2004 Specifications CSJ 0581-02-121

SPECIAL SPECIFICATION 4278 Ballasted Track Construction

1. Description. This Item shall govern for the construction of ballasted track on constructed trackbed. Ballasted track construction includes, but is not limited to, placing ballast, distributing and lining ties, installing and field welding running rail, raising and lining track, installing vehicular grade crossings, removing warning signals and crossing arms, and other incidentals as specified herein. Track on ballasted deck bridges is also included. The term “Railroad”, whether singular or plural, used in this Item shall mean the Trinity Railway Express. 2. Materials. (1) Rail. For new rail, furnish 136-pound Headhardened Continuous Welded Rail (136# HH CWR) that meets the requirements of AREMA Volume 1 Chapter 4 Part 2. The chemical composition of rail steel shall be suitable to produce weldable steel rail and shall meet the chemical composition of standard and high strength head hardened rail steel as shown in AREMA Specifications for Steel Rails. (2) Track Crossties. (a) Timber Crossties: Timber crossties furnished under this item shall be new, hardwood Grade 7, pre-bored for 136 LB Rail and the Pandrol E-Clip plate and pressure treated with creosote. Wood ties shall be made from mixed hardwoods. Cross ties shall be provided with rail plate anti-splitting devices. The creosote treatment to be 50/50 mix of creosote and petroleum solution with a minimum absorption of 7 pounds per cubic foot or to refusal. Ties shall normally be 7” thick by 9” wide by 9’ long and ties used in transition areas next to a structure shall be 7” thick by 9” wide by 10’ long. All ties shall be free from defects that may impair their strength or durability such as large splits, large shakes, and large holes and knots. Ties with any sign of decay are unacceptable. Except in woods with interlocking grain, a slant in grain of more than 5 degrees is unacceptable. Ties shall be pre-bored before creosote pressure treatment is done. All surfaces exposed to air shall receive creosote pressure treatment. Timber crossties shall be seasoned, dimensioned and prebored prior to treatment and treated in accordance with AWPA Standard C6 “Crossties and Switch Ties - Preservative Treatment by Pressure Processes”, or ASTM D 1760 “Standard Specification for Pressure Treatment of Timber Products”. All ties shall be fitted with anti-splitting devices, regardless of their tendency to split. Ties shall be fabricated and preplated. Ties shall be inspected and certified by an approved commercial testing laboratory stating that the ties to be used meet the specifications in accordance with AWPA Standard M2 “Standard for Inspection of Treated Wood Products”. Results of test and inspections shall be furnished to the Engineer 1-24 4278 08-08 (b) Concrete Crossties: Concrete crossties furnished under this item, with the exception of those located under turnouts and under concrete grade crossings, shall be new and comply with the Railroad’s requirements. Ties under concrete grade crossings shall be the sizes and lengths as shown on the appropriate grade crossing drawings contained in the plans. Ties used in turnout construction shall conform to the sizes and lengths as shown on the appropriate turnout drawings and the plans. All concrete cross ties furnished under this item shall have the Safelock shoulder pre-cast into the concrete tie. Concrete cross ties shall be new prestressed concrete in accordance with the requirements of AREMA specifications for Railway Engineering, Volume 1, Chapter 10 as modified or clarified as follows: (a) Design strength of 7000 PSI @ 28 days, (b) Prestressed wire nominal 0.207” diameter, wire grade 260 KSI, stressed relieved and to conform to ASTM A88 1. Each wire shall be stressed to 7,000 lbs. (c) Composite Crossties: Composite crossties furnished under this item shall be fiber reinforced polymer composite ties, particle reinforced polymer composite ties, or hybrid composite ties. Fiber-reinforced polymer composite ties shall be polymer reinforced with fibrous glass or other fibers, including polymeric fibers. Fillers and other modifiers may also be added to enhance particular physical or mechanical properties. Particle-reinforced polymer composite shall be polymer modified with dispersed small particles to enhance particular physical and/or mechanical properties. Hybrid composite shall be a composite that incorporates two different reinforcement fibers or other structural components (e.g., a concrete, steel and polymer combination). Composite tie dimensions shall be 7” thick by 9” wide by 9’ long. Composite ties shall permit the application of standard rail, tie plate, and screw spike hold-down fasteners, without requiring special procedures for installation. Composite ties shall be able to provide rail seat loading (compression) without failure. Composite tie shall be stiff enough to support the weight but flexible enough to absorb the vibration of passing trains. Material surfaces shall have slip resistance equal to or better than a standard treated wood tie and material surface degradation due to solar ultraviolet (UV) radiation exposure shall not exceed 0.003 inch per year. Composite ties shall not (a) be prone to failure due to weather-related high heat or freezing temperatures, (b) warp or sag to the level of permanent deformation that would require replacement of the tie, (c) require end caps, or (d) split or crack in anyway requiring the tie to be replaced. All composite cross ties furnished under this item shall be new. Engineered composite ties shall meet the minimum (or maximum in the case of thermal expansion) physical and mechanical performances listed in the following table:

Tie Type POLYMER COMPOSITES Modulus of Elasticity, psi 170,000 Modulus of Rupture, psi 2,000 Rail Seat Compression, 900 psi Single Tie Lateral Push, 2,000 – 4,000+ lbf Screw Pullout, lbf 5,000 Max. Coefficient of 7.5X10-5

2-24 4278 08-08 Tie Type POLYMER COMPOSITES Thermal Expansion, In/in/0F

(3) Tie Plates. Hot worked, high carbon, double shoulder, flat bottom tie plates shall be 8 inches x 14 inches with 1:40 cant and conform to the AREMA specifications, Chapter 5, “Track”, with punched A-8 square spike holes. Where necessary on curves, use curve block assemblies. (4) Track Spikes. Supply new “Evertight” screw spikes or a Railroad approved equivalent. Track spikes and coach screws must meet the requirements of AREMA Chapter 5 “Track”. Deliver track spikes to the project site in Engineer-approved containers (kegs). Install in accordance with Federal Railroad Administration (FRA) Standards. (5) Joint Bars, Compromise Joint Bars and Track Bolts. Use joint bars, compromise joint bars, with step chairs, and track bolts conforming to the requirements of AREMA Chapter 4, Part 2, Section 2.8, “Specifications for Quenched Carbon-Steel Joint Bars, Microalloyed Joint Bars, and Forged Compromise Joint Bars”. Compromise joint bars must be new and of the size, shape, and punch necessary to fit the rail sizes and sections being joined. Only factory designed and produced (forged or cast) compromise joint bars may be used to join rails of different sizes and/or sections. (6) Rail Anchors. Use Safelok Spring Clip Fastening system to secure rail to concrete ties including: weld-on shoulder, McKay Safelock Rail Clip, Safelock Insulated Joint (complete assembly), and concrete tie Rail Sandwich Pad (6mm & 7.5MM) Polyurethane. Use Pandrol E-clip Clip Fastening system to secure rail to timber ties. (7) Pipe Underdrains. Pipe underdrains shall be 6 inch Type 8 perforated smooth wall PVC pipe underdrains conforming to the provisions of Item 556, "Pipe Underdrains". (8) Subballast. Subballast shall consist of a foundation coarse for a typical railroad roadbed and shall be composed of uncrushed or crushed aggregates of either caliche, argillaceous limestone, conglomerate, gravel, crushed slag or other granular materials meeting Union Pacific Railroad Requirements and as approved by the Engineer. Aggregate retained on a No. 10 sieve must consist of hard, durable particles or fragments of stone, gravel, sand or slag. Materials that break up when alternately frozen and thawed or wetted and dried are not permitted. Aggregate must not have a percentage of wear of more than 50 percent, by the Los Angeles abrasion test. A higher or lower percentage of wear may be specified by the Engineer, depending on the material available. Subballast shall be in accordance with Item 247 “Flexible Base”, Type D except as follows: Gradations. Unless otherwise indicated on the plans, provide subballast consisting of gradations as set forth in Table 1.

3-24 4278 08-08

Table 1 Subballast Gradations Sieve Size 2” 1” 3/4” No. 10 No. 40 No. 200 % Passing (optimum) 100 95 67 38 21 7 % Passing 100 90-100 50-84 26-50 12-30 0-10 (permissible.)

(9) Ballast. Supply crushed stone ballast that is hard, dense, of angular particle structure providing sharp corners and cubical fragments, free of deleterious materials. Provide ballast material that has a high resistance to temperature changes, chemical attack, high electrical resistance, low absorption properties and free of cementing characteristics. Submit Certificates of Compliance for all ballast materials furnished under this contract for review and approval by the Engineer prior to transporting ballast to the Job Site. A variety of materials may be processed into the railroad ballast. The following general classifications and the accompanying definitions list the most common materials. Detailed examination of the individual materials will be made to determine the specific mineralogical composition. No crushed gravel is allowed. (a) Granite. Granite is a plutonic rock having an even texture and consisting primarily of feldspar and quartz. (b) Trap Rock. Trap rock is any dark-colored, fine-grained non-granitic hypabyssal or extrusive rock. (c) Quartzite. Quartzite is a granoblastic, metamorphic rock consisting mainly of quartz and formed by recrystallization or sandstone or chert by either regional or thermal metamorphism. Quartzite may also be very hard but unmetamorphosed sandstone consisting chiefly of quartz grains with secondary silica that the rock breaks across or through the grains rather than around them. (d) Carbonate Rocks. Carbonate rocks are sedimentary rocks consisting primarily of carbonite materials such as limestone and dolomite. (e) Slags. Slags are materials formed during the metal-making process by fusion fluxstones, coke and other metallic particles. (10) Subballast. Subballast shall consist of a foundation coarse for a typical railroad roadbed and shall be composed of uncrushed or crushed aggregates of either caliche, argillaceous limestone, conglomerate, gravel, crushed slag or other granular materials meeting the Railroads requirements and as approved by the Engineer. Aggregate retained on a No. 8 sieve must consist of hard, durable particles or fragments of stone, gravel, sand or slag. Materials that break up when alternately frozen and thawed or wetted and dried are not permitted. Aggregate must not have a percentage of wear of more than 50 percent, by the Los Angeles abrasion test. A higher or lower percentage of wear may be specified by the Engineer, depending on the material available.

4-24 4278 08-08 (11) Ballast. Furnish crushed stone composed of hard, strong, durable particles free from injurious amounts of deleterious substance. Material shall be granite, rhyolite, quartzite or trap rock. Use of limestone, slag or any material containing metallic ore or metallic residues is prohibited. Ballast shall be free from loam, dust, and other foreign particles and shall not have less than 75 percent crushed particles with two or more fractured faces unless otherwise approved by the Railroad. Make determinations of deleterious substances, resistance to abrasion and soundness at an approved testing laboratory. Make visual inspection and gradation tests at the place of production prior to shipment as often as considered necessary by the Railroad. Obtain ballast material from a Railroad approved source prior to delivery of the ballast material. Do not change material or source of supply without prior Railroad approval. Submit source of supply sufficiently in advance to obtain approval not less than 30 calendar days prior to anticipated date of commencing installation. Prior to installation, provide the Railroad with certified test results of ballast quality and grading as conducted by an approved testing laboratory. Provide additional certified test results if, during ballast installation, and with approval, the supplier changes the source of ballast. Provide certified copies of gradation belt samples results taken each day the ballast is produced. Submit a tabulation of gradation results each month, including the average percent passing for each gradation for the period.

APPROVED SOURCES OF BALLAST

COMPANY QUARRY Western Rock Davis, Oklahoma Products Martin- Marietta Mill Creek, Oklahoma Snyder, Oklahoma

(10) Type A Geotextile Fabric. The fabric shall be Amoco 4516 or approved equal, nonwoven needle punched, polypropylene material conforming to the following minimum average requirements:

Property Minimum Average Test Requirements Weight 16 ounces per Square Yard ASTM D 5261 Thickness 165 mils ASTM D 5199 Grab tensile strength 390 pounds ASTM D 4632 Grab elongation 50% ASTM D 4632 Puncture strength 250 pounds ASTM D 4833 Mullen burst strength 800 pounds per square inch ASTM D 3786 Trapezoidal tear 155 pounds ASTM D 4533 Permittivity 0.7 / second ASTM D 4491 Flow Rate 50 gal/min/Square Foot ASTM D 4491

3. Property Requirements. (1) Ballast: Take two samples of the delivered ballast product for gradation compliance testing and the following tests from each 4000 tons of delivered ballast to ensure ballast

5-24 4278 08-08 quality unless otherwise directed. Each sample shall be representative and weigh not less than 100 pounds. (a) Soundness: Tested in accordance with ASTM C88, weighted average loss five percent maximum after five cycles of the sodium sulfate tests.. (b) Sieve Analysis. Perform sieve analysis in accordance with ASTM C 136. All sieve analyses require wet sieving. (c) Material Finer Than No. 200 Sieve: Tested in accordance with ASTM C117: AREMA Size 4: 0.5 percent maximum. (d) Absorption. Tested in accordance with ASTM C127: 1.0 percent maximum. (e) Percentage of Clay Lumps and Friable Particles. Tested in accordance with ASTM C142: 0.5 percent maximum. (f) Wear: Tested in accordance with ASTM C535, grading No. 2: 35 percent maximum. (g) Gradation shall be determined using ASTM C136 and C117 with Mainline track ballast conforming to AREMA Size 4A and Yard track conforming to AREMA Size 5. Ballast gradation shall comply with the following table:

Percent Passing by Weight Sieve Size AREMA Size 4 A AREMA Size 5 2-1/2 inches 100 — 2 inches 90-100 — 1-1/2 inches 60-90 100 1 inch 10-35 90-100 3/4 inch 0-10 40-75 1/2 inch — 15-35 3/8 inch 0-3 0-15 No. 4 — 0-5

(2) Subballast: Subballast shall be in accordance with Item 247 “Flexible Base”, Type D except as follows: Gradations. Unless otherwise indicated on the plans, provide subballast consisting of gradations as set forth in the following table.

Subballast Gradations Sieve Size 1 1/4” 3/4” 3/8” No. 4 No. 8 No. 200 % Passing by weight 100 60-85 15-45 7-25 0-10 0-3

4. General Requirements. Before starting work, the Contractor shall fully inform the Engineer of the construction methods he proposes to use, the adequacy of which shall be subject to the approval of the Engineer. Concurrence on the part of the Engineer of any proposed construction methods or approval of equipment does not relieve the Contractor of the responsibility for the safety or

6-24 4278 08-08 correctness of the methods, the adequacy of his equipment or from carrying out the work in full accordance with the contract. Certified tests by a Railroad approved testing laboratory and manufacturer’s certifications shall be provided to the Railroad. The Contractor shall be thoroughly experienced and competent in the installation of new CWR with Safelok elastic fasteners on concrete ties and new CWR with Pandrol E-Clip elastic fasteners on wood ties. The Contractor must give evidence to the Railroad that within the last 3 years he has constructed at least 5,000 track feet of 136# CWR track on concrete ties with elastic fasteners. The following codes, regulations, reference standards, and specifications apply to work included in this section: (a) AREMA, Manual for Railway Engineering, Chapter 1 “Roadway and Ballast”, Chapter 4 “Rail” and Chapter 5 “Track”. (b) American Welding Society (AWS): D1.1 (c) Applicable referenced ASTM Specifications (d) Track Safety Standards of the Federal Railroad Administration (FRA). Any Items not covered specifically herein shall be in accordance with AREMA Standards and recommended practices subject to the approval of the Engineer. Construction must adhere to all Railroad and FRA requirements. The following review/approval milestones will be monitored during the project: (a) Grading. Reviewed and approved prior to placement of subballast. (b) Ballasted Trackwork. Review, approve and coordinate the track construction to assure compliance with the Railroad’s requirements. (c) Welding. All welds, including compromise welds shall be done in accordance with Item 441, “Steel Structures”, Item 448, “Structural Field Welding” and in compliance with the Railroad’s requirements. 5. Construction. All trackwork shall be constructed in accordance with the following: (1) Trackwork. The track installation will satisfy the Railroad and AREMA requirements. In the event of a conflict, the Railroad requirements will take precedence. The track shall be installed after the track layout has been completed. The track layout shall not be considered complete until after the underground utilities are protected and approved by the owning utility company; after the railroad signal, and underground electric lines have been placed and approved; and after the Railroad has approved the roadbed for placing the track.

7-24 4278 08-08 Connection of the new track to existing operating tracks will be performed by the Railroad. The rail laying procedure shall be provided to the Railroad for approval six weeks prior to laying rail. The laying procedure shall include how the rail will be anchored during the laying process, the proposed rail expansion method, the proposed procedure to ensure that the required expansion occurs evenly along the full length string of rail using points located every 200 feet for CWR strings more than 800 feet long or at quarter points for CWR strings less than 800 feet long, and the field weld method. Make every effort to minimize or eliminate field cuts and field welds in CWR. The Contractor shall assemble track on the subballast layer and ties, and shall take care not to disturb the roadbed. All rutting and pocketing of the roadbed during track laying operations shall be filled and compacted to a smooth and even surface true to the subgrade elevations at the Contractor’s expense. CWR shall be placed onto the ties by use of a machine. Strings of welded rail shall only be pulled into position and not pushed. Timber cross ties shall be spaced on 19.5 inch centers, (+/-) 1/2 inch in all installations, with the heart side down. The number of wood ties in every 100 feet shall not be more than 62 or less than 60. Composite cross ties shall be spaced on 19.5 inch centers, (+/-) 1/2 inch in all installations. The number of composite ties in every 100 feet shall not be more than 62 or less than 60. With the exception of the turnouts, the concrete cross ties shall be spaced on 24.0 inch centers. For the turnouts, the spacing shall be as shown on the appropriate turnout drawings contained in the plan set. Store and transport the concrete ties with the top of the tie face up and the support directly under the rail seat area. Do not drop or strike objects against the concrete ties or inserts, especially during tamping. Do not place a jack against the switch tie inserts or cross tie shoulders to avoid damaging them. When using tie inserters or handlers, be careful to avoid chipping the concrete. Use the pad, insulator and clip designed for use with the specific tie. To avoid damaging the pads and insulators, do not use a heating rope to expand the rail. Pull the rail using a hydraulic expander or a properly adjusted rail heater. When cutting in rails on concrete ties, have the rails field welded as soon as possible to avoid potential damage to the ties. Be careful when operating ballast regulators to avoid damage to fasteners. Ties shall not be placed until the Railroad has approved the roadbed. Ties shall be placed and maintained square to the line of rail on straight track and radially on curves. The right-hand end of ties (direction determined by facing away from initial point of the line) shall be lined parallel with the rail. Avoid unnecessary handling, reloading, and redistribution of the ties. To the extent practical unload ties in the proper position for use without further handling. Do not drop ties. Tie hooks, tongs or tie crane shall be used in handling ties, to avoid damage to the ties. New timber ties must not be adzed without authority from the Engineer. If adzing is authorized, an approved preservative shall be applied to the adzed surface.

8-24 4278 08-08 Tie plates must set squarely on the tie and shall be of the dimensions to fit the base of rail used. All track shall be fully tie plated and spiked in accordance with proper criteria. Tie plates shall be installed with 1 in 40 rail cant sloping towards the track centerline. The outer shoulder of each tie plate shall have full bearing against the base of the rail. Rail shall be properly seated in the tie plates and not riding on the shoulder of the tie plate. The bottom of the rail, the tie plate on wood ties, rail seat on concrete ties and the bearing surface of the tie shall be clean and free of dirt and other foreign substances when the rail is laid.

All rail shall be gauged at least every fourth tie when laid. Measure the track gauge between points 5/8 inch below the top, perpendicular to and from inside face to inside face of the running rails. Tangent and curved track gauge: 4 feet 8-1/2 inches. Special trackwork track gauge: 4 feet 8-1/2 inches. Allowable gauge variation: Ballasted mainline track: (±) 1/8 inch. Ballasted siding track: (±) 1/4 inch. All gauges used by the Contractor will be checked by the Engineer. If found to be more than 1/16 inch in variance from the master gauge, those gauges shall immediately be removed from the job. Track bolts, with nuts, which have wrench turn fittings, shall be used where required. Spring washers shall be the correct size to fit the bolt. All bolts will be tightened with an approved bolt machine or torque wrench to a torque of 650 foot-pounds. Bolting shall be started with the center bolts working toward the ends and all nuts shall be turned up tight with bolt heads staggered inside and outside of the rail alternately. All track spikes are to be the proper size. Tie plates shall be adjusted as necessary so that the spikes can be driven into the spike holes drilled in the ties. Care shall be taken to make sure that the base of rail is not riding on the shoulder of the tie plate when spikes are driven. Spikes shall be started, driven vertically, and square when driven into the spike holes of the tie plate. Crooked or bent spikes shall be removed and replaced. Straightening with maul of spikes started crooked will not be permitted. When spikes are pulled, the hole shall be plugged with a standard treated tie plug. In driving the spikes, the last few blows of the hammers shall be such that the spike head will not be bent or broken, and the hammer shall not be permitted to strike directly upon the rail. All rail shall be spiked to ties with not less than four spikes per tie, one spike in contact with gauge side and one in contact with field side of each rail. Spikes shall be staggered so that the outside spikes shall be on the same side of the tie and the inside spikes on the opposite side. Do not strike CWR with objects which might damage the rail surface. Bumping welded rail into position shall not be permitted. The track profile is the running surface along the top of the grade rail. The ideal surface is a uniform profile consisting of straight gradients connected by vertical curves, with zero crosslevel on tangents, and predetermined crosslevel on curves. The profile of track being surfaced shall not be raised above established grades. When surfacing or 9-24 4278 08-08 raising rack, select one rail, usually the lower rail on curves and the line rail on tangents, as the grade rail. Bring the other rail to surface by adjusting the crosslevel as needed. Immediately after completion of track surfacing, spikes shall be settled in place with the underside of the head of the spike contacting the top of base of rail with a minimum of pressure. Tie plugs, where required, shall fill holes from which spikes are drawn. The plugs shall conform to the current AREMA Specifications for Tie Plugs, and are to be treated with a Creosote oil solution. Rail anchors shall be applied by an approved rail anchor applicator machine and in the approved manner for the particular type of anchor furnished. Rail anchors shall be installed after the ballast operation and the track is raised, lined and ties re-spaced. Under no circumstances shall rail anchors be installed on ties under or immediately adjacent to rail joints, nor shall anchors be installed on one side of the tie under one rail and on the opposite side of the tie under the other rail. Care shall be taken to avoid overdriving or damaging anchors. Anchors shall not be driven along the rail. Sufficient rail anchors shall be applied and maintained to effectively control longitudinal rail movement. Anchors shall be installed on the same side(s) of the tie on both rails. Anchors must not be applied to one rail only, but must be applied to both rails in a uniform pattern. For continuously welded rail (CWR), anchors must not be applied on the opposite rail directly across from the joints or straps. Track shall be box anchored every other tie. Box anchoring is defined as installing opposing anchors to bear against each side of the tie on each rail for a total of four anchors per cross tie. When laying rail in tangent track, the right-hand rail (direction determined by facing away from initial point of line), shall be laid first and lined to the staked track alignment. After each right-hand rail is lined and spiked, the left-hand rail shall be laid to accurate gauge and spiked to gauge every third tie with gauge spikes fully driven (except through joint areas) before the track gauges are removed. The left hand rail shall be laid into the track, and rail joint bolts installed (if used) before spiking to gauge, and before gauge spikes are driven. The left-hand rail shall be held in place snugly against the track gauges with lining bars. When laying up to existing track tie-in locations, a combination of rails less than standard length may be used to avoid cutting, if practicable. Rail saws shall be used when necessary to cut rail. The use of a torch or track chisel will not be permitted. All necessary new bolt holes shall be marked, using an approved rail drilling template and the drilling operation shall be carefully performed. Do not punch, slot or burn holes with a torch. Both cutting and drilling shall utilize proper lubrication. Cut rails shall be drilled and fully bolted. There shall be no extra holes in the rail. The burred edges on bolt holes drilled in the field shall be carefully removed by grinding. When necessary to cut secondhand rail, the cut end shall be beveled. When necessary to cut new standard carbon rail, the cut end shall be end hardened and beveled in accordance with Railroad Specifications. Complete details of the end-hardening procedures, including

10-24 4278 08-08 identification of personnel to perform the procedure, the equipment, and the test specifications shall be provided to the Railroad no less than 30 calendar days prior to initiating any end-hardening.

The new rail shall be delivered to the construction site on special trains to a location mutually agreed upon by the Contractor and the Engineer. The rail may be pre-welded prior to delivery or field welded on site into efficient lengths. Complete details for loading, storing, distributing CWR, proposed methods (including equipment) of laying and fastening CWR, and a rail schedule shall be provided to the Railroad. The rail schedule shall also show the location of proposed field cuts and field welds in CWR. The Contractor shall unload the CWR trains as directed by the Engineer. The Contractor shall provide for the handling and laying of welded rail strings in such a manner as to avoid damage to the roadbed, sub-ballast and rail strings. Care must be taken to avoid twisting or damaging the welded rail strings. The speed of unloading welded rail strings shall not exceed 4 MPH. Guide rollers shall be placed in pairs about every 39 feet for the entire length of each string at the unloading end of the rail train. This will carry the welded strings from the cars in a gradual manner, not deforming the rail. In areas where new construction is adjacent to existing track, continuous welded rail may be unloaded using a threader car, pulling away from the rail. The Contractor shall provide such equipment, tools and materials as necessary and in common practice for welded rail track construction. It may be necessary for the Contractor to move the welded rail strings to the exact location of installation. The Contractor shall furnish such additional equipment and supplies as may be required to handle and place the CWR strings and the cost thereof included in the unit price for track construction. When unloading CWR, joint straps shall be removed, rail ends by-passed when necessary and wooden blocks or shims shall be placed between rail ends to accommodate thermal expansion of rail. CWR must not be unloaded where it would obstruct a grade crossing and must either be cut or buried through it.

The desired laying temperature of the rail is 115 degrees Fahrenheit. The temperature of the rails shall be determined by use of an AREMA standard rail thermometer, as specified in the AREMA Manual, which shall be placed on the base of the rail close to the web on the side shaded from the sun and kept there until no change in its reading is detected, but not less than five minutes. This reading shall be taken periodically during the day as well as at the time of adjusting the gap between rail ends as the temperature of the rail can change decidedly throughout the day. Record the following information at the time of laying and anchoring CWR. Furnish copies of this documentation to the Railroad. i. Location by station, track designation, and rail. ii. Date and time. iii. Length of CWR string in feet. iv. The following temperatures: a. Ambient temperature. b. Rail Temperature. c. Approximate weather conditions d. Adjustment applied (type and rail end movement).

11-24 4278 08-08 Place all rail heat numbers on the same side of the CWR string When it is not possible to lay rail at the desired laying temperature, the Contractor shall make the necessary adjustment at a later date. The exact procedure used to adjust the rail temperature must be approved by the Engineer.

Zero thermal stress in CWR may be achieved by heating, cooling, or pulling the rails, or a combination thereof. When zero thermal stress is obtained, begin fastening immediately. The method and equipment proposed must be submitted to the Railroad for approval. Maintain the stress within the rail within the specified zero thermal stress range during installation of joints. During rail laying below the indicated zero thermal stress temperature, determine the gap between CWR strings and between CWR and bolted rail by using the equation:

G=(t-I) LK + Q

Where: G = Required rail gap (inches). T = Optimum anchoring temperature in deg. F for type of track construction. (115°) I = Actual rail temperature at time of laying in deg. F. L = Length of rail in feet (one-half of the sum of lengths of the CWR string being laid and the preceding CWR string). K = Coefficient of thermal expansion for rail steel 0.000078 inch per foot- °F (0.000 0065 in/in-°F x 12 in/ft). Q = Rail gap as required by manufacturers of field weld kit in inches. For bolted standard joints, Q equals 0.125 inch, and for bonded insulated joints, Q equals the end post thickness.

Use outer rails of curves as the line rail. Either rail may be used as the line rail in tangent; however, use that same rail for the full length of tangential segment of track. The ends of the chord to be at points on the gauge side of the line rail 5/8 inch below the top of the rail head. In addition to the requirements specified, place the track in good alignment before the finishing lift is made and follow immediately behind the finishing lift with a line gang or a mechanical means of lining the track to accurate alignment. Track construction tolerances are shown on the following table:

General

TYPE OF VERTICAL HORIZONTAL TRACK (Tolerances listed per inch increments) Middle Total Deviation Total From Middle Ordinate in Deviation of Uniform 62 foot Chord from Track Ordinate Deviation Total Deviation Profile Uniform Profile Centerline of Line Rail Ballasted (+/-) ½ inch (+/-) 1/8 inch (+/-) ½ inch (+/-) 1/8 inch

12-24 4278 08-08 Mainline

Variations of design gauge and crosslevel: Mainline: (+/-) 1/8 inch Temporarily fasten track for use of on-track equipment. Prior to equipment being placed on newly laid rail, secure the rail in a manner that will prevent damage to the CWR, rail fasteners, and other track materials. Move equipment over newly laid rail in such a manner as to prevent damage to trackwork materials. Temporarily fasten newly laid rail on ballasted track at not less than every third tie on tangents and on curves having a radius greater than 1,900 feet and every other tie on curves having a radius of 1,900 feet or less. Do not field weld or bond between contiguous CWR strings and between CWR strings and special track work units before the rail has been brought to final vertical and horizontal alignment, before the rail has been adjusted to the indicated zero thermal stress, range, and before the rail has been fully fastened. For permanent rail fastening, adjust the CWR string lengths for the zero thermal stress temperature. When closing on a fully anchored string remove 300 feet of existing rail clips, readjust the existing string for temperature and refasten before executing the field weld. Fasten the CWR strings in a manner which ensure that there is no unfastened portion of rail greater than 100 feet in length between fastened portions of the same string. De-stressing of existing track in operation will only take place with prior approval from the Railroad. De-stressing work of operating track shall not be scheduled during operating hours. Vibrate the rail to relieve internal rail stresses and fully fasten the string. Use vibrators, approved by the Railroad, to relieve internal rail stresses. Temperature of a rail, when being fastened opposite a previously fastened rail, to be within 5 deg. F of the previously fastened rail’s temperature at the time of its fastening. Once zero thermal stress has been obtained, maintain the correct rail gap until the rail is fully fastened. The Contractor should apply all rail anchors immediately behind the laying of CWR. Ballast must be unloaded and all cribs filled as soon as rail anchors have been applied. The track should be surfaced and tamped as soon as possible after the laying of the CWR. A survey of the final alignment will be made to determine if the horizontal and vertical alignment, gauge, crosslevel, and superelevation are within the tolerances specified for each type of track construction. Track deviations which exceed tolerances will be corrected. (2) Joint Bars. At the time rail is being laid, joint bars shall be applied, placing one bolt at each end of rail in the joint bar. Before the bolts are tightened, and after the track has been surfaced and lined, the joint bars shall be removed and the joint bars as well as the rail ends within the limits of the joint bar area shall be thoroughly cleaned with a wire brush to remove all rust, dirt and mill scale. The contact surface of the joint bars shall then be lubricated using a liberal amount of lubricant as approved by the Engineer. After application of lubricant, the joint bars are to be reapplied; taking care to see that no dirt, gravel or other foreign material is permitted to get into the lubricated area.

13-24 4278 08-08 (3) Staggering of Rail Joints. Rail not in CWR locations shall be staggered according to the Railroad’s requirements or at the direction of the Engineer, except when balancing the joints for switch leads, road crossings, bridge ends and signal circuits, as well as in secondary tracks where use of prefabricated track panels is authorized. To reduce the resonant reaction, rail joints shall be staggered at 10 feet from the nearest joint on the opposite rail. When laying rail, joints must not be located in road crossings, bridge decks, or on ends of bridges. (4) Rail Expansion Shims. An expansion gauge or shim suitable to allow proper spacing of adjacent rails shall be provided during construction for conventional jointed track. At joints, temperatures shall be taken and allowances made for rail expansion as set forth in the following table:

For 33 ft to 39 ft Rail:

Rail Temperature Opening 6° F to 25° F 1/4” 26° F to 45° F 3/16” 46° F to 65° F 1/8” 66° F to 85° F 1/16” Above 85° F None

Rail thermometers of the approved type must be used to determine the rail temperature. Exception: Expansion shims must not be used at the ends of strings when laying CWR. (5) Joint Bar Lubrication. The application of lubricants and general maintenance of rail joints in jointed-rail territory are necessary to ensure that the rail is working properly to accommodate rail expansion and contraction resulting from temperature variations, and prevent the occurrence of track buckles or sun kinks and pull-aparts. Joint bars and rail ends must be cleaned and lubricated with an approved joint lubricant when installing joint bars. Joints must be installed with the full number of bolts and the nuts tightened to the proper tension. When laying new or second hand jointed rail, or constructing new track using jointed rail, the contact surface of the rail ends and joint bars shall be lubricated using a liberal amount of approved lubricant. To maintain free rail movement in existing joint rail territory, joint area must be thoroughly lubricated along all marring surfaces and into the interior of the bars, using a Hudson sprayer or equivalent. Frozen joint conditions shall be corrected by loosening the bolts and breaking the bars free from the rail to permit proper oiling and ensure free rail movement within the joint.

14-24 4278 08-08 (6) Mismatched Rail. Where the running surface of rails at joints are mismatched by more than one eighth (1/8) inch, the Contractor shall build up, grind and profile the rail. A rail of more section shall not be ground down to match the lesser, but the lesser built up. (7) Compromise Joints. At permanent connections of different rail sections, compromise joints or compromise welds shall be installed, and where practicable they shall not be located in crossings, main track curves, on open deck bridges, or in turnouts. Compromise Joints are required at all locations between the ends of rail of different weights or cross section. The Contractor shall install all compromise joints as directed by the Engineer. Installation of compromise joints shall be considered incidental to track laying and no separate payment made therefore. Compromise joints shall not be placed within the limits of turnouts. 6. Ballasting and Surfacing. Furnishing, delivery and unloading of ballast to project site is the Contractor’s responsibility. Care must be taken to insure that track and walkways are safe for movement. Haul and place ballast material in such a way that damage to adjacent areas is avoided. Handle ballast during all stages of manufacture and supply in a manner and with equipment that ensures a uniform product and that prevents segregation and contamination by mud or any other deleterious material. Do not allow ballast to fall from a height in a manner that the larger particles are thrown beyond the smaller particles. When placing ballast in a bin, drop the material vertically over the center of the bin. Stockpile ballast on level, well-drained sites free of all foreign materials and of adequate bearing capacity to support the weight of the materials to be placed thereon. Except where stockpiled on concrete or asphaltic concrete foundations or on otherwise acceptably stabilized areas, provide a stockpile base approved by the Railroad. Build stockpiles in layers not to exceed three feet in depth, for each layer, completing each layer over the entire area of the stockpile before beginning the next layer. Uniformly spot-dump aggregates delivered to the stockpile in trucks. Coning of the piles or spilling of material over the edges of the pile is prohibited. The Railroad has the right to stop delivery of material to the Worksite based upon visual inspection pending sampling and testing. The Railroad may reject any ballast which arrives at the project for unloading that does not conform to the specified requirements. If material delivered does not conform to specified requirements, the Railroad may reject the material and no further delivery will be accepted until the deficiency is corrected. Non-conforming material will be removed and replaced. Unless otherwise permitted by the Railroad, remove rejected materials from the project within 48 hours of rejection. Ballast shall be uniformly distributed and the track raised, lined, surfaced, and tamped, with the finished surface of the ballast dressed in accordance with the approved drawings. The track shall be laid and connected before ballast is spread and raised. It will not be permissible to operate over long stretches of track before it has been raised and surfaced unless approved by the Engineer. Immediately prior to unloading ballast for the final 4 inch raise, the track shall be lined as close as practical to the stakes and all ties straightened and

15-24 4278 08-08 respaced as necessary. Ballast shall then be spread evenly and leveled to the required section, taking care to assure that subgrade material is not intermixed with the ballast. Ballast shall be spread and the track raised in a series of lifts to the approved elevation. No single lift shall be higher than 4 inches. In raising track, if jacks or mechanical tampers are used they shall be so regulated as to avoid the binding or straining of joints. Sufficient sets of track jacks, if used, shall be simultaneously used and properly spaced to avoid sharp breaks or bends in the rail when the track is raised. Both rails shall be raised simultaneously and to proper cross level by utilizing standard track level boards with each set of track raising jacks (minimum three insertions). Tamping is to be done by machines approved by the Engineer, in a manner that will produce uniform compaction. Tamping must not disturb subgrade/subballast. Thorough tamping under the rail set is required, and joint ties shall be tamped especially firm. Tamping will not be permitted at the middle of a tie. Both ends of a tie shall be tamped simultaneously and tamping inside and outside the rail shall be done at the same time. All ties that are pulled loose in the track raising operation shall be placed in their proper position and properly tie-plated and fully spiked before tamping. The track shall be true to line and grade as staked with tangent track level transversely. During each track raise, the track is to be tamped in such a manner that it will be uniform. During the raising and tamping operations, sufficient spot boards, track level boards or other approved surfacing devices shall be constantly used to insure the correct surface and cross level in the track after tamping work is completed. After ballasting is completed and the track is in correct gauge, surfaced and lined according to the stakes, the ballast shall be trimmed neatly to the section shown on the drawings, and any surplus material shall be spread evenly along the slopes of the ballast section. Dressing of the ballast by placing earth higher than the ballast toe and thus preventing proper drainage will not be permitted. Bring the initial layer of compacted ballast to an elevation that will establish the track surface no higher than 2 inches below final base of rail grade. Refer to plans and cross sections for ballast depth and base of rail grades. Ballast shall be inserted under ties in minimum 2-1/2 inch, maximum 4 inch lifts. Cribs shall be filled with ballast to the top of tie. Do not perform track surfacing unless the cribs are filled with ballast. Special care must be taken when surfacing during hot weather in order to avoid track buckles. Perform track surfacing by an approved method which prevents undue bending of the rail or straining of the joints. Both rails shall be raised at one time and as uniformly as possible. Ties that have been pulled loose shall be replaced to proper position and shall be fully tamped to proper elevation. Ballast to be thoroughly tamped from each tie end to 15 inches outside and inside of rail. Centers are to be filled but not tamped.

16-24 4278 08-08 Tamping tools shall be inserted simultaneously on opposite sides of the same tie to prevent the tie from cocking, to insure that the ballast under the tie is completely compacted and that the rail is firmly seated on the tie plate. When using power tampers in tandem, the machines should be of the same type and have identical tamping heads to produce uniform compaction. Track shall be constructed to the alignment and grade prescribed by the plans. Deviation from established gauge and cross level shall not exceed 1/4 inch; deviation from profile grade and horizontal alignment shall not exceed 1/4 inch in 50 feet. All work shall be acceptable to the Engineer. Tangent track shall be cross level. No humps or sags will be accepted nor will irregularities in alignment, either on tangent or curved track, that exceed previously defined deviations. Maximum allowable adjustment in line after final resurfacing is 2 inches. Top of track ballast shall be dressed parallel with top of rails, extending 12 inches beyond the end of tie, then on three to one slope to subballast. Not less than three insertions of tamping tools shall be made. Before final acceptance, all track shall be surfaced and accurately lined to remove all irregularities of cross level, surface or line caused by settlement or compaction of ballast following traffic loading. Any ties not giving full support to rails shall be retamped. Bolts shall be retightened, if necessary, to bring to full tension and spikes set down to full rail contact. The Railroad’s acceptance of trackage and its appurtenances which have been built shall be based on the Railroad’s written statement that construction and construction materials have met Railroad’s standards. 7. Field Rail Welding. All field welding shall be performed in accordance with the following: (1) Preparation for Work. Perform welding under the direct supervision of an experienced rail welding supervisor or foreman. Qualify each field welding foreman and crew through a representative of the field rail welding process manufacturer. Submit manufacturer’s certification of foreman and crew to the Railroad. Prepare a detailed description covering the step-by-step procedures to be employed in the making the welds. Include a complete description of each of the following applicable items as well as any other characteristics essential to the welding procedures. (a) The manufacturer’s trade name for the welding process. (b) The method used for cutting and cleaning of the rail ends. Flame cutting of rail ends will not be allowed. (c) The minimum and maximum spacing between rail ends. (d) The method used for maintaining the rail’s alignment during welding.

17-24 4278 08-08 (e) The method used for preheating, including time and temperature. (f) The tapping procedure, including the minimum time required to cool the weld under the mold insulation. (g) The method used, including a description of special tools and equipment, for removing the upset metal and finishing the weld to the final contour. (h) The manufacturers recommended procedure for welding heat treated rail if different from requirements for standard rail. (i) Method for controlling smoke and fumes from field welding within indicated requirements. (j) Quality control procedures. Prepare, maintain, and make available to the Railroad a complete welding record indicating kit manufacturer, welding foreman, nail temperature, weather conditions, and station location. The rail Contractor’s crew that will be performing field welding shall be thoroughly experienced and competent in field welding of CWR. The Contractor must give satisfactory evidence to the Railroad that the crew performing field welds on this project has performed at least 100 welds on CWR track within the last 3 years Perform field rail weld utilizing either (a) Boutet: As distributed by DuWel Steel Products Company, Chicago, Illinois, (b) Orgo-Thermit: As distributed by Orgo-Thermit Company, Lakehurst, New Jersey, or (c) Calorite: Standard preheat, as manufactured by Calorite Inc., Addison, Illinois. (Calorite Thermite Welding) rail welding kits or an approved equal. All field welds shall only be preheated type. Insulated joints and/or bonded insulated joint plugs will be installed as directed by the Railroad. (2) Welding Preparation. Clean the rails to be free of grease, oil, dirt, loose scale, and moisture to a minimum of six inches back from the rail ends, including the rail end surfaces, by use of a wire brush. Align the faces of the rail ends. Remove scale and rust for 2 inches or as required by the rail welding kit manufacturer, whichever is larger, from each rail end using a power actuated grinder, with abrasive wheel. Rail ends to show no steel defects, dents, or porosity before welding. If rail must be cut to length for any reason, cut it square and clean by means of rail saws or abrasive cutting wheels in accordance with AREMA, "Specifications for Steel Rails." Straighten rail not meeting the requirements of AREMA, "Specifications For Fabrication of Continuous Welded Rail", to be within the specified tolerance. If any rail cannot be straightened, cut it back a sufficient distance to achieve the required alignment. Perform all straightening or cutting prior to welding. Align and properly gap the ends of the rails to be welded to produce a weld which conforms to the alignment tolerances specified. Hold the rail gap and alignment during field welding without change during the complete welding cycle. Align rail on the head of the rail. Vertical alignment shall provide for a flat running surface. Horizontal alignment shall be in such a manner that any difference in the width of heads of rails

18-24 4278 08-08 occurs on the field side. Horizontal offsets shall not exceed 0.040 inch in the head and 0.125 inch in the base. Surface misalignment tolerance shall conform to the following: (a) Combined Vertical Offset and Crown Camber. Not to exceed 0.040 inch per foot at 600 degrees Fahrenheit or less. (b) Combined Vertical Offset and Dip Camber. Not to exceed 0.010 inch per foot at 600 degrees Fahrenheit or less. (c) Gauge Misalignment Tolerance. Combined horizontal offset and horizontal kink camber not to exceed 0.040 inch per foot at 600 degrees Fahrenheit or less. One handling hole may be made in each end of a CWR string. Cut off any rail ends containing such holes prior to welding. Leave the molds in place after tapping for the time required to permit complete solidification of the molten metal and proper slow cooling to prevent cracking and provide a complete weld with proper harness and ductility. (3) Weld Finishing and Tolerances. Bring rails and joints in the finished track to a true surface and alignment by means of an approved grinding machine. Finish the completed weld by grinding to conform with the following requirements: (a) Rail head surface and sides shall be finished ground to a smooth and uniform surface. Finishing deviation shall not be more than plus 0.010 inch to minus 0.0 inch of the parent section of the rail head surface. Finish the sides of the rail head to plus or minus 0.010 inch of the parent section. (b) Finish the bottom and sides of the rail base to a finishing deviation of not more than plus 0.010 inch of the parent section. (4) Flash Butt Weld Quality and Inspection. Inspect each weld using the dry powder magnetic particle method in accordance with ASTM E709, “Dry Powder Magnetic Particle Inspection”. Inspect each weld using a 3 foot straightedge along the centerline of the rail and 0.625 inch below top of rail on the gauge side of the rail head. Center the straightedge over the weld. The gap between the straightedge and the rail to comply with the requirements of AREMA, Chapter 4. Ensure that each completed weld has full penetration and complete fusion and is entirely free of cracks or fissures. Porosity and slag-type defects will be acceptable provided that testing indicates that the largest defect does not exceed more than 3/16 inch in its largest dimension; the total area of the defect does not exceed 0.010 square inches and the sum of the greatest dimension of defects in a line does not exceed 1/2 inch. Mark a sequential weld number on the rail immediately adjacent to the weld using a quality paint marker at the time the weld is made. Number welds sequentially in the order in which they are made. The Railroad will provide the initial weld number. When defective welds are replaced assign a new sequential number to the new weld by adding a letter to the defective weld number. (5) Weld Testing. Use the weld quality, finishing, and alignment requirements listed above as standards of acceptance. Use an approved independent testing laboratory for weld testing to certify whether or not each weld meets the quality criteria specified and

19-24 4278 08-08 submit reports directly to the Railroad within three working days of testing a weld. At the time of testing, the testing service to mark their findings as to acceptability or rejection on the weld itself. (6) Quality Control. Inspection Personnel shall be qualified in accordance with AWS D1.1. The testing services shall prepare a testing program for approval by the Railroad. The program shall include a description of the proposed procedures, materials, equipment, safety requirements, and report. One hundred percent (100%) of thermite welds shall be magnetic particle tested in accordance with ASTM E709 and ultrasonic tested in accordance with ASTM E164 or other Contracting Officer approved and industry accepted ultrasonic test methods. Ultrasonic testing of thermite welds shall also be included as part of the post-installation ultrasonic testing of the rail. Remove all rail weld and testing debris from the site as welding procedures and testing are completed. (a) Magnetic Particle Testing. All field welds shall be magnetic particle tested at the time of welding. The procedures used shall meet the requirements of ASTM E709. All welds surfaces shall be tested except the underside of the rail base. The magnetizing equipment shall be an electro-magnetic yoke meeting AC lift capacity of 10 pounds at the maximum pole spacing, and/or DC lift capacity of 40 pounds. (b) Ultrasonic Weld Testing. All track field welds shall be ultrasonically tested (UT) over the entire cross section of head, web, and base. The UT equipment shall meet the requirements of AWS Dl .1, Paragraph 6.22, Ultrasonic Equipment. The procedure shall meet the requirements of ASTM E164. Prior to performing production UT of welds, all UT technicians shall demonstrate to the satisfaction of the Railroad that they can discern and identify indication produced by slag, porosity, lack of fusion, and cracks. The welds and the rail shall be ultrasonic tested after the rails have been laid in final position. Use ultrasonic test equipment capable of detecting a 3/64 inch discontinuity, 6-1/2 inches below the top of rail. At a minimum, scan the weld from the top and both sides of the rail head and the base. Scan the weld from both sides on the face for longitudinal and transverse discontinuities using the applicable scanning pattern or patterns. Use equipment which has a distance amplitude correction feature. Calibrate the equipment daily using an International Institute of Welding (IIW) calibration block as described in AWS D1.1, Paragraph 6.23, Reference Standards. The calibration block shall be made of the same type of steel as the project rail. (c) Acceptance Criteria. Welds showing a response at any level that is identified as a crack or lack of fusion shall not be acceptable. Welds showing a response that is less than 50 percent of the primary reference level shall be acceptable. Welds showing a response greater than 50 percent but that do not exceed the primary reference level are acceptable, providing that (a) the defects are evaluated as slag or porosity, (b) the largest defect does not exceed 0.180 inch in its largest dimension, (c) the total area of the defects does not exceed 0.09 square inch, and (d) the sum of the greatest dimension of defects in a line does not exceed 3/8 inch. (d) Deficient Welds. When the a weld is unacceptable, cut out the weld and replace it. Make saw cuts at least 12 inches from the centerline of the faulty weld. Renumber

20-24 4278 08-08 replacement weld. Ultrasonically test replacement welds made in rail as specified herein. If one or both of the rails can be moved, cut out the weld, pull rails together to the indicated rail gap and reweld. If neither rail can be moved, after cutting the weld out of the rail cut additional rail off to accommodate the replacement section of rail. Replace the cut out rail with a section of new rail and two new welds. The length of the replacement section of rail shall be a minimum of 19 feet. 8. Vehicular Grade Crossing. All vehicular grade crossings shall be constructed in accordance with the following: Construct grade crossings to the lines and grades indicated in the plans. Verify that the track has been installed in accordance with the specifications and approved for alignment and profile by the Engineer. Verify that cross-ties are of correct length, position and spacing to satisfy the requirements of the concrete crossing panels and fasteners. Correct any deficiencies prior to proceeding with grade crossing installation. When required by the plans, install filter fabric and perforated pipe extending to the indicated limits shown in accordance with the manufacturer's instructions. Filter fabric shall meet the requirements of Departmental Material Specification DMS-6200 “Filter Fabric”. Protect filter fabrics from puncture throughout construction. The approaches for private roadways shall be supplied with stop signs and installed as directed by the Engineer. All welds within the crossing surface shall be ground flush on all sides of the rail except on the bottom of the base. The track must be properly lined, tamped, compacted, spiked, broomed and anchored before any crossing material is installed. 9. Turnouts. (1) Turnouts. Shall be constructed in strict conformity with the Railroad’s standards. The switch stands shall be fastened securely to headblocks and shall be square with the track. The targets shall be lined parallel with the rails of the major track when the switch is lined for the major track. All switch ties shall be fully tie plated. Stock rails for turnouts shall be bent accurately and shall not be sprung into place. All frogs, with the exception of self-guarded frogs, shall be protected by guardrails installed in accordance with the standard plans before any train is allowed to pass over them. Turnouts shall also include switchman walkways. The Contractor shall submit shop drawings for the turnouts and crossovers that are of his own manufacture or any of his proposed subcontractors, and that will satisfy the requirements of this specification. If disapproved, the Contractor will make corrections, deletions and additions as required and resubmit. The Contractor shall not commence fabrication until these items are reviewed and approved by the Railroad. Shop drawings shall reference component model numbers, when appropriate. Where components are not detailed on the shop drawings, the drawings shall contain a correct reference to detailed drawings and the referenced drawings shall be included with the submittal. The new turnouts and crossovers shall be constructed in accordance with the approved detailed shop drawings. 21-24 4278 08-08 Filter fabric shall be placed under the turn out. Ballasting for the turnouts shall follow the same procedure used in laying track. Lubricate sliding surfaces on special trackwork assemblies with a dry graphite lubricant, this procedure may be required to be repeated until sliding surfaces moves smoothly. Clean surfaces free of foreign material before applying the lubricant in accordance with the manufacturer’s recommendations. (2) Spiking. Turnouts shall have all special switch plates, frog and guard rail plates fully spiked. Spiking standards shall be per the Railroad’s requirements and Maintenance of Way Rules 52.0 through 52.4. (3) Panel Turnouts. Shall be constructed in strict conformity with the Railroad’s requirements and these specifications. Care shall be taken in unloading or moving the panel sections so as not to skew or bend the sections or cause damage to the prepared subgrade. The Contractor shall adjust anchors, ties, spikes, switch plates, braces, etc., as necessary to conform to the standard plan. (4) Derails and Bumpers. Where required, derails and bumpers shall be installed in conformity with the Railroad’s requirements and/or instructions, and shall be inspected and approved by the Engineer before final acceptance and operation over the track. 10. Removing Ballasted Track, Turnouts and Vehicular Grade Crossings. After designated sections of ballasted track, turnouts and grade crossings are no longer needed to carry traffic they shall be disconnected from the rail line and all salvageable materials shall be removed. Remove all abandoned structures. Remove warning signs, warning signals, crossing arms, and associated equipment adjacent to abandoned Vehicular Grade Crossings. Removal of warning signs includes but is not limited to adjacent warning sign assemblies, advanced warning sign assemblies, and pavement markings. Removal of warning signals, crossing arms and associated equipment includes but is not limited to controller cabinets, foundations, warning lights, poles, guys, and wiring. Removal of warning signals, crossing arms, and associated equipment shall be performed in a manner to maximize the serviceability of the equipment and facilitate the installation of the equipment in another location. Removed warning signals, crossing arms, and associated equipment except for foundations and other non-reusable appurtenances shall become the property of the State and shall be delivered to Trinity Railway Express in care of Herzog Contracting Corporation at 203 North Britain Road in Irving, Texas 75061.. Fill in ditches, except as needed for drainage and scarify abandoned trackbed and/or plow so as to mix it with soil to the satisfaction of the Engineer. The entire area of the removed ballasted track and turnouts shall be smoothed by blading or other methods. Pave over abandoned grade crossings as shown in the plans and directed by the engineer. 11. Shifting Track. Work consists of cutting rails, moving track as carefully as possible to its temporary or final alignment and then reconnecting track. The reinstalled track shall be surfaced so that it has the same profile as the adjacent track profile or the profile shown on the plans. The track shall be dressed track, and adjoining slopes shaped. All required cutting and reconnections of existing rail at the points where track removal begins and terminates will be performed under the supervision of the Railroad. Track components not believed to be suitable for reinstallation will be shown to the Engineer for final determination. Track components damaged by the Contractor will be replaced by the Contractor. Track cannot be

22-24 4278 08-08 taken out of service without written permission from the Railroad. A minimum of seven (7) days notice will be given to the Railroad prior to the time when the track is needed to be out of service. Train operations may not be suspended unless a designated track outage is allowed. A probable work window, that may be granted when formally requested, is 12:01am Sunday through 3:00am Monday. When the work is completed, the Contractor will notify the Railroad immediately that the track is ready to resume operation. Removal and salvage of track requires the complete removal of the track structure and include ties, rails, and fastenings. The salvageable material remains the property of the Railroad, and shall be stockpiled as directed by the Engineer. The ties will be positioned, ballast installed, dressed and tamped, rails refastened to the ties with new elastic fasteners if required and track surfaced to complete the track shift to either the temporary or final alignment as shown on the track drawings. Track shifts to final alignment will use all new track components in the track shift, i.e. ties, rails and fasteners, must be new. 12. Salvaging. Unless otherwise specified, all removed materials shall become the property of the Contractor and shall be removed from the site by the Contractor. 13. Measurement. Ballasted track will be measured by the track foot for construction and removal. Shifting track will be measured by the track foot for the relocated alignment. Vehicular grade crossing will be measured by the foot for installation and removal. Ballasted Track Turnout installation and removal will be measured by each. Subballast will be measured by the cubic yard, complete in place. 14. Payment. The work performed and material furnished by this Item and measured as provided under "Measurement", will be paid for as follows: Payment for ballasted track will be made at the unit price bid for "Ballasted Track Construction (Track)" and “Ballasted Track Construction (Track Removal)”. This price shall be full compensation for transportation; storage; installation of materials including all welding, track work on bridges, track work at vehicular grade crossings; placing ballast; for raising track to final grade and alignment; for the removal of all materials used in Ballasted Track Construction and for all other materials, tools, equipment and incidentals necessary to complete the work. Payment for shifting track will be made at the unit price bid for “Shifting Track”. This price shall be full compensation for transportation; storage; installation of materials including all welding, track work on bridges, track work at vehicular grade crossings; placing ballast; for raising track to final grade and alignment; for the removal of all materials used in Ballasted Track Construction and for all other materials, tools, equipment and incidentals necessary to complete the work. Payment for vehicular Grade crossing will be made at the unit price bid for "Vehicular Grade Crossing" and “Vehicular Grade Crossing (Removal)”. This price shall be full compensation for all crossing materials, filter fabric, underdrains, fasteners; for the removal of the crossing materials, filter fabric, underdrains, fasteners, warning signals, crossing arms,

23-24 4278 08-08 and associated equipment; and for all other materials, tools, equipment, labor and incidentals necessary to complete the work. Reimbursement shall be due to the State if the Engineer or the Railroad deems that unnecessary damage was done to the warning signals, crossing arms, and associated equipment during removal and/or delivery to the State. Payment for turnouts will be at the unit price bid for “Ballasted Track Construction (Turnout)” and “Ballasted Track Construction (Turnout Removal)”. This price shall be full compensation for all furnishing, installing and removing turnouts and for all materials, tools, equipment and incidentals necessary to complete the work. Payment for subballast will be at the unit price bid for “Subballast”. This price shall be full compensation for furnishing, hauling, placing, sprinkling, rolling the subballast and for all other materials, tools, equipment and incidentals necessary to complete the work. Flagging service and materials to be supplied by the Railroad Company and other work to be performed by the Railroad Company will be paid for by the State as a Force Account Item with the Railroad Company and will be at no expense to the Contractor

24-24 4278 08-08