of the relief is requested c) Identification of the solicitation under protest d) A detailed statement of the legal and factual grounds of protest including reference to relevant document. to relevant documents 3. The Director of Procurement shall render a decision in writing within fifteen (15) working days from receipt of the written protest and shall provide notice of such decision to all interested parties. 4. Protests Prior to Receipt of Proposals. Protests addressing the adequacy of this RFP, including any inequity or inadequacy in the Scope of Services, the Instructions to Proposers, and the Evaluation Criteria, must be filed at the Procurement Department no later than five (5) working days before the date proposals are to be received. Thereafter, such issues are deemed waived by all interested parties. Notice of protest and the basis, therefore, will be given to all parties that have requested the RFP. The proposal due date will be extended, unless the Director of Procurement determines that: a) The items or services to be procured are urgently required; or b) Delivery or performance will be unduly delayed by failure to make the award promptly, or c) Failure to make prompt award will otherwise cause undue harm to the Authority or the Federal government 5. Protests After Proposal Receipt. Following completion of proposal evaluations and prior to award of contract, a proposer or subcontractor with a substantial economic interest in the award may submit a protest against the award. Such protest would generally address inequities in the evaluation process. Such protest must be filed within three (3) working days of the posting of a Recommendation of Award at the offices of the Authority's Department of Procurement. If the Director of Procurement decides that a protest lacks merit or that the award is to be made during the rendering of a protest, a written notice of the decision to proceed with the award will be given to the protestor and, as appropriate, to others concerned.
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6. Protests After Award. Notice of Protest against award must be filed at the Procurement Department within five (5) working days immediately following the award. The sole basis for such protest is that the award was made in violation of the procedures of the Authority's Board of Trustees. The awardee will be furnished with the Notice of Protest and the basis thereof. When it appears likely that an award may be invalidated or that a delay in receiving the supplies or services is not prejudicial to the Authority's interest, the Director of Procurement may suspend performance by the awardee on a no-cost basis. 7. Protest to FTA. Under certain circumstances, a protest may be made to the Federal Transit Administration (FTA) in accordance with FTA Circular 4220.1F. These circumstances are generally limited to failure of a grantee to have a protest procedure, or failure to follow the grantee's written procedure. G. Conflict of Interest Both the state of Ohio (O.R.C. Chapter 102 and Sections 2921.42, 2921.421 and 2921.43) and the Federal Transit Administration (49 CFR 18, Sec. 18.36(b)(3) and guidance identified in Vol. 66, No. 4 of the Federal Register, January 5, 2001, at pp. 1185-1186) have established definitions of conflict of interest. Generally, a firm will not be eligible for award hereunder if (1) an employee is or has been employed by the Authority in a capacity involving this project or related activities; or (2) if the firm has, by earlier employment, been in a position to affect the development of the project or the scope and requirements of this solicitation. The firm awarded this contract will not be eligible for award of future work on this project resulting from its efforts hereunder. H. Pre-Proposal Conference The pre-proposal conference for this procurement will be held at 10:00 AM, MONDAY, JANUARY 12, 2015 at the: Greater Cleveland Regional Transit Authority 1240 West 6th Street Conference Room 5D Cleveland, OH 44113 II. SUBMITTAL OF TECHNICAL PROPOSAL A. Number of Copies Proposers are requested to submit one original and six (6) copies of the Technical Proposal. Greater Cleveland Regional Transit Authority 1240 West 6th Street Fifth Floor – Procurement Department Cleveland, OH 44113 Attention: Jonathan Laule, Contract Administrator
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B. Date, Time and Place for Submittal of Proposals Proposals must be received by the Procurement Department of the Greater Cleveland Regional Transit Authority no later than 2:30 PM., official time, THURSDAY, JANUARY 29, 2015. The date and time may be amended by addenda issued by the Director of Procurement or his designee. Boxes or bulk packages of proposals should clearly indicate the name and RFP number, and delivered to: Greater Cleveland Regional Transit Authority Procurement Department, 5th Floor 1240 West 6th Street Cleveland, Ohio 44113 - 1331 Hand delivered proposals shall be deposited with the Procurement Department Receptionist.
III. GUIDELINES FOR RESPONSE A. Format In the interest of an equitable and expedient review process, proposers are requested to use a standard form and order of Proposal. The format shall be an 8-1/2" x 11" size booklet with a continuous plastic ring binder on one long edge, which will allow the pages to open fully and lay flat. No foldout sheets may be used. Contents will be organized as set forth in this Part. B. Presentation The information requested is intended to provide the Authority with a basis upon which it can make an informed selection. Proposers should organize their presentations to facilitate the Authority’s understanding of the relevance and significance of information to the interests expressed in the evaluation criteria. Accordingly, succinct, focused presentations of proposal information are sought. Graphics should be limited to those that contribute to the Authority’s understanding of a firm/design team’s proposal. IV. CONTENTS OF PROPOSAL A. Front Cover Each proposal should contain a front cover entitled as follows: ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION Project 52F RFP No. 2014-194
Name of entity offering proposal B. Transmittal Letter Each proposal should contain a transmittal letter identifying the firm or entity making the proposal and provide the name, address, and telephone number of the person who will represent the proposer(s) in negotiating with GCRTA. The letter should be addressed to:
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Greater Cleveland Regional Transit Authority Procurement Department 5th Floor 1240 West 6th Street Cleveland, Ohio 44113-1331 Attention: Jonathan Laule, Contract Administrator C. Business Information For Proposed Team 1. Identify the business entity with which the Authority will be contracting if the proposer is selected. If the entity is a joint venture, identify the legal structure and members of the joint venture. 2. Provide a listing of other firms, which are a part of the proposer's team. 3. Provide the information set forth below for the prime entity. a) Proposer’s Affidavit; the form is provided in Part Six, Forms, of this RFP. b) At least one banking reference. 4. Provide a statement establishing the lead entity's general authority to do business and to practice as a design professional (as applicable) in Ohio. Firms providing architectural and/or engineering services must address their ability to practice as design professionals in Ohio D. Technical Capabilities of Team 1. General Based upon the project description and scope of work, the proposal should address the disciplines and expertise required to perform the necessary services. 2. Submittal The following information is requested: a) A table of organization for the team showing: (1) The relationship of the various members of the team to the prime consultant and to each other. (2) The services to be performed/disciplines provided by each member of the design team. b) A general plan for staffing the work, showing: (1) The key management and/or technical personnel for each member of the design team, and their function on the project. (2) Current assignments of the key personnel, as well as the status and schedule of these project assignments. c) A brief statement of recent relevant experience of each member of the team with similar projects of comparable size and scope for similar facilities. The project references should include: (1) Project Owner (including address and name and phone number of contact person).
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(2) A brief description of the project, indicating duration, size (project cost) and team member's role in the project and the project's relevance to this project. (3) Participation of firm’s key personnel in the project. E. Project Understanding The following information is requested to establish that the team has an appropriate understanding of the intent of this project: 1. A brief discussion of the major considerations involved in performing the requested scope of services. 2. A discussion of projects previously performed by one or more members of the team, which presented similar considerations. This discussion should include a discussion of the approaches taken and the result thereof. 3. A completed Work Effort Estimate. Directions for the preparation of the Estimate and the forms to be used are included in this RFP. 4. A project schedule indicating the scheduling of major design tasks (generally the activities in the Work Effort Estimate form). F. Procedures The proposer should describe its approach to the work effort involved to perform the project scope, indicating how the proposed methodology will benefit the Authority. This presentation should address the entity's general design philosophy and its application to the specifics of this project. G. Audit The Contractor and all subcontractors will be required to maintain for three (3) years after close-out, accurate records of time expended and costs incurred in performing the contract, and to permit audit of all pertinent records by Federal, State, or GCRTA representatives. GCRTA shall have the right to examine all books, records, documents and other data (including computations and projects) related to negotiating, pricing or performing modifications in order to evaluate the accuracy, completeness and currency of the cost or pricing data. The Consultant shall make available at its office, at all reasonable times, the materials described above for examination, auditing or reproduction until three years after final payment under the contract. If this contract is completely or partially terminated, the records relating to the work terminated shall be made available for three years after any resulting final termination settlement. Records pertaining to appeals under the Disputes clause or litigation or the settlement of claims arising or relating to the performance of the contract shall be made available until disposition of such appeals, litigations, or claims. The Consultant shall insert a clause containing all the provisions of this clause, including this paragraph, in all subcontracts over $10,000 under the contract, altering the clause only as necessary to properly identify the consulting parties and the consulting office under the GCRTA prime contract.
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H. Key Personnel GCRTA will have the Authority to reject any personnel and to approve any replacements in key personnel during the course of the work. Any replacements without the Authority's approval may not be reimbursed. I. Required Forms The successful proposer will be required to complete the following forms prior to award; for convenience it is suggested that they be included in the Technical Proposal. These forms are included in this RFP: 1. Acknowledgment of Addenda 2. Delinquent Personal Property Tax Statement 3. Certificate on the Restrictions on Lobbying 4. Certification Regarding Debarment, Proposed Debarment and Other Responsibility Matters 5. Certificate of Procurement Integrity 6. Forms Pertaining to Affirmative Action and Disadvantaged Business Enterprise Participation. J. Indemnification and Insurance To the fullest extent permitted by law, Consultant shall, at its sole cost and expense, indemnify, defend and satisfy all judgments, and hold the Authority, including its Trustees, officers, employees, agents, servants and representatives, harmless from and against any and all claims, actions, and judgments, costs, penalties, liabilities, damages, losses and expenses, including but not limited to personal injury, death, property damage, attorney's fees and worker's compensation benefits arising out of or resulting from the liability, damage, loss or expense is caused in hold or in part by the negligence or professional error or omission of the Consultant or any person directly or indirectly employed by it, including but not limited to subcontractors of every tier and their employees. Such obligation not negate, abridge or otherwise diminish or limit any right or obligation of indemnity which otherwise exist as to any party or person described in this paragraph. K. Insurance The Consultant shall purchase and maintain for the life of this contract the following minimum insurance coverages. The Consultant shall also be responsible for assuring that each of its sub consultants and anyone employed directly or indirectly by any Consultant or sub consultants provide adequate insurance for the work performed or products supplied by it.
To the extent that any sub consultant will perform services of a personal or professional nature, for which the performer of the services must maintain insurance, Consultant agrees to assure that these same insurance requirements will be imposed upon sub consultants, in amounts agreed upon between the Consultant and GCRTA prior to retaining the sub consultant:
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a. Commercial General Liability Insurance in the amount of $2,000,000 combined single limit each occurrence and annual aggregate for bodily injury and or property damage. Policy to include:
Contractual liability coverage insuring the “hold harmless’ provision set forth in Section 2.4.1 hereof.
Said policy shall be written on an “occurrence” basis.
b. Automobile Liability Insurance in the amount of $2,000,000 combined single limit each accident for bodily injury and /or property damage. Said policy shall apply to all owned, leased, hired and non-owned vehicles used in connection with the work.
c. Statutory Workers’ Compensation coverage in compliance with all applicable state workers’ compensation laws to cover all employees furnishing labor under the terms of this contract and under the control of the Contractor. Employers’ Liability coverage in the amount of $1,000,000 per accident / $1,000,000 per employee for disease will also be included, either under the Workers’ Compensation policy or under the Commercial General Liability policy (Stop Gap) referenced under (a.) above. In Ohio: a copy of a certificate of premium payment from the Industrial commission and Bureau of WC, or a copy of the Certificate of Employer’s Right to Pay Compensation Directly.
d. Professional Liability / Errors & Omissions Insurance in the amount of $2 million per claim. The definition of wrongful acts must be applicable to the work performed hereunder. As this insurance is written on a claims-made basis, the policy must be maintained for a minimum of two years following completion of the work.
e. Railroad Protective Liability insurance naming GCRTA as an insured and having limits of no less than $2 million per occurrence and $6 million in the aggregate to cover bodily injury liability, property damage liability and physical damage to property. Alternative: In many instances, it is possible for an organization to address this exposure by an endorsement to its commercial general liability policy if it is not in the construction business per se or if it does not customarily work in proximity of a railroad right-of-way. The applicable endorsement is CG 24 17 – Contractual Liability – Railroads. A copy of the endorsement must be attached to the required Certificate of Insurance.
f. General Requirements: The contractor shall not commence work herein until it has obtained the required insurance and has received written approval of such insurance by the Authority. It shall furnish evidence of such insurance in the form of a certificate (Acord or similar form). The certificate shall provide the following:
In the event the insurance should be changed or cancelled, such change or cancellation shall not be effective until 30 days after the Authority has received written notice of such change or cancellation from the insurance company. Such notice shall be mailed by certified mail, return receipt requested, to the Authority care of the Director of Procurement.
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Name the Authority as an additional insured for liability coverages under (a.) and (b.) above for claims arising out of operations in conjunction with the contract Contain a waiver of subrogation in favor of the Authority. Specific reference to the subject contract Specific reference to all deductibles & Self Insured Retentions (SIR) An insurance company having less than a A- X rating by The A. M. Best Company will not be considered acceptable. All certificates are subject to acceptance by the Authority. The Authority shall be entitled to receive a full copy of the insurance policy(ies) upon request and reserves the right to review financial statements & approve any deductibles or SIR.
g. Approval by the Authority: Approval of the insurance by the Authority shall not relieve or decrease the liability of the contractor hereunder. It is to be understood that the Authority does not in any way represent that the insurance or the limits of insurance specified herein are sufficient or adequate to protect the Contractor’s interests or liabilities.
h. In the event Contractor neglects, refuses or fails to provide the insurance required under the Contract documents, or if such insurance is canceled for any reason, the owner shall have the right but not the duty to procure the same, and cost thereof shall be deducted from moneys then due or thereafter to become due to Contractor.
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V. Affirmative Action/Disadvantaged Business Enterprise (DBE) Participation Section A. Nondiscrimination, Affirmative Action and DBE Participation In accordance with the provisions of this solicitation, the Authority will determine if an otherwise eligible offeror is responsible with regard to the Affirmative Action and Disadvantaged Business Enterprise (DBE) requirements contained herein. Accordingly, offerors are required to furnish information demonstrating satisfaction of the Affirmative Action and DBE requirements of this solicitation within two (2) calendar days after request by the Authority. 1. Affirmative Action a) Equal Employment Opportunity Information. The selected contractor shall not discriminate on the basis of race, color, national origin or sex in the performance of a RTA contract. An Employer Information Report Equal Employment Opportunity (EEO-1) form is enclosed in this package. This form must be completed and submitted by the offeror as Enclosure A-1. b) Non-Discrimination Affidavit. The solicitation also asks for all offerors to submit a notarized Non-Discrimination Affidavit assuring non- discrimination practices in its employment practices. It must be submitted as Enclosure A-2. c) Employment Practices Goals. GCRTA has an Affirmative Action Plan to ensure equality of opportunity in employment practices by firms contracting for goods and services with the Authority. All non-construction contractors are required to submit Enclosure A-3 indicating the company’s employment goals for this RTA project. Offerors can contact the local offices of the Office of Contract Compliance at 216-522-7360 or the Department of Labor Statistics at 216-522-3852 to determine the project goals for the utilization of minorities and females having requisite skills that is in relation to their presence in the labor market area.
To ensure that the goals are being achieved, the contractor must submit an updated EEO-1 form every six months. For construction projects, the contractor is required to submit Monthly Utilization Report (Schedule 19B- 3) with every progress report or request for payment. These submittals are required to monitor the contractor’s commitment to the 16% minority and 7% woman goals set for federally funded construction projects according to Executive Order 11246 as amended.
2. Affirmative Action Plan. If Contractors and first tier subcontractors have an award price $50,000 or more and employ 50 or more persons, then those contractors are required to submit, in lieu of the form in Enclosure A-3, an Affirmative Action Employment plan for the project. This plan should include the following: a) An Equal Employment Policy Statement for the employment of minorities and women. This statement must show how and to whom it is circulated, both internally (within your company) and externally (all sources used for
recruitment), and must name the person responsible for the implementation of these policies. b) Information showing the current utilization of minorities, women and handicapped persons. c) Goals and Timetables for hiring minorities and women for the duration of this contract, including: (1) Total employees expected to be employed in each job category (use job categories shown on EEO-1 form). (2) Group employees (by ethnicity and gender categories) expected to be employed in each job category. (3) Labor market availability group information - availability of minorities and women in the specific industry or tasks involved on this project. With the exception of construction contractors, use this form to establish the goals required below. (Contact State Employment Office to get this information.) (4) Number of expected job opportunities. If none expected, goals as required must still be established to allow for unexpected hiring. (5) Goals - number and percent of minorities and women to be reached. Unless otherwise notified, the goals for construction contractors are 16% for minorities and 7% for women during the performance of the contract. A description of the method to be used for recruiting employees for the tasks of this project. These efforts must be substantiated by written documentation. Describe the method used to evaluate the program. B. Disadvantaged Business Enterprise (DBE) policy and procedures The Authority is committed to encouraging participation by Disadvantaged Business Enterprises (DBE) in contracts let by the Authority. It is the policy of the United States Department of Transportation, as adopted by the Authority, that socially and economically disadvantaged business enterprises, as defined at Title 49, Code of Federal Regulations, Part 26, shall be afforded an equal opportunity in the performance of the Authority’s contracts or subsequent subcontracts resulting from Federal Regulations, Part 26, shall be afforded an equal opportunity in the performance of the Authority’s contracts or subsequent subcontracts resulting from this solicitation. In this regard, the offerors shall take all necessary and reasonable steps in accordance with 49 CFR Part 26, and the Authority’s DBE Program to ensure that the DBE obligation is met. The selected contractor shall not discriminate on the basis of race, color, national origin or sex in the performance of a resulting DOT-assisted contract. 1. Definitions a) "Disadvantaged business enterprise (DBE)" means a small business concern, which is at least 51 percent owned by one or more socially and economically disadvantaged persons or, in the case of a publicly owned business, at least 51 percent of the stock of which is owned by one or more socially and economically disadvantaged individuals and whose management and daily business operation are controlled by one or more of the socially and economically disadvantaged individuals who own it.
RFP No. 2014-194 3-11 Inst 1104
b) “Socially and economically disadvantaged persons” mean citizens of the United States (or lawfully admitted permanent residents) who meet the criteria set forth in 49 C.F.R. Section 26.5. c) “Certified DBE” is a socially and economically disadvantaged firm that submitted a certification application and the appropriate forms to and received subsequent approval from the RTA Office of Business Development. 2. Contract goals and DBE participation The GCRTA has established a contract specific DBE goal of eighteen percent (18%) for the work to be performed under this solicitation. In order to meet the DBE requirements of 49 CFR Part 26, disadvantaged business enterprises will be afforded an opportunity to participate, to an extent reflective of their availability in the community, in the performance of contracts financed in whole or part with Federal funds under this agreement. Consequently, GCRTA determines a DBE participation goal in contracts with potential subcontracting opportunities. This DBE goal will remain applicable to the total contract dollar amount including any modifications. As noted earlier in the Instructions, offerors are required to disclose their proposed level of DBE participation (expressed as a percentage of the proposed bid price) in the space designated on the solicitation response. The transit vehicle manufacturers are exempt from the requirements outlined Attachment B, but must, as a condition for participating, show evidence of FTA certification. 3. DBE firm eligibility. The DBE entities utilized toward the DBE participation goal on a contract should be certified by the Authority’s Office of Business Development. The firms eligible for inclusion in the contractor’s DBE plan must be certified under the classification code associated with the particular work scope that the firm is assigned to perform on this project prior to bid submission or the determination of best and final offer in an RFP process. Consult the DBE
RFP No. 2014-194 3-12 Inst 1104
Directory at www.riderta.com or the Office of Business Development (OBD) of the Authority for assistance in ascertaining certified status of DBEs. 4. Counting DBE Participation. When a DBE participates in a contract, you count only the value of the work actually performed by the DBE toward DBE goals. a) Count the entire amount of that portion of a construction contract (or other contract not covered by Paragraph (A)(2) of this section) that is performed by the DBE’s own forces. Include the cost of supplies and materials obtained by the DBE for the work of the contract, including supplies purchased or equipment leased by the DBE (except supplies and equipment the DBE subcontractor purchases or leases from the prime contractor its affiliate). b) Count the entire amount of fees or commissions charged by a DBE firm for providing a bona fide service, such as professional, technical, consultant, or managerial services, or for providing bonds or insurance specifically required for the performance of a DOT-assisted contract, toward DBE goals, provided you determine the feat be reasonable and not excessive as compared with fees customarily allowed for similar services. c) When a DBE subcontracts part of the work of its contract to another firm, the value of the subcontracted work may be counted toward DBE goals only if the DBEs subcontractor is itself a DBE. Work that a DBE subcontracts to a non-DBE firm does not count toward DBE goals. (1) When a DBE performs as a participant in a joint venture, count a portion of the total dollar value of the contract equal to the distinct, clearly defined portion of the work of the contract that the DBE performs with its own forces toward DBE goals. (2) Count expenditures to a DBE contractor toward DBE goals only if the DBE is performing a commercially useful function on that contract. A DBE performs a commercially useful function when it is responsible for execution of the work of the contract and is carrying out its responsibilities by actually performing, managing, and supervising the work involved. To perform a commercially useful function, the DBE must also be responsible, with respect to materials and supplies used on the contract, for negotiating price, determining quality and quantity, ordering the material, and installing (when applicable) and paying for the material itself. To determine whether a DBE is performing a commercially useful function, you must evaluate the amount of work subcontracted, industry practices, whether the amount the firm is to be paid under the contract is commensurate with the work it is actually performing, the DBE credit claimed for its performance of the work, and other relevant factors. A DBE does not perform a commercially function if its role is limited to that of an extra participant in a transaction, contract, or project through which funds are passed in order to obtain the appearance of DBE participation.
5. To determine whether a DBE trucking company is performing a commercially useful function:
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a) The DBE must be responsible for the management and supervision of the entire trucking operation for which it is responsible on a particular contract, and there cannot be a contrived arrangement for the purpose of meeting the DBE goals. b) The DBE must itself own and operate at least one fully licensed, insured, and operational truck used on the contract. c) The DBE receives credit for the total value of the transportation services it provides on the contract using the trucks it owns, insures, and operates using the drivers it employs. d) The DBE may lease trucks from another DBE firm, including an owner- operator who is certified as a DBE. The DBE who leases the trucks from another DBE receives credit for the total value of the transportation services the lessee DBE provides on the contract. e) The DBE may also lease trucks from a non-DBE firm, including an owner- operator. The DBE who leases trucks from a non-DBE is entitled to credit only for the fee or commission it receives as a result of the lease arrangement. The DBE does not receive credit for the total value of the transportation services provided by the lessee, since these services are not provided by the DBE. 6. If the materials or supplies are obtained from a DBE manufacturer, count 100 percent of the cost of the materials or supplies toward the DBE goal. A manufacturer is a firm that operates or maintains a factory or establishment that produces, on the premises, the materials, supplies, articles, or equipment required under the contract and of the general character described by the specifications. 7. Sixty percent of the total dollar value will be counted in the case of a DBE regular dealer that is not a manufacturer, provided that the DBE regular dealer performs a commercially useful function in the supply process to include brokers, etc in accordance with 49 CFR 26.55 Paragraph 2b. To be a regular dealer: a) the firm must be an established, regular business that engages, as its principal business and under its own name, in the purchase and sale or lease of the products in question. b) a person may be a regular dealer in such bulk items as petroleum products, steel, cement, gravel, stone, or asphalt without owning, operating, or maintaining a place of business; if the person both owns and operates distribution equipment for long-term lease agreement and not on an ad hoc or contract by contract basis. c) packagers, brokers, manufacturers’, representatives, or other persons who arrange or expedite transactions are not regular dealers within the meaning of this paragraph. d) With respect to materials or supplies purchased from a DBE which is neither a manufacturer nor a regular dealer, count the entire amount of fees or commissions charged for the delivery of materials or supplies required toward DBE goals, provided you determine the fees to be reasonable and not excessive as compared with fees customarily allowed
RFP No. 2014-194 3-14 Inst 1104
for similar services. Do not count any portion of the cost of the materials and supplies themselves toward DBE goals. C. Solicitation DBE Requirements, Terms And Conditions In addition to any other requirements contained in this solicitation, the following DBE Program requirements must be satisfied and include a representation that: The Offeror has met the goal established by the Authority for this procurement, or The Offeror has made a good faith effort to attain the level of DBE participation sought by the Authority for this procurement Each offeror must include a statement in Enclosure B-1 for non-construction solicitations or in the designated area of the construction bid the level of DBE participation attained through such effort. This submittal is regarded as a matter of responsiveness. Failure to make these submittals will serve to disqualify the bid or proposal as non-responsive to this solicitation. 1. DBE Participation Plan Each offeror should also prepare a complete DBE Participation Plan that sets forth the extent of DBE involvement in this procurement and will be considered in determining Offeror’s responsibility. DBE participation plans shall include the following minimum information: a) DBE Participation Schedule, (Enclosure B-2) which includes: (1) Names and addresses of the DBE entities that will participate in the contract; (2) The dollar amount of the participation of each named DBE; (3) A description of the work each named DBE will perform; (4) Letter of Intent (Enclosure B-3) from each DBE whose participation is proposed for the performance of this contract as a subcontractor or joint venture partner. The following standards shall be applied in assessing the responsibility of the DBE plan submitted: Whether the participation plan contains capable currently certified DBE firms. Whether the firms listed in the plan are performing a commercially useful function. Whether the listed firms are sharing monetary benefit in proportion to their share of the work of the project. Whether the plan exhibits a likelihood of goal attainment. Whether the prime/sub relationships are firm, i.e., whether conditional subcontractors have been entered. 2. Good Faith Efforts If the DBE goal is not met, the Offeror must submit the good faith efforts it made to include DBE participation in the contract prior to bid submission or submission of the best and final offer on a proposal. The documentation of the efforts is outlined below.
RFP No. 2014-194 3-15 Inst 1104
The standard by which the Authority will determine whether the efforts made by an offeror were good faith efforts is whether such efforts, made prior to bid submission or submission of the best and final offer on a proposal, could reasonably be expected to produce sufficient DBE participation to meet the goals set for this procurement. The Authority may consider all efforts advanced by the offeror as well as the following: a) Did the offeror attend any scheduled pre-solicitation or pre-proposal meetings to inform DBEs of contracting and subcontracting opportunities? b) Did the offeror advertise in general circulation, trade association and minority-focus media concerning the subcontracting opportunities? If so, show documentation of the publications and when advertised. c) Did the offeror provide written notice to a reasonable number of specific DBEs that their interest in the contract was being solicited, in sufficient time to allow the DBEs to participate effectively? If so, provide proof or a record of the solicitation(s). d) Did the offeror follow up with the DBE firms interested in participating? If so, show documentation of which DBEs contacted and when the follow up occurred. e) Did the offeror select portions of work to be done by DBEs (including dividing contracts into economically feasible units to facilitate participation)?
f) Did the offeror provide adequate information about plans, specifications, and/or contracting requirements?
g) Did the offeror negotiate in good faith with interested DBEs, not rejecting DBEs as unqualified without sound reasons? Please indicate the DBEs that you attempted to contract with and the reasons for rejections. h) Did the offeror make efforts to provide assistance to obtain bonding, lines of credit, or insurance (if applicable)? i) Did the offeror effectively use the services of available minority and female organizations, contractors’ groups, state and local offices, etc., that have knowledge of available DBE firms or the names or organizations to locate such firms? If so, show documentation of these efforts, the organizations and the contact persons.
3. DBE Modifications and Substitutions. The contractor must receive the approval of GCRTA Office of Business Development before termination or making substitution for any subcontractors listed in its DBE plan. This provision applies to all modifications and substitutions under any contract resulting from this solicitation. The contractor will be required to comply with this provision to the extent needed to achieve the DBE goals agreed to at the time of contract award. a) If a prime contractor wishes to terminate or substitute a DBE subcontractor listed as fulfilling its contract goal, and then performs the work of the terminated DBE subcontractor with its own forces, an affiliate,
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a non-DBE subcontractor or with another DBE subcontractor, it must submit written documentation prior to the termination or substitution of the DBE subcontractor to the Office of Business Development. This will include any changes to items of work, material, services, or DBE firms that differ from those identified on the Intent to Perform form(s) on file. The Contractor must provide any and all documentation and information as may be requested with respect to the requested change. b) The contractor’s documentation shall include the specific reasons for the proposed change. Specific reasons that are acceptable include, but are not limited to: the DBE was not able to perform; the DBE was unable to produce acceptable work; and/or the DBE has submitted an unreasonable escalation in price. In the case of a DBE subcontractor being substituted by another DBE subcontractor, the contractor should include the name, address, certification number and principal office of the proposed DBE firm. After careful review, the Office of Business Development will approve or disapprove the change. c) If the change involves a subcontractor substitution, the contractor must make good faith effort to replace one DBE with another DBE. The substitute DBE firm must be certified by the RTA in order for the contractor to receive credit toward fulfilling its DBE participation goal for the contract. In the event that the contractor is unable to contract with another DBE firm, good faith effort documentation must be provided to the Office of Business Development describing the unsuccessful attempts to locate a substitute DBE. In all situations, the contractor may not terminate or substitute a DBE subcontractor without the prior written consent. d) The contractor must submit a new Intent to Perform form for the substitute DBE firm(s) with the request for change to verify that the new DBE firm(s) is certified by the RTA. The contractor shall provide a copy of the executed subcontract agreement with the proposed DBE firm to the Office of Business Development within five (5) business days of its receipt of the substitution approval. e) If the change involves a modification, the contractor must submit, if applicable, the Intent to Perform form specified for contract modifications for any DBE subcontractor affected by this change. This form may be obtained from the Office of Business Development or see Enclosure B-3. f) If the contractor does not comply with this provision, the Authority may elect to apply contract remedies as defined in 49 CFR Part 26, or other contract remedies, as appropriate. Additionally, the Office of Business Development may recommend that the profits from the terminated portion of the DBE subcontract be forfeited by the Contractor. The Authority may at any time prior to award seek clarification or additional information bearing upon offeror responsibility in respect of DBE involvement with this procurement. If sought, such information must be strictly confined to matters of offeror responsibility and must be received by the Authority within two (2) days of the date request is made.
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In the event a contract is awarded, the DBE Participation Plan submitted by the successful offeror and the terms, conditions and requirements contained in this solicitation shall become an integral part of the contract, binding said offeror to full and faithful performance in accordance with said plan. 4. Contract Compliance – DBE Payment Compliance Report and Site Visits a) During the performance of any resulting contract and for a period of up to three (3) years following completion of the contract work the Authority may initiate reviews for compliance with the requirements of the Authority's Prompt Payment Policy, DBE Program and the successful contractor’s DBE Participation Plan. Such reviews will involve the review of monthly invoices, the Payment Compliance Report forms, desk audits and/or onsite reviews. b) Concurrently with the submission of the invoice or each request for a progress payment under this contract, the contractor shall provide on the Payment Compliance Report form (Enclosure B-4 a breakdown of the amounts paid to date to subcontractors identified by the contractor to participate on this contract. As provided elsewhere in this solicitation document, the Authority may withhold all or part of any progress payment otherwise due the contractor if the contractor fails to submit the Payment Compliance Report form and/or make prompt payments according to RTA procurement procedures to all its subcontractors, suppliers, materialmen or laborers. Any award resulting from this procurement shall be and is conditioned upon the attainment of the aforesaid goals or the satisfactory showing of good faith efforts to attain said goals. Where a contractor is found by the Authority to have failed to comply with the requirements of the DBE Program or the contractor’s DBE Participation Plan, the contractor will be required to take corrective action. If corrective action is not promptly taken by the offending contractor, the following sanctions may be imposed (singly, in any combination, and in addition to any other remedies provided by law or equity): a) The Authority may withhold all further payments under the contract. b) The contractor may be ordered to stop work. c) The contract may be terminated for breach. d) Suspension or debarment proceedings may be commenced in accordance with 49 CFR, Part 29. e) The Director of Procurement may find the defaulting contractor non- responsible in respect to other solicitations for a stated period of time. f) The contract payments may be reduced by an amount equal to that designated in the DBE plan for DBE participation. g) The relevant performance bond(s) may be enforced.
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5. Nonsegregated Facilities Certificate. For construction contracts, the offeror and each of its subcontractors of any tier prior to receiving award of contract whose price will be $10,000 or greater, must file with GCRTA a Nonsegregated Facilities Certificate on the form supplied with these materials (See Pre-Award Data Form). The Offeror must submit its certificates as Enclosure B-4 of its Pre- Award Data submitted. The subcontractor's certificate must accompany the Post-Award submission described earlier in the Instructions.
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PART FOUR – PROCUREMENT PROCEDURES
PART FOUR – PROCUREMENT PROCEDURES
I. Procedures The selection of a Construction Support firm for the project services set forth in this RFP shall be made according to the requirements of the "Brooks Act" and the Oho Revised Code (ORC) Sections 9.33 and 9.332. These procedures generally require evaluation and ranking of firms/design teams on the basis of the technical proposal. The Authority shall offer the entity with the highest ranked proposal the opportunity to submit a price proposal and negotiate a contract. A. Initial Procedures 1. The Authority shall form a Proposal Evaluation Committee that shall evaluate and rank the qualifications of the proposals submitted. The evaluation criteria are set forth below. 2. Firms shall submit the technical proposal in the form requested Part III Instructions to Proposals. B. Preliminary Ranking of Proposals and Presentations 1. The Proposal Evaluation Committee shall evaluate and preliminary rank the technical proposals submitted: thereby, establishing a Zone of Consideration that will determine which proposers will be invited to make presentations to the Procurement Evaluation Committee. 2. The evaluation of proposed DBE participation at this state of the process is necessarily limited to evidence of good faith efforts to achieve the level of DBE participation set forth in the project goal, given the absence of pricing information by which to ascertain actual compliance with the project goal. a) This evaluation will be conducted by the Authority's Office of Business Development, which will look at the inclusion of DBEs in the design team and the allocation of hours to these DBEs. b) The Authority reserves the right to request additional information regarding the proposer's good faith efforts during this part of the evaluation of proposals. c) Evidence of good faith efforts satisfactory to the Authority must be provided in order for a proposer to be issued an invitation to make a presentation to the Procurement Evaluation Committee. However, a preliminary determination that good faith efforts have been made is subject to confirmation in the price proposal. 3. Those proposers invited to make presentations will then be notified and informed of the schedule, time, allotments, agenda/guidelines and other specifics for the presentation. C. Selection and Negotiation 1. After the conclusion of all of the interviews with the invited proposers, the Project Evaluation Committee will evaluate the proposals and prepare a final ranking of the firms interviewed.
2. The Authority will then initiate contract negotiations with the highest ranked proposer by providing a draft contract and requesting a price proposal for performance of the project services under the terms of the proposed agreement. The price proposal will include a presentation of the proposed level of DBE participation. 3. The Authority's Office of Business Development shall review the presentation of proposed DBE participation and request, as it deems necessary, additional information regarding the proposer's good faith efforts. A determination that the proposer has conformed with the Authority's DBE policy is a prerequisite for reaching the agreement with the proposer. 4. If the Authority and the highest-ranked proposer can reach an agreement, an award shall be formally made to conclude this procurement. Award of a contract will depend on the successful negotiation of: a) The work effort to be provided, in hours, for various categories of personnel. b) Staffing commitments. c) Contract Price, including the components thereof, and other matters concerning compensation. d) Acceptance of obligations of procurement clauses and other requirements imposed by the grant funding from the Federal Transit Administration. e) Terms of contract. f) Compliance with requirements for Affirmative Action. g) Conformance with the Authority's policy for DBE utilization. h) Any other matters at issue. 5. If such an agreement cannot be reached within a reasonable time, as determined by the Authority, it shall terminate negotiations with the highest ranked proposer. The Authority shall then solicit a price proposal from and initiate negotiations with the second ranked proposer. This procedure will be repeated with additional proposers in order of their respective rankings until an award can be made. 6. The Authority reserves the right to award a contract or reject all proposals. II. Evaluation and Ranking of Proposals The criteria with which the Authority will evaluate the submitted proposals is set forth A. Project Manager 15 points B. Assigned Staff 35 points C. Past Performance 20 points D. Project Approach 20 points E. Location of Majority of Work 10 points F. DBE Participation Yes/No TOTAL POINTS 100
Discussion A. Project Manager The proposed Project Manager shall, using a points system, be evaluated based on the current statement of qualifications/RFP response and any performance data already on file with GCRTA, together with statements submitted by other agencies regarding the proposed Project Manager. The Selection Committee may contact project references listed as necessary to conduct the evaluation. The evaluation will result in a score being assessed for this category with the highest ranked project manager receiving the maximum number of points. B. Assigned Staff The experience and strength of the assigned staff, including the subconsultant staff, should be ranked and scored as noted for Project Manager above, with higher point values assigned on most relevant project experience. The selection committee may contact project references listed, as necessary to conduct the evaluation. C. Past Performance The Consultant’s past performance on similar projects shall be evaluated using the points system and a score assessed. The allocation of points to this category should take into consideration the complexity of the projects and ay sub-factors identified in the RFP. The Selection Committee may contact project references listed, as necessary to conduct the evaluation. D. Project Approach This criterion measures the degree to which the proposal demonstrates a comprehensive and accurate portrayal of the Consultant’s understanding of the project. Included in this degree to which the Consultant articulates the existing and potential design challenges of the project and their approach completing the project. E. Location of the Majority of the Work Points will be assigned based upon the location where the majority of the work is proposed to be performed as follows:
10 points > 50% of work performed within Cuyahoga County
5 points > 50% of work performed within Cuyahoga County and adjacent counties
0 points > 50% of work performed outside of Cuyahoga County and adjacent counties. Contract Negotiations Award of a contract will depend on the successful negotiation of: A. The work effort to be provided, in hours, for various categories of personnel. B. The hourly salaries of various categories of personnel. Company overhead and profit are negotiable and subject to government audit (GCRTA Federal, State). C. Staffing commitments (Project Team and Subcontractors).
D. Other Direct Costs (miscellaneous costs, travel, etc.). E. Work Schedule. F. Any other matters at issue. Award will also be contingent upon acceptance of the announced terms of the contract and compliance with all requirements for Affirmative Action, DBE and other required assurances.
ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION RFP 2014-194
THIS AGREEMENT, entered into as of the ____ day of ______, 2015, by and between ______(hereinafter called “Consultant”), whose business address is ______and the Greater Cleveland Regional Transit Authority, (hereinafter called “GCRTA” or the “Authority”) having an office at 1240 West 6th Street, Cleveland, Ohio 44113, acting pursuant to Resolution No. _____.
WITNESSETH THAT:
Contract with Consultant. The Authority hereby agrees to engage the Consultant, and the Consultant agrees to provide said services hereinafter set forth in conformity with its professional standard and with regard to all applicable Federal, State, and Local laws to which the Authority and the Consultant and their respective employees are subject.
Scope of Services The Consultant shall do, perform, and carry out in a satisfactory, proper, and timely manner the rendering of services (hereinafter called the "Services") set forth in the attached Scope of Services (Attachment A), and the Project Schedule, Attachment C, both of which are incorporated by reference hereto and made a part of this contract in accordance with the following terms and conditions:
a) Schedule of Compensation (Attachment B), Schedule of Performance (Attachment C), and Schedule of Insurance (Attachment D) all of which are attached hereto and incorporated herein by this reference.
b) The Consultant shall report not less than monthly, if requested, the progress of the Services. The Consultant shall, at the request of the Authority, be available to report to the Authority's staff, Board of Trustees, or any committee thereof, progress reports, recommendations and any other information prepared, developed, obtained or related to the Services or the subject matter thereof.
c) It is specifically understood and agreed that time is of material concern. A breach of the time of performance is a breach of this Contract.
d) The Consultant shall perform its Services under the direction of the Authority's Project Manager or his/her designee, to whom it shall address all reports and submittals.
Key Personnel.
e) The Consultant shall utilize personnel suitable and appropriate to the subject matter of the Contract and the specific portion of the Services involved. The Consultant shall provide key personnel, in accordance with Attachment “B” of this Agreement. Changes in these assignments, with respect to either person or position, shall not be made without the prior written approval by the Authority. Personnel so employed shall be considered employees of the Consultant; or a sub Consultant, as
A/E T&Cs Page 1 of 10 Rev. May 2012 appropriate; under no circumstances shall any such personnel be considered employees of the Authority or as having any contractual relationship therewith.
f) None of the Services hereunder shall be subcontracted without the prior written consent of the Authority. In each instance, the Authority must approve any sub Consultant and its contract with the Consultant. Absent such approval, the Authority shall not compensate Consultant for Services performed by a sub Consultant.
g) Consultant represents and warrants that neither it nor its personnel to be employed hereunder are under obligation to any other individual, firm or other entity, which would conflict with or impair their ability to fully perform their services and other obligations hereunder. Consultant further represents and warrants that, if it or any of its personnel to be employed hereunder possess trade secrets or other confidential information of any other individual, firm or other entity under obligation of non- disclosure, they shall perform their services and other obligations hereunder in full compliance with the terms of such obligation.
Time of Performance. The term of this contract shall be identified in the Notice To Proceed, in accordance with the Request for Proposal Scope of Services and Consultant’s Schedule of Performance. In task order contracts, the term of performance will be stated when the first task order is issued. The services of the Consultant are to commence upon the effective date of this Agreement and shall be undertaken and completed in accordance with the schedule established in Attachment C, or any modification thereof agreed upon by the parties hereto. These services shall continue until all tasks have been completed and finally accepted by The Authority. The total performance schedule as described in Attachment C will begin with Notice to Proceed to the Consultant. Any extension of this Contract or Services performed after the end of such term may be authorized in writing only by the General Manager of the Authority, or his/her designee.
Compensation and Method of Payment.
a. The Authority agrees to pay the Consultant an amount not to exceed xx thousand & 00/100 dollars ($xxx,xxx.xx) for performance of the contract, on the basis set forth in Attachment B hereto. This contract type is Firm-fixed-Price (FFP).
b. Payments hereunder will only be made upon invoices properly submitted in accordance with this Contract. Invoices shall be submitted monthly for Services performed or costs incurred during the preceding month.
c. Each invoice submitted shall identify the purchase order issued for this contract. Each invoice shall be supported by a statement of services rendered by the Consultant, identifying the specific services performed, the time involved, the classification of the individual or group performing the Services, and the rate(s) associated therewith.
d. Final payment shall be made by the Authority only upon satisfactory completion of each and every obligation of the Consultant hereunder and the submittal of all necessary and appropriate documentation required hereunder.
A/E T&Cs Page 2 of 10 Rev. May 2012 e. Payments will generally be made within thirty (30) days following approval of the invoice. Such approval or payment shall not constitute acceptance or approval of the product and/or services invoiced. Late payments shall accrue no interest.
f. Payment will only be made for services accepted. For services accepted for which acceptance is later revoked prior to payment, the payment will be withheld until defects in the nonconforming services are cured and accepted. In the case of serial deliveries and serial invoicing, GCRTA reserves the right to deduct overpayments from current invoice amounts.
g. The Consultant agrees to pay each sub consultant under this contract for satisfactory performance of its contract no later than ten (10) calendar days from receipt of each payment the Consultant receives from the Authority. Any delay or postponement of payment from the above referenced time frame may occur only for good cause following written approval from the Contracting Officer.
Terms of Agreement. The effective date of this Agreement shall be the date of its execution by the Authority. The services of The Consultant are to commence upon the effective date of the Notice to Proceed and shall be undertaken and completed when and in the sequence required to accomplish the tasks described in the Scope of Services. These services shall continue until all tasks have been completed and accepted by the Authority.
Limitation of Costs. The parties agree that the services hereunder, as presently contemplated, will not cost the Authority more than the amount specified in Paragraph 6(a) above. The Consultant shall notify the Authority in writing whenever the total billings reach eighty-five percent (85%) of the total contract price or any discrete portion thereof; or when the estimated total cost for the performance of this contract, exclusive of any fee, will be either greater or substantially less than had been previously estimated. As part of the notification, the Consultant shall provide the Authority with a revised estimate of the total cost of performing this contract.
Design Within Funding Limits. The Consultant shall design the project in an effort to comply with the budget specified in the Request for Proposal, as may be amended. Consultant shall, at each phase of the design effort, keep the Authority informed of the cost estimate and impact of any proposed alteration of the design.
Indemnification and Insurance.
a. To the fullest extent permitted by law and to the extent of Consultant's negligence, the Consultant shall, at its sole cost and expense, indemnify, defend, satisfy all judgments, and hold harmless the Authority and its agents, representatives, and employees from and against all claims, actions, judgments, costs, penalties, liabilities, damages, losses and expenses, including but not limited to attorney's fees and worker's compensation benefits arising out of or resulting from the performance of this contract, providing that any such claim, action, judgment, cost, penalty, liability, damage, loss or expense is caused in whole or in part by the negligence or professional errors or omission of the Consultant or any person or entity directly or indirectly employed by it. Such obligation shall not be construed to negate, abridge, or otherwise diminish any other right or obligation of indemnity which would otherwise exist as to any party or person described in this paragraph.
A/E T&Cs Page 3 of 10 Rev. May 2012 b. The Consultant shall obtain at its own expense the insurance specified in Attachment D hereto, and shall maintain said insurance in full force and effect at all times during the term of this Contract, including any extensions thereof.
c. The Consultant shall comply in all respects with the Ohio law known as the Workers Compensation Act, and with comparable laws of other jurisdictions in which work is performed. The Consultant shall pay into the State Insurance Fund necessary premiums required to cover all employees furnishing labor under this Contract and under control of the Consultant. The Consultant shall relieve the Authority from any costs due to accidents or other liabilities under this Act.
d. The Consultant shall not commence performance hereunder until it has obtained all required insurances and furnished satisfactory evidence thereof to the Authority. Consultant shall provide the Authority's Director of Procurement with no less than fifteen (15) days written notice prior to any cancellation or alteration of such policy or coverage. All such policies shall be obtained from companies duly licensed to provide such insurance in the State of Ohio, and having a A-X or better policy holders rating by the A.M. Best and Company, Incorporated.
e. Approval of such insurance by the Authority shall not relieve or decrease the liability of the Consultant hereunder. The Authority does not in any manner represent that the coverages or limits provided hereunder are sufficient or adequate to protect the Consultant's interests or liabilities.
Notice to Proceed. The Authority shall furnish the Consultant with written direction to commence performance hereunder entitled "Notice to Proceed" within ten (10) days after receipt of the required evidence of insurance and such other documentation as the Consultant may be required to provide prior to commencement of performance. The Authority shall not be responsible for any services performed or costs incurred prior to issuance of such Notice to Proceed.
Contract Changes. The Contract shall not be amended or modified except by written agreement of the parties.
Termination for Default. Should the Consultant through negligent action or inaction fail to perform its Services hereunder in accordance with accepted professional standards or in any manner imperil the Authority's right and ability to successfully pursue the subject matter of this Contract through negligent action or actions, or breach any duty hereunder, and fail to remedy such failure or breach in a timely manner as directed by the Authority, the Authority may terminate this Contract and pursue the Consultant responsible for any and all costs and liabilities arising as a direct or proximate result of such failure.
If the Consultant fails to perform the services within the time specified herein or any extension thereof; or if the Consultant fails to perform any of the other provisions of this contract, or so fails to make progress as to endanger performance of this contract in accordance with its terms, and in either of these two circumstances does not cure such failure within a period of ten (10) days after receiving such notice from GCRTA; thereafter, the GCRTA may have the work completed and pursue the Consultant for any resulting cost to the GCRTA.
Termination for Convenience.
A/E T&Cs Page 4 of 10 Rev. May 2012 The performance of work under this contract may be terminated by the Authority in accordance with this clause in whole, or from time to time in part, whenever the Authority shall determine that such termination is for the convenience of the GCRTA. Termination shall be effected by delivery to the Consultant of a notice of termination specifying the extent to which performance of work under the contract is terminated, and the effective date thereof. In the event of a termination for convenience, the Authority reserves the right to take possession of all drawings, in any stage of completion, licensed or not, and reserves the ability to complete said drawings by an Ohio Registered/Licensed A/E firm as selected by the Authority. In the event of such termination, the contract sum will be equitably adjusted by paying the Consultant its reasonably incurred costs for services (including overhead and profit) provided through the date of termination not to exceed the full amount of Compensation.
Rights Upon Breach. In addition to any rights reserved to GCRTA hereunder, the rights of the parties hereto shall be governed by the law of the State of Ohio. It is agreed that the rules therein shall have equal application to the delivery of services required by this agreement.
Confidentiality/Sensitive Security Information. The Consultant shall hold as confidential all information and data transmitted to it by, through or on behalf of the Authority, and shall not disclose such information or data in whole or in part to any third party except as may be specifically directed or approved by the Authority's General Manager or his designee. Each consultant and subconsultant must protect “sensitive security information” made available as a result of this Agreement, in accordance with 49 U.S.C. 40119(b) and implementing DOT regulations.
Prohibited Interest. No officer, member or employee of the GCRTA and no members of its governing body, and no other public office or employee of the governing body of the locality or localities included within the GCRTA, during his or her tenure, shall have any interest, direct or indirect, in this solicitation, any Contract negotiated subsequently, or the proceeds thereof.
Assignment. The Consultant shall not assign, transfer, convey, sublet or otherwise dispose of the Contract or its right, title or interest in or to the same or any part thereof without prior written consent of the GCRTA endorsed thereon or attached thereto, and any such attempt at assignment shall be void.
Compliance with Laws and Regulations/Federal Assistance. All services furnished pursuant to the specifications shall be in provided consistent with Consultants professional standard of care and with regard to the laws and regulations of the United States and State of Ohio. Consultant shall, if requested by the GCRTA, supply certification and evidence of such compliance. This Contract may be supported in part by Federal assistance under grants made by the Department of Transportation, Federal Transit Administration, pursuant to the Urban Mass Transportation Administration Act of 1964 and amendments (49 U.S.C. 1601 et seq.) and Surface Transportation Assistance Acts of 1982 and 1987, as may be amended. When so funded this Contract shall be subject to all rules and regulations promulgated pursuant thereto.
Disadvantaged Business Enterprises. In connection with the performance of this Agreement, the Consultant will cooperate with the Authority in meeting its commitments and goals with regard to the utilization of disadvantaged
A/E T&Cs Page 5 of 10 Rev. May 2012 business enterprises, and will use its best efforts to insure that disadvantaged business enterprises be afforded an opportunity to participate, to an extent reflective of their availability in the community in the performance of contracts financed in whole or in part with Federal funds under this agreement. Consequently, the DBE requirements of 49 CFR, Part 26, apply to this agreement.
In evidence of this assurance, a DBE Participation Plan concerning the engagement of disadvantaged business enterprises, executed by the Consultant, is attached hereto as part of Attachment “E”.
Covenant Against Contingent Fees. The Consultant warrants that no person or selling agencies has been employed or retained to solicit or secure this Contract upon an agreement or understanding for a commission or bonafide established commercial or selling agencies maintained by the Consultant for the purpose of securing business. For breach or violation of this warranty, the Authority shall have the right to annul this Contract without liability or at its discretion, to deduct from the Contract price, or otherwise recover the full amount or such commission, percentage, brokerage, or contingent fees.
Restrictions on Lobbying. This contract is subject to the provisions of Section 319, Public Law 101-121 (31 U.S.C.) 1352. For Contracts in excess of $100,000 Consultant must sign a lobbying certification form.
Audits and Inspection. The Consultant shall maintain books, records, documents, and other evidence directly pertinent to the performance of the Work under this Contract in accordance with generally accepted accounting principles and practices consistently applied and Federal Acquisition Regulations, Parts 30 and 31. The Consultant shall also maintain the financial information and data used by it in the preparation or support of the cost submissions required for this Contract, or any change order or claim, and a copy of the cost summary submitted to the Authority. The Authority, the U.S. government, and the State government or their authorized representative shall have access at all times during normal business hours to such books, records, documents, and other evidence for the purpose of inspection, audit, and copying. The Consultant will provide facilities or such access and inspection. The rights granted the Authority and the government under this provision shall remain in full force and effect for three (3) years after termination of this Contract for whatever reasons and shall extend to any subConsultants performing work valued in excess of ten thousand & 00/100 dollars ($10,000.00).
Integrated Agreement. This Contract, including the attachments referenced herein, constitutes the entire agreement of the parties. No prior agreements or understandings, or oral modifications or representations are enforceable hereunder unless reduced to written form, signed by both parties, and incorporated herein by amendment prior to performance of the affected Services.
Governing Law and Jurisdiction. This Contract shall be governed by, interpreted, and adjudicated in accordance with the laws of the United States, State of Ohio, and Courts of Cuyahoga County, as appropriate, notwithstanding any provisions of such laws relating to jurisdiction. Should any part or parts of this Contract be held unenforceable by any court of competent jurisdiction, such determination shall not affect the remainder thereof and the balance of this Contract shall remain in full force and effect.
A/E T&Cs Page 6 of 10 Rev. May 2012
Non-Discrimination. Consultant agrees that it will not discriminate against any employee or applicant for employment because of race, color, creed, national origin, sex, age or disability in accordance with the following Federal Statutes and regulations, and any other implementing regulations issued pursuant to the: Civil Rights Act as amended, Titles VI (42 U.S.C. 2000d) and VII (42 U.S.C. 2000e); Age Discrimination Act of 1975, as amended (42 U.S.C. 6102); Age Discrimination in Employment Act of 1967 as amended, (29 U.S.C. 623); Americans with Disabilities Act of 1990, as amended, (42 U.S.C. 12132 and 42 U.S.C. Sec. 12112) and implementing regulations (29 C.F.R. Part 1630), Federal transit law (49 U.S.C. 5332); Executive Order 11246, as amended by Executive Order 11375 (42 U.S.C. 2000e note) and implementing regulations (41 C.F.R. Parts 60 et seq.). The Consultant also agrees to include these requirements in each subcontract financed in whole or in part with Federal assistance provided by the Federal Transit Administration.
Environmental Indemnity. Contractor agrees for itself, its officers, employees and agents that it will hold harmless, indemnify and defend GCRTA, its Board, Officers, and employees from and against all claims, demands, findings, judgments, orders, or actions arising out of or in any way connected with the services provided to GCRTA under this contract, including without limitation, all activities associated with the loading, transport, unloading and disposal of any and all substances under the purview of any law, rule, order or ordinance, promulgated for the protection of the environment such as and without limiting the foregoing, CERCLA, SARA, RCRA, TSCA, SDNA, Clean Air Act, Clean Water Act, Right to Know Laws, and the state equivalents of each of the foregoing. Contractor further agrees that the defense guaranteed hereby shall be provided by a lawyer or firm or firms selected by GCRTA.
Recycled Products/Energy Conservation. Consultant agrees to comply with the requirements of Section 6002 of the Resource Conservation and Recovery Act, as amended (42 U.S.C. 6962), including but not limited to the regulatory provisions of 40 CFR Part 247, and Executive Order 12873, as they apply to the subject matter of this Contract. Consultant further agrees to comply with applicable mandatory energy efficiency standards and policies of applicable state energy conservation plans issued in accordance with 42 USC Sections 6321 et seq.
Clean Air Act and Clean Water Act. Where the price of this procurement exceeds one hundred thousand dollars ($100,000.00), Consultant agrees to comply with the requirements of the Clean Water Act and the Clean Air Act, 33 U.S.C. 1251 et seq. and 42 U.S.C. 7401 seq., respectively. Consultant agrees to report and require each subcontractor at any tier to report any violation of these requirements resulting from any implementation activity of a subcontractor or itself to FTA and the appropriate U.S. EPA Regional Office.
Buy America. Consultant acknowledges and agrees that it will design in accordance with “Buy America Requirements” located at 49 CFR Part 661.
Fly America. Consultant acknowledges that to the extent this contract is federally funded, Owner will not participate in the costs of international air transportation of any persons involved in or property acquired for work under this contract, unless such air transportation is provided by U.S. flag air
A/E T&Cs Page 7 of 10 Rev. May 2012 carriers if available, in accordance with the International Air Transportation Fair Competitive Practices Act of 1974 (49 U.S.C. 40118), as amended, and implementing regulations.
Safety Belt Use. Pursuant to Federal Executive Order No. 13043, Consultant is encouraged to adopt and promote on-the-job seat belt use for its employees and other personnel operating vehicles involved in the project.
Patents. Consultant shall pay all royalties and license fees attributable to the use of goods, materials, equipment or processes used to perform its obligations hereunder. Consultant agrees to defend against and hold harmless the GCRTA from all claims of infringement.
Copyrighted Material. The Greater Cleveland Regional Transit Authority, for its own internal use only, may copy or reproduce, in whole or in part, any manuals, catalogs, process sheets, technical reports, engineering drawings, standards and specifications and associated lists, related information and any other documentation required for GCRTA internal use. Subject to any Federal rights as outlined in 49 CFR section 18.34 and 49 CFR Section 19.36, computer software may not be reproduced or copied without the express written consent of the owner of the copyright.
Shipments. Should equipment, materials or commodities provided hereunder be transported by ocean vessel, Consultant shall comply with the requirements of PL 109-304 and 46 CFR Part 381 regarding the use of privately owned U.S. Flag commercial vessels. Should equipment, materials or commodities provided hereunder be transported by air carrier, Consultant shall comply with 41 CFR Sections 301-10.131 through 301-10.143.
No Obligation by the Federal Government. Consultant and GCRTA agree that, notwithstanding any concurrence by the Federal Government in or approval of the solicitation or award of the underlying Contract, absent the express written consent of the Federal Government, the Federal Government is not a party to this Contract and shall not be subject to any obligations or liabilities to the GCRTA, the Consultant or any other party pertaining to any matter resulting from the underlying Contract; Consultant further agrees to include this clause, without modification, in any subcontract issued hereunder.
Program Fraud and False or Fraudulent Statements or Related Acts. Consultant agrees that the provisions of the Program Fraud Civil Remedies Act of 1986, as amended, 31 U.S.C. Sec 3801 et seq. and U.S. DOT regulations, “Program Fraud Civil Remedies,” 49 C.F.R. Part 31 apply to its actions and those of its subcontractor(s) pertaining to this Contract; Consultant further agrees to include this clause without modification, in any subcontract issued hereunder.
Reporting of Fraudulent/Improper Acts. If Contractor suspects or has knowledge of unethical, improper and/or fraudulent acts by GCRTA personnel, including but not limited to conflicts of interest, bribery, fraud, waste, abuse, extortion, and kickbacks, the Contractor shall contact the GCRTA Executive Director of Internal Audit on the GCRTA Fraud Hotline (216-781-4080).
Documents and Records (Paper and Electronic). Documents and records, including electronic records, created and maintained by the Contractor under this Contract may be subject to the
A/E T&Cs Page 8 of 10 Rev. May 2012 Ohio Public Records Act, Ohio Rev. Code § 149.43 et seq. The Contractor shall maintain all documents and records related to this Contract, including electronic records, in accordance with GCRTA’s records retention policy and schedule. Under that policy, contracts are retained for fifteen (15) years. Prior to destruction of any documents or records related to this Contract, the Contractor shall comply with the provisions of GCRTA’s records retention policy relating to destruction of records.
To the extent that the Contractor becomes aware of actual or potential litigation related to this Contract, the Contractor shall immediately notify the Authority’s Deputy General Manager for Legal Affairs. The Contractor shall preserve any and all records, including electronic records, created or maintained under this contract until advised by the GCRTA Legal Department, in writing, that they are no longer needed. Any suspension issued under this paragraph shall supersede any previously or subsequently established destruction schedule for such records.
Compliance with Laws and Regulations. All services furnished by Consultant shall be prepared in accordance with its professional standard of care and with regard to the regulations of the State of Ohio, County of Cuyahoga, and City within which the work under this Agreement and the corresponding construction will take place. Consultant shall, if requested by GCRTA, supply certification and evidence of such compliance.
Required Provisions Deemed Inserted. Each and every clause required by Federal or State statute or regulation to be inserted into this Contract is deemed to be inserted herein and this Contract shall be read and enforced as though it were included herein. If through mistake or otherwise any such provision is not inserted, or it not correctly inserted, then upon the application of either party the Agreement shall forthwith be amended to make such insertion or correction.
A/E T&Cs Page 9 of 10 Rev. May 2012
IN WITNESS WHEREOF, Consultant and the Authority have executed this Contract at Cleveland, Ohio, as of the date first written above:
ATTEST: CONSULTANT
______Authorized Signature
______Title
ATTEST: GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY
______Joseph A. Calabrese, CEO General Manager/Secretary-Treasurer
APPROVED AS TO LEGAL FORM:
By______Sheryl King Benford, General Counsel Deputy General Manager for Legal Affairs
A/E T&Cs Page 10 of 10 Rev. May 2012 RFP No. 2014-194
ATTACHMENT A
REQUIREMENTS CONCERNING EEO & AFFIRMATIVE ACTION (FOR NON-CONSTRUCTION CONTRACTS AND SUBCONTRACTS)
The GCRTA Office of Small Business and Employment Opportunity is eager to assist you in fully completing the requirements of this Notice and the Authority’s Equal Employment Opportunity Program. If you have any questions, please call the Office of Small Business and Employment Opportunity 216-566-5002. Please read carefully all of the information attached. Proposers are cautioned, however, that oral representations may not be relied upon. Such representations must be confirmed by specific writing issued by the Director of Procurement as an addendum or as a clarification of this solicitation document.
The Affirmative Action Plan for equal employment opportunity is the Greater Cleveland Regional Transit Authority's (GCRTA) written commitment to undertake specifically planned action to ensure equality of opportunity in employment practices by firms contracting for goods and services with GCRTA. As required by the Instruction, the following information must be submitted with your bid: I. Form EEO-1 - Enclosure A-1 Equal Employment Data Forms showing the current utilization of minorities and women by job category within your organization. II. Non-discrimination - Enclosure A-2 Affidavit assuring non-discrimination in employment practices. III. Employment Practices - Enclosure A-3 All Proposers/Proposers and their first tier subcontractors or subconsultants proposing a contract hereunder in an amount of $l0,000 or more must complete Enclosure A-3. If the proposer or any of its first tier subcontractors or subconsultants employ more than 50 persons and will be entering into a contract hereunder in an amount of $50,000 or more, then an Affirmative Action Plan for employment of minorities and women must be submitted when called for by GCRTA. IV. Requirements Concerning the Submission of an Affirmative Action Plan Enclosure A-4 (For Non-Construction Contractors) If requested, provide an Affirmative Action Plan(s) in accordance with the guidelines set forth on Enclosure A-4.
V. Requirements on Prime and Sub-Contractors – Enclosure A-5
All Contractors and their subcontractors bidding on a contract must complete Enclosure A-5.
Rev. 9/99 RFP No. 2014-194 Page 1 of 2
Joint Reporting ENCLOSURE A-1 Standard Form100 Committee EQUAL EMPLOYMENT OPPORTUNITY Equal Employment Opportunity EMPLOYER INFORMATION REPORT EEO - 1 Commission FOR Office of Federal THE GREATER CLEVELAND REGIONAL TRANSIT Contract Compliance AUTHORITY Programs (Labor)
Section A--TYPE OF REPORT Refer to instructions for number and types of reports to be filed. 1. Indicate by marking in the appropriate box the type of reporting unit for which this copy of the form is submitted (MARK ONLY ONE BOX)
1. Single Establishment Employer Report Multi-establishment Employer 2. Consolidated Report (Required) 3. Headquarters Unit Report (Required) 4. Individual Establishment Report (submit one for each establishment with 50 or more employees). 5. Special Report
2. Total number of reports being filed by this Company (Answer on Consolidated Report only). ______
Section B--COMPANY IDENTIFICATION (To be answered by all employers) OFFICE USE 1. Parent Company ONLY a. Name of parent company (owns or controls establishment in item 2) omit if same as label a.
Name of Receiving Office Address (Number and Street b. City or Town County State Zip Code b. Employee Identification No.
OFFICE USE 2. Establishment for which this report is filed (Omit if same as label) ONLY a. Name of establishment c.. Address (Number and street) City or Town County State Zip Code d.
b. Employer Identification No. Omit if same as label e. Section C--EMPLOYERS WHO ARE REQUIRED TO FILE (To be answered by all employers)
Yes No 1. Does the entire company have at least 100 employees in the payroll period for which you are reporting? Yes No 2. Is your company affiliated through common ownership and/or centralized management with other entities in an enterprise with a total employment of l00 or more? Yes No 3 . Does the company or any of its establishments (a) have 50 or more, employees AND (b) is not exempt as provided by 41 CFR 60-l.5 AND either (1) is a prime government contractor or first tier subcontractor, and has a contract subcontract, or purchase order amounting to S50,000 or more or (2) serves as a depository of Government funds in any amount or is a financial institution which is an issuing and paying agent for U S Savings Bonds and Savings Notes? If the response to question C - 3 is yes, please enter your Dun and Bradstreet identification number (if you have one)
Yes No 4 Does the company receive financial assistance from the Small Business Administration (SBA)?
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Section D - EMPLOYMENT DATA Employment at this establishment - Report all permanent full time or part-time employees including apprentices and on-the job trainees unless specifically excluded as set forth in the instructions. Enter the appropriate figures on all lines and in all columns. Blank spaces will be considered as zeros. NUMBER OF EMPLOYEES Overall Male Female Totals White Black Hispanic Asian or American White Black Hispanic Asian or American JOB CATEGORIES Sum Of (Not of (Not of Pacific Indian or (Not of (Not of Pacific Indian or Col B Hispanic Hispanic Islander Alaskan Hispanic Hispanic Islander Alaskan Thru K Origin) Origin) Native Origin) Origin) Native Officials and Managers 1 Professionals 2 Technicians 3 Sales Workers 4 Office and Clerical 5 Craft Workers (Skilled) 6 Operatives (Semi Skilled) 7 Laborers (Unskilled) 8 Service Workers 9 TOTAL 10 Total employment reported in previous EE0-1 report 11 (The trainees below should also be included in the figures for the appropriate occupational categories above) Formal White collar 12 on-the- job Production 13 trainees NOTE: Omit questions 1 and 2 on the Consolidated Report 1. Date(s) of payroll period used: 2. Does this establishment employ apprentices? 1. Yes 2. No Section E--ESTABLISHMENT INFORMATION (Omit on the Consolidated Report) 1. Is this the location of the establishment the same as that 2. Is the major business activity at this establishment the same reported last year? as that reported last year? Office 1 Yes 2 No 3 No Report 1 Yes 2 No 3 No Report Use Only 3. What is the major activity of this establishment? (Be specific, i e, manufacturing steel castings, retail grocer, wholesale plumbing supplies, title insurance, etc. Include the specific type of product or type of service provided, as well as the principal business or industrial activity.)
Section F--REMARKS Use this item to give any identification data appearing on last report which differs from that given above explain major changes in composition or reporting units and other pertinent information
NOTE: The section below must be completed and signed by your company Section G--CERTIFICATION (See Instructions G) Check 1 All reports are accurate and were prepared in accordance with the instructions (check on consolidated only) one 2 This report is accurate and was prepared in accordance with the instructions Name of Certifying Official Title Signature Date
Name of person to contact regarding this report (Type or print) Address (Number and Street)
Tittle City and State Zip Code Telephone Area Code Number Extension
All reports and information obtained from individual reports will be kept confidential as required by Section 709(e) of Title Vll WILLFULLY FALSE STATEMENTS IN THIS REPORT ARE PUNISHABLE BY LAW, U S CODE TITLE 18, SECTION 1001
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ENCLOSURE A-2 NONDISCRIMINATION AFFIDAVIT
STATE OF ______) ) SS COUNTY OF ______)
______, being first duly sworn deposes and says:
1. That he/she is the ______(President or other authorized official of Company, or Partnership, a Corporation or Partnership organized and existing under and by virtue of the laws of the State of ______on whose behalf he/she makes this affidavit (hereinafter "Contractor").
2. That Contractor does not and will not discriminate in its employment practices because of race, religion, color, sex, national origin, handicapped persons or Vietnam-Era Veterans.
3. That Contractor further understands this contract, purchase order or agreement is subject to the Urban Mass Transportation Act of 1964, as amended (49 U.S.C. 1601, et seq.) and Exec. Order. 11246, as amended, and the Affirmative Action Policy of GCRTA, and shall be subject to all rules and/or regulations issued pursuant thereto regarding nondiscrimination in federally-assisted programs of the United States Department of Transportation.
4. That Contractor agrees to be bound to the obligations imposed by said act, executive ordinance and policy.
5. That Contractor agrees that during the performance of any contract resulting from this bid/proposal:
a. The Contractor will not discriminate against any employee or applicant for employment because of race, color, religion, sex, or national origin. The Contractor will take affirmative action to ensure that applicants are employed, and that employees are treated during employment without regard to their race, color, religion, sex, or national origin. Such action shall include, but not be limited to the following: employment, upgrading, demotion, or transfer, recruitment or rates of pay or other forms of compensation; and selection for training, including apprenticeships. The Contractor agrees to post in conspicuous places, available to employees and applicants for employment, notices to be provided by the GCRTA setting forth the provisions of this nondiscrimination clause.
b. The Contractor will, in all solicitations or advertisements for employees placed by or an behalf of the Contractor, state that all qualified applicants will receive consideration for employment without regard to race, color, religion, sex, or national origin.
c. The Contractor will send to each labor union or representative of workers with which he has a collective bargaining agreement or other contact or understanding, a notice to be provided by the GCRTA advising the said labor union or worker’s' representative of the Contractor’s commitments under this Section 202 of Executive Order 11246 of September 24, 1965, and shall post copies of the notice in conspicuous places available to employees and applicants for employment.
d. The Contractor will comply with all provisions of Executive Order 11246 of September 24, 1965, as amended by Executive Order 11375, and with the rules, regulations, and relevant orders of the Secretary of Labor.
e. The Contractor will furnish all information and reports required by Executive Order 11246 of September 24, 1965, and by rules, regulations, and orders of the Secretary of Labor, or pursuant thereto, and will permit access to his books, records, and accounts by the GCRTA and the Secretary of Labor for purposes of investigation to ascertain compliance with such rules, regulations, and orders.
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f. In the event of the Contractor’s noncompliance with the nondiscrimination clauses of this agreement or with such rules, regulations or orders, this agreement may be canceled, terminated, or suspended in whole or in part, and the Contractor may be declared ineligible for further government contracts of Federally assisted contracts in accordance with procedures authorized in Executive Order 11246 of September 24, 1965, as amended, and such other sanctions may be imposed and remedies invoked as provided in Executive Order 11246 of September 25, 1965, or by rule, regulation, or order of the Secretary of Labor, or as otherwise provided by law.
g. The Contractor will include a citation to 41 CFR 60-1(b) and (c) and the provisions of Paragraphs (a) through (g) herein, in every subcontract or purchase order unless exempted by rules, regulations, or orders of the Secretary of Labor issued pursuant to Section 204 of Executive Order 11246 of September 24, 1965, as amended by Executive Order 11375, so that such provisions shall be binding upon each subcontractor or vendor. The Contractor will take such action with respect to any subcontract or purchase order as the Secretary of Labor may direct as a means of enforcing such provisions, including sanctions for noncompliance, provided, however, that in the event a Contractor becomes involved in, or is threatened with, litigation with a subcontractor or vendor as a result of such direction by the Urban Mass Transportation Administration, the Contractor may request the United States to enter into such litigation to protect the interests of the United States.
______Company or Partnership
______(President or other official title)
Subscribed and sworn to before me, this ______day of ______, 20___.
______Notary Public in and for the County of ______
State of ______.
My commission expires on the ______day of ______, 20____.
(Seal)
(TO BE SUBMITTED WITH BID)
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ENCLOSURE A-3 EMPLOYMENT PRACTICES (FOR NON-CONSTRUCTION CONTRACTORS ONLY)
To Be Prepared By:
Non-construction Prime Contractors and first tier subcontractors or suppliers with a contract greater than $10,000.
Solicitation No. ______
Name of Project ______
Location of Workforce ______
Prime Contractor ______
Subcontractor ______
In keeping with GCRTA policy of nondiscrimination in employment practices, the ______has set as a one year goal for the utilization of (Name of Company) minorities and females having requisite skills equal to be number and percentage that is in relation to their presence in the labor market area used, which is _____ % for minorities and _____ % for females. The ______, by its ______assures the GCRTA that good faith efforts will be used to achieve said goals. The good faith efforts proposed are described in the attached narrative. (If more than 50 employees and a contract of $50,000 or more is contemplated, an Affirmative Action Plan per Enclosure A-4 is supplied in lieu of this narrative and is submitted when called for by the GCRTA.)
______Signature and Title of Company Official (Contractor)
______Signature and Title of Company Official (Subcontractor)
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ENCLOSURE A-4 REQUIREMENTS CONCERNING THE SUBMISSION OF AN AFFIRMATIVE ACTION PLAN (FOR NON-CONSTRUCTION CONTRACTORS)
Where the non-construction prime contractor or subcontractor has 50 or more employees and is participating in contracts with the GCRTA which exceed $50,000, an Affirmative Action Plan must be submitted to the GCRTA Office of Small Business and Employment Opportunity when called for. At a minimum, in accordance with the RFP the following information must be provided in your Affirmative Action Plan: I. Equal employment policy statement for the employment of minorities and women. A. How and to whom was policy statement circulated? 1. Internally (within your company) 2. Externally (all sources used for recruitment). B. Who is or will be responsible for the implementation of these policies?
II. Goals and Timetables for hiring minorities and women for the next year, or duration of this contract, whichever is greater, including: A. Total employees expected to be employed in each job category (use job categories shown on EEO-1 form). B. Group employees (Blacks, Hispanics, women, etc.) in each job category. C. Labor market availability group information - availability of minoritie/s and women. With the exception of Construction Contractors, use this information to establish the goals required in Item "e" (contact State employment office to get this information). D. Number of expected job opportunities. If not expected, goals as required in Item "e" must still be established to allow for unexpected hiring. E. Goals number and percent of minorities and women to be reached. F. If goals are not reached within the period specified, when called for you must justify the reasons for not meeting the goals by demonstrating the good faith efforts used to meet the goals. III. Development and Execution of Program A. Method to be used for recruiting job applicants. 1. Recruiting efforts should be directed towards schools, colleges, universities, newspapers, radio, state employment offices, churches, social and employment agencies and other sources appropriate for your needs, i.e., labor unions. 2. These efforts when called for, must be substantiated by written documentation. B. Method used for evaluating program.
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ENCLOSURE A-5 REQUIREMENTS CONCERNING PRIME AND SUB-CONTRACTORS
Contract No.: ______Project Name: ______
In accordance with FTA Federal Regulation 49 CFR, Part 26.11, the Office of Business Development is required to create and maintain a bidders lists on all Prime and Sub-Contractors that seek to participate on Greater Cleveland Regional Transit Authority (GCRTA) Federally assisted contracts. Please complete this information in its entirety.
PRIME CONTRACTOR (This information must be provided on the Prime bidder on this Project)
Name of Firm: ______ Certified DBE Non-DBE
Mailing Address: ______
City/State/Zip Code: ______
Contact: ______Phone No. ______Fax No. ______
Date Business Established (Month, Day and Year): ______
Gross Sales in Dollars Last FY: Less than $500,000 $500,000 - $1 million $1 million - $2 million $2 million - $5 million Over $5 million
SUB-CONTRACTOR(S) (This information must be provided for all sub-contractor(s) proposed to work on this Project)
Name of Firm Certified DBE Year Firm Approximate Annual Yes No Established Gross Sales
I certify the above information contained in this document is true and accurate as of the stated date. I understand FALSE or misleading statements may disqualify the firm from participation on GCRTA’s Federally assisted contracts.
______Title of Person Authorized to Sign Signature Date
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ATTACHMENT B
DISADVANTAGED BUSINESS ENTERPRISE UTILIZATION
DEPARTMENT OF TRANSPORTATION POLICY It is the policy of the Department of Transportation that socially and economically disadvantaged and women's business enterprises (DBEs), as defined at Title 49, Code of Federal Regulations, Part 23 and 26, shall have the maximum opportunity to participate in the performance of contracts financed in whole or in part with Federal funds. Consequently, the DBE requirements of 49 CFR, Part 23 and 26, shall apply to any agreement resulting from this procurement. Participants in this procurement agree to ensure that DBEs, as defined at 49 CFR, Part 23 and 26, have the maximum opportunity to participate in the performance of contracts and subcontracts financed in whole or in part with federal funds. In this regard, the Proposers shall take all necessary and reasonable steps in accordance with 49 CFR, Part 23 and 26, and GCRTA’s DBE Program to ensure that DBEs have the maximum opportunity to compete for the performance of contracts. Neither the Proposers nor the selected contractor shall discriminate on the basis of race, color, national origin or sex in the performance of a resulting DOT-assisted contract.
I. OVERALL GOALS The term "disadvantaged business" means a small business concern, which is at least 51 percent owned by one or more socially and economically disadvantaged persons or, in the case of a publicly owned business, at least 51 percent of the stock of which is owned by one or more socially and economically disadvantaged individuals and whose management and daily business operation are controlled by one or more of the socially and economically disadvantaged individuals who own it. “socially and economically disadvantaged individuals” means a citizen of the United States (or lawfully admitted permanent resident) who meets the criteria set forth in 49 C.F.R. Section 26.5. The GCRTA annually sets overall DBE goals for work to be performed under GCRTA contracts, including construction activity procurement of common goods and services, and personal service contracts. While the expected percentage of certified DBE utilization may vary from contract to contract due to the availability of DBEs in any given line of work, the GCRTA believes that overall goals to be realistically obtainable over time with the assistance of the federal government, the business community and DBE organizations. In order to meet Federal requirements and to provide for maximum participation of certified DBEs, the GCRTA specifies a percentage of participation goal in contracts with subcontracting opportunities (the percentage may be zero). The transit vehicle manufacturers are exempt from the requirements, Terms and Conditions of this Attachment B, but must, as a condition for bidding, show evidence of FTA certification.
II. CONTRACT GOALS The GCRTA has specified a DBE goal of eighteen (18%) percent for the work to be performed under this contract. A. When a DBE participates in a contract, you count only the value of the work actually performed by the DBE toward DBE goals. 1. Count the entire amount of that portion of a construction contract (or other contract not covered by Paragraph (A)(2) of this section) that is performed by the DBE’s own forces. Include the cost of supplies and materials obtained by the DBE for the work of the contract, including supplies purchased or equipment leased by the DBE (except supplies and equipment the DBE subcontractor purchases or leases from the prime contractor its affiliate).
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2. Count the entire amount of fees or commissions charged by a DBE firm for providing a bona fide service, such as professional, technical, consultant, or managerial services, or for providing bonds or insurance specifically required for the performance of a DOT-assisted contract, toward DBE goals, provided you determine the fee t be reasonable and not excessive as compared with fees customarily allowed for similar services.
3. When a DBE subcontracts part of the work of its contract to another firm, the value of the subcontracted work may be counted toward DBE goals only if the DBE’s subcontractor is itself a DBE. Work that a DBE subcontracts to a non- DBE firm does not count toward DBE goals. a) When a DBE performs as a participant in a joint venture, count a portion of the total dollar value of the contract equal to the distinct, clearly defined portion of the work of the contract that the DBE performs with its own forces toward DBE goals. b) Count expenditures to a DBE contractor toward DBE goals only if the DBE is performing a commercially useful function on that contract. 4. A DBE performs a commercially useful function when it is responsible for execution of the work of the contract and is carrying out its responsibilities by actually performing, managing, and supervising the work involved. To perform a commercially useful function, the DBE must also be responsible, with respect to materials and supplies used on the contract, for negotiating price, determining quality and quantity, ordering the material, and installing (when applicable) and paying for the material itself. To determine whether a DBE is performing a commercially useful function, you must evaluate the amount of work subcontracted, industry practices, whether the amount the firm is to be paid under the contract is commensurate with the work it is actually performing and the DBE credit claimed for its performance of the work, and of the relevant factors DBE does not perform a commercially if its role is limited to that of an extra participant in a transaction, contract, or project through which funds are passed in order to : a) To be a regular dealer, the firm must be an established, regular business that engages, as its principal business and under its own name, in the purchase and sale or lease of the products in question.
b) A person may be a regular dealer in such bulk items as petroleum products, steel, cement, gravel, stone, or asphalt without owning, operating, or maintaining a place of business; if the person both owns and operates distribution equipment for long-term lease agreement and not on an ad hoc or contract by contract basis.
c) Packagers, brokers, manufacturers’, representatives, or other persons who arrange or expedite transactions are not regular dealers within the meaning of this paragraph.
d) With respect to materials or supplies purchased from a DBE which is neither a manufacturer nor a regular dealer, count the entire amount of fees or commissions charged for the delivery of materials or supplies required on a job site, toward DBE goals, provided you determine the fees to be reasonable and not excessive as compared with fees customarily allowed for similar services. Do not count any portion of the cost of the materials and supplies themselves toward DBE goals.
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Sixty percent of the total dollar value will be counted in the case of a DBE supplier that is not a manufacturer, provided that the DBE supplier performs a commercially useful function in the supply process to include brokers etc in accordance with 49 CFR 26.55 Paragraph 2b.
III. BIDDING REQUIREMENTS, TERMS AND CONDITIONS A. In addition to any other requirements contained in this Invitation to Bid or Request for Proposal, the following DBE Program requirements must be satisfied, bid must include a representation that: 1. The Proposer has met the goal established by the Authority for this procurement, or 2. The Proposer has made a good faith effort to attain the level of DBE participation sought by the Authority for this procurement Each Proposer must include a statement in attachment B-1 of the level of DBE participation attained through such effort. This submittal is regarded as a matter of bid responsiveness. Failure to make these submittals will serve to disqualify the bid as non- responsive to this Invitation to Bid. B. Each Proposer should also prepare a complete DBE Participation Plan that sets forth the extent of DBE involvement in this procurement, these materials are to be provided upon request, and will be considered in determining Proposer responsibility. C. DBE participation plans shall include the following minimum information: 1. DBE Participation Schedule, (Attachment B-3) which includes: a) Names and addresses of the DBE entities that will participate in the contract; b) The dollar amount of the participation of each named DBE; c) A description of the work each named DBE will perform; d) Verification of Certification attachment B-2 and Letter of Intent (Attachment B-4) from each DBE whose participation is proposed for the performance of this contract as a subcontractor or joint venture partner.
2. If the DBE goal is not met, the Proposer must document in attachment B-5 entitled Greater Cleveland RTA Office of Small Business Evaluation Form Good Faith Effort Documentation the good faith efforts it made to include DBE participation in the contract. . The documentation of the efforts is discussed in greater detail in paragraph 6 of this Section.
3. The following standards shall be applied in assessing the responsibility of the DBE plan submitted: a) Whether the participation plan contains capable currently certified DBE firms. b) Whether the firms listed in the plan are performing a commercially useful function c) Whether the listed firms are sharing monetary benefit in proportion to their share of the work of the project. d) Whether the plan exhibits a likelihood of goal attainment. e) Whether the prime/sub relationships are firm, i.e., whether conditional subcontractors have been entered.
D. The contractor must receive the approval of GCRTA Office of Small Business before termination or making substitution for any subcontractors listed in its DBE plan.
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Authority certified DBE entities are eligible for inclusion in a plan. Consult the DBE Directory, which is available upon request from the Procurement Department or the Office of Small Business (OSB) of the Authority for assistance in ascertaining certified status of some DBEs. All DBE entities are eligible for certification. Applications for certification must be made on the GCRTA Office of Small Business Disadvantaged Business Enterprise Certification Application (available on request of OSB) and submitted in advance of bid date. 1. The Authority will attempt to certify proposed DBE entities prior to bid; however it will not consider request for certification not completed prior to submittal of bids. 2. Proposer should not rely upon the approval of the certification applications submitted by its proposed DBEs will be approved for participation credit for this procurement. Certification for participation credit for this procurement will not be made after bids/proposals are opened). 3. However, substitution of DBE entities appearing in a plan may be permitted where the Disadvantaged Business Enterprise Officer (DBEO) determines that such substitution will not result in an abuse of the DBE Program. The burden of demonstrating the propriety of such substitution lies with the Proposer seeking such substitution. Denial of certification is final for the pending contract. Any person denied certification may appeal such decision in accordance with the provisions of 49 CFR, Part 26, Section 28.89, which is reproduced as part of the Joint Certification Application. E. The Authority may at any time prior to award seek clarification or additional information bearing upon Proposer responsibility in respect of DBE involvement with this procurement. If sought, such
F. Information will be strictly confined to matters of Proposer responsibility and should be received by the Authority within three (3) business days of the date request thereof is made. The Proposer’s commitment to a specific goal for DBE utilization as detailed in its DBE Plan shall constitute a presumption that good faith efforts to meet the DBE goal by subcontracting to or undertaking to joint venture with DBE firms have been made. If the Proposer fails to meet the goal, it will carry the burden of furnishing sufficient documentation, demonstrating its good faith efforts, by utilization. The standard by which the Authority will determine whether the efforts made by a Proposer were good faith efforts is whether such efforts could be reasonably be expected to produce sufficient DBE participation to meet the goals set for this procurement in reaching this decision, the Authority may consider all efforts advanced by the Proposer as well as the following: 1. Did the contractor attend any scheduled pre-solicitation or pre-bid meetings to inform DBEs of contracting and subcontracting opportunities? 2. Did the contractor advertise in general circulation, trade association and minority- focus media concerning the subcontracting opportunities? 3. Did the contractor provide written notice to a reasonable number of specific DBEs that their interest in the contract was being solicited, in sufficient time to allow the DBEs to participate effectively? 4 Did the contractor/supplier follow up with the DBE firms interested in participating.
5 Did the contractor/supplier select portions of work to be done by DBEs (including dividing contracts into economically feasible units to facilitate participation)?
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6 Did the contractor provide adequate information about plans, specifications, and/or contracting requirements?
7. Did the contractor negotiate in good faith with interested DBEs, not rejecting DBEs as unqualified without sound reasons? 8. Did the contractor make efforts to provide assistance to obtain bonding, lines of credit, or insurance? 9. Did the contractor effectively use the services of available minority and female organizations, contractors’ groups, state and local offices, etc., that have knowledge of available DBE firms or the names or organizations to locate such firms?
H. In the event a contract is awarded as a result of this procurement, the DBE Participation Plan submitted by the successful Proposer and the terms, conditions and requirements contained in this notice shall become an integral part of the contract, binding said Proposer to full and faithful performance in accordance with said plan. I. Any award resulting from the procurement shall be and is conditioned upon the attainment of the aforesaid goals or the satisfactory showing of good faith efforts to attain said goals. J. During the performance of any resulting contract and for a period of up to three (3) years following completion of the contract work the Authority may initiate reviews for compliance with the requirements of the Authority's DBE Program and the successful Proposer’s (hereinafter “Contractor”) DBE Participation Plan such reviews may involve review of monthly statements, desk audits and/or onsite reviews. Where a Contractor is found by the Authority to have failed to comply with the requirements of the DBE Program or the Contractor’s DBE Participation Plan, the Contractor will be required to take corrective action. If corrective action is not promptly taken by the offending Contractor, the following sanctions may be imposed (singly, in any combination, and in addition to any other remedies provided by law or equity): 1. The Authority may withhold all further payments under the contract. 2. The Contractor may be ordered to stop work 3. The contract may be terminated for breach. 4. Suspension or debarment proceedings may be commenced in accordance with 49 CFR, Part 29. 5. The Director of Procurement may find the defaulting contractor non-responsible in respect to other solicitations for a stated period of time. 6. The contract payments may be reduced by an amount equal to that designated in the DBE plan for DBE participation. 7. The relevant performance bond(s) may be enforced. K. Agreements between a supplier/contractor and a DBE in which the latter promises not to provide subcontracting quotations to other suppliers/contractors are prohibited. L. The Contractor will keep records and documents for three (3) years following performance of this contract to indicate compliance with this notice. Such records and, or copies thereof, will be made available at reasonable times and places for inspection by any authorized representative of the Authority and will be submitted to Authority upon request with any other compliance information which such representative may require.
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M. If, at any time, the Department of Transportation or RTA has reason to believe that any person or firm has willfully or knowingly provided incorrect information or made a false statement, it may refer the matter to the General Counsel of the Department of Transportation. They may initiate debarment proceedings in accordance with 41 CFR 1- 1.604 and 12-1.602 and/or refer the matter to the Department of Justice under 18 U.S.C. 1001, as they deem appropriate. N. Proposers and Contractors agree to be bound by all the requirements, terms and conditions of this notice. O. Nothing in this notice shall be interpreted to diminish the present contract compliance review.
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ENCLOSURE B-1
DECLARATION OF PROPOSED DISADVANTAGED BUSINESS ENTERPRISE UTILIZATION
THIS PAGE MUST BE COMPLETED BY PRIME PROPOSER TO INDICATE THE AMOUNT (PERCENTAGE) OF DISADVANTAGED BUSINESS ENTERPRISE PARTICIPATION.
The undersigned, as a representative of the entity, ______, submitting a bid/proposal for the ______project, hereby acknowledges that the DBE goal established for this project is _____ %.
Note: Proposer shall make one of the two certifications noted below:
1. The Proposer further represents that the proposed level of DBE participation as set forth in the enclosed Schedule of DBE participation for this project is _____ % and represents attainment of the DBE participation goal Letters of Intent confirming the proposed participation of the DBEs set forth on the Schedule of DBE Participation are attached.
2. The Proposer further represents that the proposed level of DBE participation as set forth in the enclosed Schedule of DBE participation for this project is _____ %. However, this level of DBE participation is less than the goal established for this project. The Proposer has attached:
a. the Schedule of DBE participation showing the level of DBE participation the Proposer has been able to obtain, supplemented with Letters of Intent confirming the proposed participation of the DBEs set forth on the Schedule of DBE Participation; and,
b. documentation of the Proposer’s good faith efforts to achieve the goal established for this project. This documentation shall include Certificates of DBE Unavailability for each contacted by the prime Proposer which will not be participating in performance of the contract). The documentation of the these efforts is discussed in greater detail in Section III. G of Attachment D.
______Date Representative of Proposer Title
(TO BE SUBMITTED WITH BID)
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ENCLOSURE B-2 DBE AFFIDAVIT
THIS PAGE TO BE COMPLETED BY DISADVANTAGED BUSINESS ENTERPRISE CONTRACTOR.
I hereby declare and affirm that I am the ______and duly authorized representative of the (firm of) ______(name of corporation or joint venture) whose address is ______. (Telephone Number
I HEREBY DECLARE AND AFFIRM THAT I AM A DISADVANTAGED BUSINESS ENTERPRISE (DBE) AS DEFINED BY THE GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY IN THE SPECIFICATIONS FOR
______
______(IFB number and name)
AND THAT I WILL PROVIDE INFORMATION AND/OR THE CERTIFICATION TO DOCUMENT THIS FACT.
I DO SOLEMNLY SWEAR OR DECLARE AND AFFIRM THAT THE CONTENTS OF THE FOREGOING STATEMENT ARE TRUE AND CORRECT, AND THAT I AM AUTHORIZED, ON BEHALF OF THE ABOVE FIRM, TO MAKE THIS AFFIDAVIT.
______(Affiant) (Date)
State of ______) ) City and County of ______)
On this ______day of ______, ______, before me, the undersigned officer personally appeared.
______, known to me to be the person described in the foregoing Affidavit, and acknowledged that he (she) executed the same in the capacity therein stated and for the purposes therein contained.
In witness thereof, I hereunto set my hand and official seal.
My Commission Expires:______
______(Notary Public)
(SEAL)
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ENCLOSURE B-3 DISADVANTAGED BUSINESS ENTERPRISE (DBE) PARTICIPATION PLAN
Name of Prime Contractor
Name of Project
Project/Contract No Total Bid Amount
Name of DBE Address Contact Person Scope of Work Dollar Value of Work 1.
2.
3.
4.
5.
6.
7.
Total DBE Dollars/%
The undersigned will enter into formal agreement with the DBEs listed above for work in this schedule conditioned upon the award of a contract by the Greater Cleveland Regional Transit Authority (GCRTA).
Signature of Prime Contractor Representative Phone Number Date
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The standard by which the Authority will determine whether the efforts made by a competitor were good faith efforts is whether such efforts could be reasonably be expected to produce sufficient DBE participation to meet the goals set for this procurement in reaching this decision, the Authority may consider all efforts advanced by the competitor as well as the following:
1. Whether the contractor attended any pre-solicitation or pre-bid meetings that were scheduled by the recipient to inform DBEs of contracting and subcontracting opportunities;
2. Whether the contractor advertised in general circulation, trade association, and minority-focus media concerning the subcontracting opportunities;
3. Whether the contractor provided written notice to a reasonable number of specific DBEs, that their interest in the contract was being solicited in sufficient time to allow the DBEs to participate effectively;
4. Whether the contractor followed up initial solicitations of interest by contacting DBEs to determine with certainty whether the DBEs were interested;
5. Whether the contractor selected portions of the work to be performed by DBEs in order to increase the likelihood of meeting the DBE goals (including, where appropriate, breaking down contracts into economically feasible units to facilitate DBE participation);
6. Whether the contractor provided interested DBEs with adequate information about the plans, specifications and requirements of the contract;
7. Whether the contractor negotiated in good faith with interested DBEs, not rejecting DBEs as unqualified without sound reasons based on a thorough investigation of their capabilities.
8. Whether the contractor made efforts to assist interested DBEs in obtaining bonding, lines of credit, or insurance required by the recipient or contractor; and
9. Whether the contractor effectively used the services of available minority community organizations; disadvantaged contractors' groups; local, state and Federal disadvantaged business assistance offices; and other organizations that provide assistance in the recruitment and placement of DBEs.
The following standards shall be applied in assessing the responsibility of the DBE plan submitted:
1. Whether the participation plan contains capable certified DBE firms.
2. Whether the firms listed in the plan are performing a commercially useful function.
3. Whether the listed firms are sharing monetary benefit in proportion to their share of the work of the project.
4. Whether the plan exhibits a likelihood of goal attainment.
5. Whether the prime/sub relationships are firm, i.e., whether conditional subcontractors have been entered.
Rev. 9/99
RFP No. 2014-194
ENCLOSURE B-4 LETTER OF INTENT TO PERFORM AS A SUBCONTRACTOR
Project: ______No.: ______Location: ______
To: ______Prime or General Proposer ______Address ______City/State
I am the ______and duly authorized representative of the (firm of) ______which intends to perform work for the above project operating as (strike out conditions that do not apply) an individual, a Company, a Corporation, organized and existing under the law of the State of ______, or a Proprietorship, a Partnership, or Joint Venture consisting of: ______
The firm that I represent is a Disadvantaged Business Enterprise (DBE) as defined by the Greater Cleveland Regional Transit Authority in the specifications for:
______(IFB Name and Number)
I further represent that the firm is a Disadvantaged Business Enterprise which: is currently certified by the Greater Cleveland Regional Transit as a disadvantaged business enterprise with a certification date of ______.
I will provide information and/or the certification to document the representation noted above upon your request.
The undersigned is prepared to perform the following described work in connection with the above project, (specify in appropriate detail particular work items or parts thereof to be performed): ______at the following price: ______.
You have projected the following commencement date for such work, and the undersigned is projecting completion of such work as follows:
Type of Work and Items Work Hours Involved Projected Commencement Projected Completion Date Date 1. ______2. ______3. ______4. ______5. ______RFP No. 2014-194
6. ______
I further represent that ______percent (____%) of the dollar value of my subcontract will be performed by contractors and/or suppliers, which are not certified by the Authority as a Disadvantaged Business Enterprise. The undersigned will enter into a formal agreement for the above work with you conditioned upon your execution of a contract with the Authority.
Respectfully submitted, this _____ day ______, 200____
(DBE Firm Name) ______(Address) ______
(Signature) ______(Name Typed) ______
(Title) ______
(SEAL IF PROPOSER IS A CORPORATION)
GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY- ENCLOSURE B-4a/SCHEDULE 19C-3a CONTRACT COMPLIANCE PAYMENT COMPLIANCE REPORT The Prime Contractor is required to submit the Payment Compliance Report and its accompanying support documentatoin with the monthly RTA Invoice indicating the payments made to the Subcontractors for the designated time period. The completed Payment Compliance Report and supporting information will be forwarded to GCRTA, 1240 West 6th St., Cleveland OH 44113
(1a) Invoice Number: (1b) Report No.
(1c) Reporting Period: From: To:
CONTRACT INFORMATION (2) Contract No./Project No. (3b) Scheduled Date (3a) Contract Award Date of Completion (4) Original Contract Amount (5) Title of Contract (6) DBE Goal for this contract (7) Comitted DBE Goal for this contract) PRIME CONTRACTOR INFORMATION (8a)Name (8b)Address and Phone #
Change Order Summary
(9) Total Dollar Amount & Change Order # Date Amount Dates of Modifications Change Orders to Date (10) Current Contract Amount
Total $0.00 (11)Dollar Amount Paid to (12) % of Contract Completed Date by GCRTA to Date SUBCONSULTANT PARTICIPATION (15) Total (14) Dollar Amount Subcontract (16) Dollar Amount (18) Amount of This Total Invoices Retention Balance (17) Functions Performed (13) Name of Firm(s) Paid Amount for each Paid to each Firm Invoice allocated to the to Date to Date Due by the Firm to each Firm Firm in TO DATE Subcontractor THIS PERIOD this contract
SUBTOTAL DBE FIRMS$0 $0 $0 $0 $0 $0 $0
SUBTOTAL NON-DBE FIRMS $0 $0 $0 $0 $0 $0 $0 TOTAL $0 $0$0 $0 $0 $0 $0 Title of Company Official Date Report Completed Signature, Name and Phone Number of Individual Completing Report
Comments/Explanations - Please use the reverse side of this form or attach additional sheets RFP No. 2014-194 3
PROPOSER’S AFFIDAVIT
NOTE: Each Proposer shall furnish this affidavit, properly executed and containing all required information, with his proposal. If you fail to comply, your bid may not be considered.
State of Ohio ) ) SS )
______, being first duly sworn deposes and says:
Individual only: That he is an individual doing business under the name of ______at ______in City of ______, State of ______.
Partnership only: That he is the duly authorized representative of a partnership doing business under the name of ______at ______, in the City of ______, State of ______. Corporation only: That he is the duly authorized, qualified and acting ______of ______, a corporation organized and existing under the laws of the State of ______with its principal place of business at ______,and that he, said partnership or said corporation, is filing herewith a proposal or bid to the Greater Cleveland Regional Transit Authority in conformity with the foregoing specifications;
Individual only: Affiant further says that the following is a complete and accurate list of names of and addresses of all persons interested in said proposal/contract: ______.
Affiant further says that he is represented by the following attorneys: ______and is also represented and is also represented by the following resident agents in the City of Cleveland: ______.
Partnership only: Affiant further says that the following is a complete and accurate list of the names and addresses of the members of said partnership: ______.
RFP No. 2014-194 PROPOSER’S AFFIDAVIT Page 2 of 3
Affiant further says that the partnership is represented by the following attorneys: ______and is also represented and is also represented by the following resident agents in the City of Cleveland: ______.
Corporation only Affiant further says that the following is a complete and accurate list of the officers, directors and attorneys of said corporation:
President Directors:
Vice President
Secretary
Local Manager or Agent
Attorneys
And that the following officers are duly authorized to execute contracts on behalf of said corporation ______.
Affiant further says that the proposal or bid filed herewith is not made in the interest of or on behalf of any undisclosed person, partnership, company, association, organization or corporation; that such bid is genuine and not collusive or sham; that said bidder has not, directly or indirectly, induced or solicited any other bidder to put in a false or sham bid, and has not directly or indirectly, colluded, conspired, connived or agreed with any bidder or anyone else to put in a sham bid, or that anyone shall refrain from bidding; that said bidder has not in any manner, directly or indirectly sought by agreement, communication or conference with anyone to fix the bid price of said bidder or of any other bidder, or to fix any overhead, profit, or cost element of such bid price or that of any other bidder, or to secure any advantage against the Greater Cleveland Regional Transit Authority, the Board, or anyone interested in the proposed contract; that all statements contained in such bid are true, that said bidder has not, directly or indirectly, submitted his bid price or any breakdown thereof or the contents thereof or the contents thereof, or divulged information or data relative thereto, or paid or agreed to pay , directly or indirectly, any money, or other valuable consideration for assistance or aid rendered or to be rendered in procuring or attempting to procure the contract above referred to, to a corporation, partnership, company, association, organization, or to any member or agent thereof, or to any other individual, except to such person or persons as herein above disclosed to have a partnership or other financial interest with said bidder in his general business; and further that said bidder will not pay or agree to pay, directly or indirectly, any money or other valuable consideration to any corporation, partnership, company, association, organization or to any member or agent thereof, or to any other individual, for aid or assistance in securing contract above referred to in the
RFP No. 2014-194 PROPOSER’S AFFIDAVIT Page 3 of 3
event the same is awarded to ______(name of individual, partnership or corporation)
Further affiant saith not.
______Company or Partnership
______(President other official title)
Sworn to before me and subscribed in my presence this ______day of ______, ______.
______Notary Public
RFP No. 2014-194
ATTACHMENT D DELINQUENT PERSONAL PROPERTY TAX STATEMENT
______, hereby affirms under oath, pursuant to Ohio Revised Code Section 5719.042, that at the time the bid was submitted, my company (was) (was not) charged with delinquent Personal property taxes on the General Tax List of Personal Property for Cuyahoga County, Ohio.
If such charge for delinquent personal property tax exists on the General Tax List of Personal Property for Cuyahoga, County, Ohio, the amount due and penalties and interest shall be set forth below.
A copy of this statement shall be transmitted to the Cuyahoga County Treasurer within thirty (30) days of the date it is submitted. A copy of this statement shall also be incorporated into the contract between the Greater Cleveland Regional Transit Authority and ______and no payment shall be made with respect to any contract unless such statement has been so incorporated as a part thereof.
Delinquent Personal Property Tax $ ______(If none insert “0”)
Penalties $ ______
Interest $ ______
By: ______
Title: ______
Subscribed in my presence, and sworn to before me this ______day of ______, ______.
______Notary Public
My Commission Expires:
RFP No. 2014-194
ATTACHMENT E-1
BUY AMERICA CERTIFICATE COMPLIANCE (For Bids in Excess of $100,000.00)
Certification requirement for procurement of steel or manufactured products (as defined in 49 CFR, Sections 661.3 and 661.5).
Certification for Compliance with Section 165(5) of the Surface Transportation Assistance Act of 1982, as amended.
The bidder hereby certifies that it will comply with the requirements of Section 165(a) of the Surface Transportation Assistance Act of 1982, as amended, and the applicable regulations in 49 CFR Part 661.
Date ______
Signature ______
Title ______
Company Name ______
RFP No. 2014-194
ATTACHMENT E-2
BUY AMERICA CERTIFICATE NON-COMPLIANCE (For Bids in Excess of $100,000.00)
Certification requirement for procurement of steel or manufactured products (as defined in 49 CFR, Sections 661.3 and 661.5).
Certification for Non-Compliance with Section 165(5) of the Surface Transportation Assistance Act of 1982, as amended.
The bidder hereby certifies that it cannot comply with the requirements of Section 165(a) of the Surface Transportation Assistance Act of 1982, as amended, but it may qualify for an exception to the requirement pursuant to Section 165(b) (2) or (b) (4) of the Surface Transportation Assistance Act of 1982, as amended, and regulations in 49 CFR Part 661.7.
Date ______
Signature ______
Title ______
Company Name ______
RFP No. 2014-194 Page 1 of 2
ATTACHMENT F CERTIFICATION REGARDING DEBARMENT PROPOSED DEBARMENT AND OTHER RESPONSIBILITY MATTERS
(TO BE SUBMITTED ON BEHALF OF THE PRINCIPAL BIDDER/OFFEROR AND ALL SUBCONTRACTORS WHOSE SUBCONTRACTS ARE REASONABLY ANTICIPATED TO EXCEED $25,000.00 IN VALUE.)
1. The undersigned Bidder/Offeror/Subcontractor ("Attester") certifies, to the best of its knowledge and belief that: a) The Attester and/or any of its principals or subcontractors: i) Are not presently debarred, suspended, proposed for debarment, or declared ineligible for award of contracts by any federal agency. ii) Have not within a three-year period preceding this offer, been convicted of or had a civil judgment rendered against them for commission of fraud or a criminal offense in connection with obtaining, attempting to obtain, or performing a public (federal, state, or local) contract or subcontract; violation of federal or state antitrust statutes relating to the submission of offers; or commission of embezzlement, theft, forgery, bribery, falsification or destruction of records, making false statements, or receiving stolen property; violations of tax, labor and employment, environmental, antitrust, or consumer protection laws and iii) Are not presently indicted for, or otherwise criminally or civilly charged by a governmental entity with commission of any of the offenses enumerated in Paragraph 2 above. iv) The Attester has not, within a three-year period preceding this offer, had one or more contracts terminated for default by any federal agency. b) "Principals," for the purposes of this certification, means officers, directors, owners, partners, and persons having primary management or supervisory responsibilities within a business entity (e.g., general manager, plant manager, head of a subsidiary, division, or business segment, and similar positions). c) This certification concerns a matter which may be within the jurisdiction of an agency of the United States and the making of a false, fictitious, or fraudulent certification may render the maker subject to prosecution under Section 1001, Title 18, United States Code. 2. The Attester shall provide immediate written notice to the Authority's Procurement Department if, at any time the Attester learns that its certification was erroneous when submitted or has become erroneous by reason of changed circumstances. 3. A certification that any of the items in Paragraph A exists will not necessarily result in withholding of an award under this solicitation. However, the certification will be considered in connection with a determination of the Attester's responsibility. Failure of the Attester to furnish a certification or provide such additional information as requested by the GCRTA may render the Attester non-responsible. 4. Nothing contained in the foregoing shall be construed to require establishment of a system of records in order to render, in good faith, the certification required by Paragraph 1 The knowledge and information of an Attester is not required to exceed that which is normally possessed by a prudent person in the ordinary course of business dealings.
RFP No. 2014-194 Page 2 of 2
The certification in Paragraph 2 is a material representation of fact upon which reliance was placed when making award. If it is later determined that the Attester knowingly rendered an erroneous certification, in addition to other remedies available to the GCRTA, the Authority may terminate the contract resulting from this solicitation for default.
(IF THE ATTESTER IS UNABLE TO CERTIFY TO ANY OF THE STATEMENTS IN THIS CERTIFICATION, SUCH ATTESTER SHALL ATTACH AN EXPLANATION TO THIS CERTIFICATION.)
______GCRTA IFB/No.
______Signature and Title of Authorized Official
______Company Name
Rev. 12/00
RFP No. 2014-194
ATTACHMENT G CERTIFICATE OF PROCUREMENT INTEGRITY
I, ______am the officer or employee responsible for the (Name of Certifier) preparation of this offer or bid and hereby certify that, to the best of my knowledge and belief, with the exception of any information described I this certificate, I have no information concerning a violation or possible violation of Subsection 27(a), (b), (c), or (e) of the Office of Federal Procurement Policy Act * (41 U.S.C. 423) (hereinafter referred to as “the Act”), as implemented in the FAR, occurring during the conduct of this procurement ______. (IFB Number)
As required by Subsection 27(d)(1)(B) of the Act, I further certify that each officer, employee, agent representative, and consultant of ______who has participated personally and (Name of Offeror) substantially in the preparation or submission of this offer has certified that he or she is familiar with, and will comply with, the requirements of Subsection 27(a) of the Act, as implemented in the FAR, and will report immediately to me any information concerning any violation or possible violation of the Act, as implemented in the FAR, pertaining to this procurement.
Violations or possible violations; (Continue on plain bond paper if necessary and label Certificate of Procurement integrity Continuation Sheet. Enter “NONE” IF NONE EXISTS) ______
______Signature of the Officer/ Employee Responsible for the Bid Date
______Type Name of the Officer or Employee for the Offer/Bid
* Section 27 became effective on July 16, 1989.
THIS CERTIFICATION CONCERNS A MATTER WITHIN THE JURISDICTION OF AN AGENCY OF THE UNITED STATES AND THE MAKING OF A FALSE, FICTITIOUS, OR FRAUDULENT CERTIFICATION MAY RENDER THE MAKER SUBJECT TO PROSECUTION UNDER TITLE 18, UNITED STATES CODE SECTION 1001.
END OF SECTION
Rev. 12/00 RFP No. 2014-194
ATTACHMENT H CERTIFICATION OF RESTRICTIONS ON LOBBYING (To be Submitted with Each Bid or Offer Exceeding $100,000)
The undersigned hereby certifies on behalf of ______(Bidder) that to the best of his/her knowledge and belief:
(1) No Federal appropriated funds have been paid or will be paid, by or on behalf of the undersigned, to any person for influencing or attempting to influence an officer or employee of any agency, a Member of Congress, an officer or employee of Congress, or an employee of a Member of Congress in connection with the awarding of any Federal contract, the making of any Federal grant, the making of any Federal loan, the entering into of any cooperative agreement, and the extension, continuation, renewal, amendment, or modification of any Federal contract, grant, loan, or cooperative agreement.
(2) If any funds other than Federal appropriated funds have been paid or will be paid to any person for making lobbying contacts to an officer or employee of any agency, a Member of Congress, an officer or employee of Congress, or an employee of a Member of Congress in connection with this Federal contract, grant, loan, or cooperative agreement, the undersigned shall complete and submit standard Form-LLL, "Disclosure Form to Report Lobbying”, in accordance with its instructions [as amended] by “Government Wide Guidance for New Restrictions on Lobbying”, “ 61 Fed. Reg. 1413 (1-19-16).
(3) The undersigned shall require that the language of this certification be included in the award documents for all subawards at all tiers and that all subawardees shall certify and disclose accordingly.
This certification is a material representation of fact upon which reliance is placed when this transaction was made or entered into. Submission of this certification is a prerequisite for making or entering into this transaction imposed by 31, U.S.C. §1352 (as amended by the Lobbying Disclosure Act of 1995). Any person who fails to file the required certification shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such failure.
[Note: Pursuant to 41 U.S.C. §1352(c) 1-(2)(A), any person who makes a prohibited expenditure or fails to file or amend a required certification or disclosure form shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such expenditure or failure.]
The bidder, ______, certifies or affirms the truthfulness and accuracy of each statement of its certification and disclosure, if any. In addition, the bidder understands and agrees that the provisions of 31 U.S.C. A 3801, et seq., apply to this certification and disclosure, if any.
______Date Signature of Bidder’s Authorized Official
______Printed Name and Title
Rev. 12/00 RFP No. 2014-194
SECURITY CERTIFICATION
The Greater Cleveland Regional Transit Authority (GCRTA) requires that all contractors and vendors who do work for or on behalf of the GCRTA and have access to “secured areas” conduct security checks on all of their employees. “Secured areas” are defined by the GCRTA’s Chief of Police/Director of Security and include areas such as the Root-McBride Building, bus garages, rail stations and rail right-of–way.
The Authority requires that all contractors/vendors have a Security Policy that includes, but is not limited to, a criminal background check for all employees in all positions doing work for or on behalf of GCRTA and having access to GCRTA secured areas. The guidelines and standards for the Security Policy are to be determined by the contractor/vendor considering such factors as, but not limited to, contact with the public, contact with public funds, use of public materials, and access to confidential records. The contractor’s/vendor’s Security Policy should consider these factors in light of the employee’s job duties and work to be conducted for the GCRTA on a case-by-case basis.
The GCRTA reserves the right to request copies of a contractor’s/vendor’s Security Policy at any time. Additionally, the GCRTA reserves the right to audit the contractor’s/vendor’s employees’ files to ensure that a security check has been conducted according to the contractor’s/vendor’s policy. Any contractor/vendor found not complying with the above requirements may be subject to having its employees removed from the GCRTA’s property until such time as a security check can be conducted. Any delay or suspension of work required under this paragraph shall not entitle the contractor/vendor to any claims for additional compensation under this contract.
By:
Position:
Company:
Address:
City: State: Zip:
Rev. 0505 RFP No. 2014-194
ADDENDA ACKNOWLEDGMENT
To: Director of Procurement The Greater Cleveland Regional Transit Authority 1240 West 6th Street Cleveland, OH 44113-1331
From: ______(NAME OF INDIVIDUAL OR FIRM)
______(PLACE OF BUSINESS – CITY, STATE)
Reference: ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION Project 52F RFP 2014-194
The undersigned acknowledges receipt of the following addenda (list by number and Date appearing on addenda):
ADDENDUM NO. DATE ADDENDUM NO. DATE
______
______
______
______
______SIGNATURE
______TITLE
______DATE
RFP 2014-194 ENGINEERING SERVICES FOR THE RECONSTRUCTION OF TRACK 8 AND THE TRACK 7 AUXILIARY PLATFORM AT THE TOWER CITY STATION
WORK EFFORT ESTIMATE
A significant evaluation factor in the evaluation of proposals is understanding of the project and the level of effort required by different classifications of personnel; and the allocation of that effort among the tasks. To facilitate this analysis, the Work Effort Estimate form contained in this Section should be completed.
The form is to provide estimated hours of effort for:
1. The individual firms composing the team. 2. The various tasks to be accomplished by each individual firm. 3. Three categories of personnel.
In all cases, hours of effort will be estimated separately for each joint venturer or sub consulting firm, which is a part of the overall VE Team.
In all cases, hours of effort will be estimated for the following three categories of personnel:
1. Professional Staff – Degreed and/or licensed personnel in a recognized professional discipline.
2. Technical Staff – Personnel trained and providing technical assistance in a recognized professional discipline.
3. Support Staff – Administrative, clerical, bookkeeping, and other personnel providing support outside of a recognized professional discipline.
Work effort will be estimated for various tasks or categories of activity listed on the form. The tasks related directly to the detailed Scope of Work given in Part Two of this RFP.
Greater Cleveland Regional Transit Authority Project 52F Print Date:12/22/2014 RFP Proposal
Project 52F - Reconstruction of Track 8 and Rehabilitation of Track 7 Auxillary Platform at Tower City
# Hours Tot Hours Cost/Hour Cost Phase Cost
Phase I Field Survey & Investigation
Survey P T S
Investigation P T S
Phase I Total ______
Phase II Design & Engineering Development
Definitive Drawings P T S
Outline Technical Specs P T S
Engineering Calculations P T S
Estimate of Costs P T S
Administration P T S
Phase II Total ______Greater Cleveland Regional Transit Authority Project 52F Print Date:12/22/2014 RFP Proposal
Phase III Construction Documents Phase
Complete Drawings P T S
Complete Specifications P T S
Final Engr Calculations P T S
Bidding Assistance P T S
Construction Permits P T S
Assemble Documents P T S
Administration P T S
Phase III Total ______
Phase IV Bidding Assistance
Bidding Assistance P T S
Phase IV Total ______Greater Cleveland Regional Transit Authority Project 52F Print Date:12/22/2014 RFP Proposal Phase V Construction Support Phase
Const Support P T S
Phase V Total ______
______Total Hours Track 8 and Track 7 Total Cost $______
Project Expenses
Travel Repro/Office
RFP Proposal ______Total Hours
$______Total Cost