ESC 220 Rail and Rail Joints, Version 4.8 States That Approved Rail Clamps May Be Used to Clamp Fishplates to Create a Temporary Joint at a Broken Rail

Home , Buffer stop, Fishplate, Rail profile

Technical Note - TN 003: 2017

For queries regarding this document [email protected] www.asa.transport.nsw.gov.au Technical Note - TN 003: 2017 Issued date: 15 February 2017

Effective date: 15 February 2017 Subject: Use of Robel rail clamps

This technical note is issued by the Asset Standards Authority to update the requirements for the application of Robel rail clamps. Section 4.4.2.2 of ESC 220 Rail and Rail Joints, version 4.8 states that approved rail clamps may be used to clamp fishplates to create a temporary joint at a broken rail. This technical note is intended to make provision for the use of approved rail clamps during construction and maintenance activities.

1. ESC 220 – Section 4.4.2 Temporary joints

Replace all of Section 4.4.2 with the following: 4.4.2 Temporary joints

Temporary joints are not permitted to remain in the track for any extended period. Special conditions apply whilst they remain in track. Temporary joints may be used in the following circumstances:

• during rail laying, to allow train operations prior to welding into continuous welded rail (CWR)

• during track restoration, to allow train operations prior to full repair of track

4.4.2.1 Temporary bolted joints during construction

Where rail is required to be joined as a temporary measure during track construction or rerailing and it is intended that the joint will be welded, the innermost bolt hole nearest the rail end shall not be drilled. The joint will be fastened through the remaining 4 bolt holes. To limit damage to the rail and to the track, these temporary joints shall not remain in track longer than 30 days if installed on concrete sleepers, or 12 months if installed on timber sleepers.

Slotted plates

Slotted fishplates may be used as an interim measure during the laying of rail, or in emergencies, if a rail breakaway occurs and the track cannot be adjusted before use.

They shall be removed as soon as the rail can be adjusted correctly. This will occur, preferably, on the same day that the rail is laid.

Slotted fishplates shall have properly prepared (machined) holes. Flame cut holes are not permitted.

4.4.2.2 Temporary bolted joints for emergency use

Use of flame cut rail ends

Running rails with flame cut ends are only permitted in extreme emergencies such as temporary track repairs following a derailment.

A speed restriction of 20 km/h shall be placed on the section until the flame cut rail end is removed.

This does not restrict the use of flame cut rail ends for aluminothermic welding carried out in accordance with approved practices.

Emergency use of flame cut bolt holes

Flame cut bolt holes may be used in an emergency to effect temporary repairs. A speed restriction of 10 km/h shall be placed on the section and the track continuously monitored until the flame cut bolt hole is removed.

4.4.2.3 Temporary non-bolted joints

Approved rail clamp assemblies may be used to create a temporary joint. Approved plates and clamps are detailed in Appendix A. Approved configurations and conditions of use are listed in Table 8.

Rail Joints Clamps Plates Conditions of use G-Clamps Standard Fishplates Maximum speed 30 km/h (2 required) Bow plates Remove within 12 hours Robel Clamps Standard Fishplates Maximum speed 60 km/h (1 or 2 required) Bow plates Remove within 24 hours Table 8 – Approved non-bolted joints

Robel rail clamps may be used on 47 kg, 53 kg and 60 kg rail as an alternative to G-clamps, noting the following details:

• they shall be installed in accordance with the manufacturer’s instructions

• the clamp shall be mounted directly at the rail joint by using two fishplates

• bow plates may be clamped with two (2) Robel rail clamps (one on each side of the bow)

Authorisation:

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by Signature

Date Name David Cooper John Paff Andrea Parker Jagath Peiris Position Principal Engineer Lead Track Engineer Chief Engineer A/Director Track Structure Network Standards and Services

For queries regarding this document [email protected] www.asa.transport.nsw.gov.au Technical Note - TN 057: 2016 Issued date: 31 August 2016

Effective date: 31 August 2016 Subject: Selection and installation of plain rail head hardened 60 kg/m rail steel (60H)

This technical note is issued by the Asset Standards Authority (ASA) to provide clarification to ESC 220 Rail and Rail Joints, version 4.8 on the appropriate selection and installation of head hardened 60 kg/m rail steel (60H). This technical note also provides minor updates to Section 4.1.2.1 of ESC 220.

1. Clarification – selection and installation of head hardened 60H rails

Head hardened (60H) rails shall only be installed at specific locations, as prescribed in ESC 220.

At all other plain rail installations, standard carbon rail steel (60S) shall be selected.

Any proposed variation to the specified selection requirements of head hardened 60 kg/m rail steel (60H) requires a concession to be granted from the ASA. The concessions process is detailed in T MU MD 00011 ST Concessions to ASA Requirements.

2. Engineering interpretation

New main line track, including reconstructed or reconditioned track where new rail is to be installed, shall conform to the minimum requirements as shown in Table 3 of ESC 200 Track System, version 4.3.

Summating Table 3 from ESC 200, the use of head hardened 60 kg/m rail steel (60H) is mandated in the following locations and associated traffic operations:

• on all curved track of radius less than 450 m

• on all track designated as heavy freight

• on all curved track of radius less than 800 m used by mixed traffic where the annual tonnage of freight exceeds 25 MGT of 23 t to 25 t axle loads at 60 km/h to 80 km/h speeds

• on all curved track of radius less than 800 m used by mixed traffic where the annual tonnage of freight exceeds 15 MGT of 25 t axle loads at speeds of 80 km/h

It is clarified that head hardened (60H) rails may be mixed with standard carbon rail on opposite rails, as specified in Section 4.1.2.2 of ESC 220.

3. Revised requirements to ESC 220

Section 4.1.2.1 'Use of Head Hardened Rail' of ESC 220 shall be replaced in its entirety with the following:

Head hardened 60kg/m rail shall be selected for use in accordance with the existing or proposed track structure class detailed in RailCorp standard ESC 200 and the following requirements:

• for tracks subject to more than 20 MGT per year of heavy axle load traffic (23 t axle load or greater)

• for tracks where axle loads heavier than 25 t are to be used at levels greater than 1 MGT per year

• curves where the use of standard carbon rail would result in a predicted renewal cycle of 6 years or less

• no other locations are permitted to be installed with head hardened 60H rail unless a concession has been granted by the Asset Standards Authority (ASA)

4. Background and site handling

Where selection requires two steel types to be installed, common practice has been to select only a single steel grade for rail replacement, which has consistently resulted in the procurement and installation of steel with the harder value. The view taken was that using the harder steel type for an entire installation would result in reduced rail wear, longer service life, and enable more simplified site placement and installation.

A negative consequence of having a reduced rate of rail wear from head hardened rail (60H) is the prevalence of rolling contact fatigue (RCF) propagation. Standard carbon rail steel (60S), under similar circumstances wears at a relatively equal rate to the RCF defect types and consequently does not permit a significant surface defect to become established.

The associated RCF surface micro-cracking also negates ultrasonic testing of the rails and creates a safety significant issue of 'untestable rail'.

Additional factors that may influence rail steel selection are:

• rail brittleness

• wear on wheels

• lubrication issues

• rail grinding issues

• welding issues

Consideration should be given to production issues that will affect the loading of rail trains, laying out and placement of rails on-site, together with the selection of the correct lengths of rail to install in specific locations. Particular care and attention should be exercised to ensure that the correct rail steel classifications are placed and installed at their correct designated locations on-site.

Configuration information and data shall identify the precise location information relating to specific rail steel installations. This is essential information that shall be provided to an infrastructure maintainer for ongoing and future maintenance production activities.

Authorisation:

Technical content Checked and Interdisciplinary Authorised for prepared by approved by coordination release checked by Signature

Date Name David Cooper John Paff Andrea Parker Graham Bradshaw Position Principal Engineer Lead Track Engineer Chief Engineer Director Track Structure Network Standards and Services

© State of NSW through Transport for NSW Page 3 of 3 Track Engineering Standard Approved Approved Owner: by: Theinformation in this documentisprotected by Copyrightandnopart ofdocument this be may reproduced,altered, Copyright RailCorpaccepts noliability whatsoeverrelation in the to use of this document by any party,and RailCorpexcludes RailCorpno warranties,makes express or implied, that compliance withcontents the ofthis document shall be This documentwasprepared use for on RailCorp the Network only. Disclaimer sufficientensure to safe systemsor work oroperation. the is It documentuser’s responsibility sole ensure to that the any liability whichany liability arises in any manner use by the of document.this stored or stored transmittedby any personwithout prior the consentofRailCorp. copy ofcopy document the itviewingis the is versioncurrent ofdocument the asuse in by RailCorp. Andrew Wilson Andrew Wilson Technical Specialist Specialist Technical Chief Engineer, Track Track Engineer, Chief Wheel/Rail Wheel/Rail RAIL AND RAILJOINTS RAILAND ESC220 UNCONTROLLED WHEN PRINTED UNCONTROLLEDPRINTED WHEN Authorised Authorised by: Reconfirmed 03July2019 Malcolm Kerr Malcolm Chief Engineer Engineer Chief Track Track Issued April2013 Version 4.8 Page 1 of1 Page 46

Engineering Standard RailCorp Engineering Standard — Track Rail and Rail Joints ESC 220

Document control

Version Date Summary of change 1 October 2006 First issue as a RailCorp document. Includes content from C 2405, C 2447, C 2501, C 3361, C 5200, TS 3101, TS 3104, TS 3111, TS 3362, TS 3371, TS 3394, TS 3396, TS 3397, TS 3601, TS 3602, TS 3603, TS 3604, TS 3606, TS 3642, TS 3645, TS 3646, TS 3648, TS 3654, TS 3655, RC 2410, RC 2411, RTS 3602, RTS 3640, RTS 3648, RTS 3733, RCSI 019, CTN 03/04, CTN 05/16, CTN 05/25, CTN 06/11. 2 April 2007 Revision of selection of HH rail; inclusion of Category 4 rail, additional requirements for recycled rail; requirements for flashbutt welds; removal of restriction on welding on opposite rails; revision of requirement to re-cut oxy-cut rail ends in HH rail prior to welding; removal of restriction on welding near heat numbers; clarification of acceptance limits for weld geometry. 3 October 2007 Correction of error in bonded insulated joint length; clarification of acceptance standards for flashbutt welded rail; added configuration requirements for rail associated with friction buffer stops. 4 May 2008 3.2 – Additional reference; 6.1.2 – Alterations to rail grinding tolerances and addition to surface finish requirements; 6.3 – Inclusion of reference to TMC 224 for alignment testing of flashbutt welds; App 1 – Updating of approved aluminothermic welds; App 2 – Alterations to approved rail profiles. 4.1 December 2008 5.10 – Inclusion of configuration requirements for connections to rail; 6.5.2 Alteration of wirefeed weld repair alignment limits. 4.2 May 2009 Format change; 4.4.2.2 - Temporary Joints for emergency use – Changes in restrictions on use of Robel clamps with Bow Plates; 4.72 - Inclusion of allowance of 14 days from time of adjustment for installation of creep monitoring; 4.8.3.2 - Anchoring of Welded Track on Bridges – Inclusion of requirements for use of anchors and zero toe load fastening systems on concrete and masonry structures; App 1 - Approved Rail Products – Addition of Hercules Insulated Joint Kit. 4.3 December 2009 4.2.2.2 - Placement and installation requirements – deleted "in track" – flame cut rail ends are restricted in any situation; added restriction on welds on slab track; 5.4.3.1 Straightness added. 4.4 July 2010 4.1.2.1 – removal of requirement to use 60HH rail in platforms and on steep grades; 4.2.1.1 and 4.2.2.1 Addition of clarification of relevant editions of Australian Standards; 4.2.2.1 – Correction of error in Table 6 – Change 47kg rail (AS 1921) to 47kg rail (AS 1981); 5.3 – Alteration of horizontal alignment acceptance standard for new flashbutt welds; App 1 - Updating list of Approved Aluminothermic Welding processes. 4.5 February 2011 Section 4.2.2.2- only closures less than 6m in length need be crowed.; Section 4.4.3 – additional explanation on use of insulated joints in turnouts and sidings – includes content from CTN 10/20; Section 4.8.3 – amended to address expansion of ballast top bridges; Section 5.1.2 Table - Modified application of rail profile templates; App 1 Addition of new approved rail, swage fastenings, insulated

joints and junction welds. 4.6 August 2011 Section 4.1.3 - Delete limit on concavity of rail face for recycled rail; Section 6 - Delete Section – inclusion of damage limits no longer necessary 4.7 April 2012 Reformatted to new template; 4.2.2.2 - Addition of recommended restriction on aluminothermic welds near transom top bridge ends; 4.4.3.3 - Clarification of selection and use of Benkler and Hercules Insulated Plate Joints 4.8 April 2013 Changes detailed in Summary table below.

Summary of changes from previous version

Summary of change Section Document Control Changes Control Changed restriction on placement of insulated joints near bridge ends 4.4.3.1 Addition of H4 rail profile 5.1.2 Addition of note regarding application of rail profiles Inclusion of approved bow plates and junction plates Appendix A Addition of H4 rail profile Appendix B

Contents

1 Purpose, Scope and Application...... 5 2 References...... 5 2.1 Australian and International Standards...... 5 2.2 RailCorp Documents...... 5 2.3 Other References...... 5 3 Design & Performance Criteria...... 5 3.1 Rail ...... 5 3.2 Rail Joints...... 6 3.3 Rail Lubrication ...... 7 3.4 Rail Adjustment ...... 7 3.5 Rail Anchoring...... 7 4 Allowable Configurations...... 7 4.1 Rail ...... 7 4.2 Rail Welds ...... 11 4.3 Junction Rails...... 15 4.4 Rail Joints...... 15 4.5 Rail Repair ...... 22 4.6 Rail Lubrication ...... 23 4.7 Rail Adjustment ...... 23 4.8 Rail Anchoring...... 25 4.9 Rail at Friction Buffer Stops ...... 27 4.10 Connections to Rail...... 27 5 Acceptance Standards ...... 27 5.1 Rail ...... 27 5.2 Rail Joints...... 30 5.3 Flashbutt Welds ...... 30 5.4 Aluminothermic Welds ...... 30 5.5 Rail Head Repair Welds...... 33 Appendix A Approved Rail Products...... 34 Appendix B Rail Profiles ...... 38 Appendix C Approved Rail Connection Methods...... 46

1 Purpose, Scope and Application This Standard establishes functional and design requirements, approved configurations, acceptance standards, damage limits and repair standards for the rail system, including rail, rail joints, rail welds, rail lubrication, rail anchors and rail adjustment.

It is applicable to all Rail Corporation main line and siding tracks.

2 References

2.1 Australian and International Standards AS 1085.1 (1980) - Railway Permanent Way Material Part 1: Steel rails AS 1085.1 (2002) - Railway Track Material Part 1: Steel rails AS 1085.2 (2002) - Railway Track Material Part 2: Fish plates AS 1085.4 (2002) - Railway Track Material Part 4: Fish bolts and nuts AS 1085.7 (2003) - Railway Track Material Part 7: Spring washers AS 1085.10 (2002) - Railway Track Material Part 10: Anchors AS 1085.12 (2002) - Railway Track Material Part 12: Insulated joint assemblies AS 1085.20 (2006) - Railway Track Material Part 20: Welding of steel rail

2.2 RailCorp Documents ESC 200 - Track System TMC 224 – Rail Defects & Testing

2.3 Other References Nil

3 Design & Performance Criteria

3.1 Rail This standard has been developed in consideration of the following criteria:

Rail size and type

• rail cross-section properties; • metallurgy (strength and impact resistance, hardness, cleanliness, chemical composition, microstructure and macroscopic properties); • service loads including effects of track alignment, maintenance standards and traffic task; • rail wear during service; • rail profile including gauge face angle, and wheel diameter and profile during service (e.g. new, ground rail, rail cant, machined wheels); • bending, contact and sub-surface rail stress limits for plastic deformation and fatigue; • rail joining methods, including strength and impact on temperature stresses; • rail support; • track deflection; • noise and vibration; and

• required track modulus.

Rail wear

• rail cross-sectional area including the distribution of that area (moment of inertia); • metallurgy and stress limits; • service loads including effects of track alignment, maintenance standards and traffic task; • wheel rail interaction including rail profile and wheel condition; • rail support (sleeper spacing, type and condition, ballast condition); • rail condition including rail age, fracture history and rail surface; and • rail modulus.

Rail surface repair

• metallurgy (strength and impact resistance, hardness, cleanliness, chemical composition, microstructure and macroscopic properties); • performance under rolling loads; and • the ability to test the weld and rail section.

3.2 Rail Joints Rails are joined by either welding or mechanical connections.

Rail welds create a fusion joint for connecting rails, closures, bonded insulated joints and other rail components in the track. These welds become an integral part of the running rail.

Non welded rail joints use mechanical connections (joint bars and fastenings) to connect the two rails. They may be designed as either permanent or temporary rail joints.

This standard has been developed in consideration of the following criteria:

• Sleeper type; • Maximum lengths of welded rail to be used for different track structures and track alignments given the effects of temperature induced forces; • Minimum lengths of rails including closure rails; and • Rail joint arrangement and position relative to sleepers.

Welded rail joints

• Rail welds shall be formed either by flashbutt or aluminothermic welding; • metallurgy (strength and impact resistance, hardness, cleanliness, chemical composition, microstructure and macroscopic properties); • section strength and bending fatigue behaviour; • performance under rolling loads; • geometry achievable; and • the ability to test the weld and rail section

Non-welded rail joints

• Material specification; • Dimensional tolerances; • Joint strength; • Joint arrangement and assembly requirements, eg. treatment of the rail (cutting, drilling, hardening), fastening tension, special locking devices; • Design requirements for longitudinal movement of the rails (sliding or fixed); • Performance requirements (either test, or in-track);

• Maintenance requirements, eg. lubrication to ensure free movement of sliding joints; • Special conditions for use of the joint, eg. location, operational conditions.; • Special requirements for temporary joints for example, speed restrictions or additional inspection requirements; and • Circuited track requirements, eg. electrical resistance.

3.3 Rail Lubrication Rail lubrication is used to control friction at the rail/wheel interface and reduce consequential rail/wheel wear, noise and train energy consumption.

This standard has been developed in consideration of the following criteria:

• Application rates; • Location of the application including position on the rail, track location and alignment, and direction of traffic; • Carry of the agent along the track and to the top of the rail; • Train braking and tractive performance; • Lateral wheel/rail forces; • Presence of rolling contact fatigue; • Environmental impact of the agent; and • Effect on wheel/rail electrical conductivity for all types of rollingstock that may use the line.

3.4 Rail Adjustment Construction and maintenance requirements to control the build up of longitudinal stresses in the rail shall be determined and specified for all joining methods.

3.5 Rail Anchoring Rail anchoring systems are installed to resist longitudinal movement of rails that may be induced by expansion and contraction, or the effects of traffic. Resistance to longitudinal movement assists in the management of rail stresses and maintenance of track stress adjustment and stability.

Rail anchoring systems are mandatory equipment for the management of welded track and mechanical insulated joints.

4 Allowable Configurations

4.1 Rail

4.1.1 New Rail New rail shall comply with the following criteria:

• All new 50 kg and 60 kg rail shall be manufactured to Australian Standard AS 1085.1 (2002). • 47 kg and 53 kg rail cross section shall comply with AS 1085.1 (1980). All other properties shall comply with AS 1085.1 (2002) • Rail ends shall be undrilled.

4.1.2 Rail Size Rail size shall be selected in accordance with the existing or proposed track structure class detailed in RailCorp standard ESC 200.

4.1.2.1 Use of Head Hardened Rail Head hardened 60kg/m rail shall be selected for use in accordance with the existing or proposed track structure class detailed in RailCorp standard ESC 200 and the following requirements.

• For tracks subject to more than 20 MGT per year of heavy axle load traffic (23 tonne axle load or greater). • For tracks where axle loads heavier than 25tonne are to be used at levels greater than 1 MGT per year. • At other locations selection of head hardened rail will depend on the operational requirements, site conditions and the rail management strategy adopted.

In addition 60H rail shall be used in the following locations:

• Curves with 6 yearly renewal cycles or less for standard carbon rail

4.1.2.2 Installation Requirements 1. Drilling of holes in rails should be minimised.

2. Rail shall be installed on plain track with a cant of 1 in 20 towards the centreline of the track.

3. The minimum rail length to be installed is 110m, welded from shorter lengths by flashbutt welding. In-situ aluminothermic welds should be kept to a minimum. Short lengths shall not be used except in emergencies.

4. The up and down rail of track shall be the same rail size.

5. Head hardened rail may be mixed with standard carbon rail on opposing rails.

6. Resilient fastenings only shall to be used with 60kg/m rail.

7. When replacing 53kg/m with 60kg/m rail, allowance shall be made for the 13mm increase in rail height. Tolerances shall be checked in relation to vertical structure clearance, overhead wiring clearances and electric train stop arm heights.

4.1.3 Recycled Rail Recycled rail may be selected for use in existing mainline tracks and new or existing sidings in accordance with the requirements detailed in Table 1 below, and subject to the restrictions also detailed below. The recycled rail categories are explained in Table 2.

Recycled rail sections allowed (kg/m) Operating Class Category 1 Category 2 Category 3 (White Rail) (Blue Rail) (Red Rail) Main line Heavy Freight Option Not permitted Not permitted Not permitted Passenger Main Line 53(1), (2), (3), (4), 60 Not permitted Not permitted Mixed Passenger 53(1), (2), (3), (4), 60 50, 53(1), (2), (3), (4), 60 Not permitted Freight Main Line Light Line 47 (3), 50, 53(3), 60 50, 53(3), 60 Not permitted Sidings General Yard(4) 53 (3), 60 53 (3), 60 Not permitted Passenger operations/ 53 (3), 60 53 (3), 60 Not permitted or maintenance Passenger Siding 40 (3), 47 (3), 50, 53 40 (3), 47 (3), 50, 53 (3) 40 (3), 47 (3), 50, 53 (3) (3) Engineering 40 (3), 47 (3), 50, 53 (3) 40 (3), 47 (3), 50, 53 (3) 40 (3), 47 (3), 50, 53 (3) Maintenance Siding Table 1 – Use of Recycled Rail by Track Class

Note: 1. Recovered 53kg/m rail may only be used in these operating classes for the repair of rail defects and conversion to CWR to match worn rails on existing 53kg/m track. 2. 53kg/m rail which is recycled for use on Passenger Main Lines or Mixed Passenger Freight Main Lines may be used only on lines operating with less than 5 MGT per year and which do not have more than one MGT per year of 25 tonne axle load freight traffic. 3. Or equivalent rail class (see Table 3). 4. Recycled “French" rail (Longwy and Micheville brands) is not permitted to be used on main line tracks. It is suitable for installation in crossing loops and in sidings. 5. Category 4 rail is painted GREEN and is not approved for use in track.

Recycled rails used for rerailing shall meet the following requirements:

• Rail wear shall meet the classification limits given in Table 2. • Rail shall be ultrasonically tested and have any defects removed • Rail surface defects (such as wheelburns, corrosion and pitting) shall be removed or corrected • All cripples or dipped welds shall be removed or corrected • Rails with more than 6 aluminothermic welds in a 100m length shall be graded no better than ‘Red’. • Rail shall not have excessive rust • Joint bolt holes shall be cropped • Rail shall meet the limits for proximity of welds • Rail end straightness, twist and other rail distortions shall meet the requirements for installation of aluminothermic welds or mechanical joints. • gauge face shall be re-profiled to the correct rail profile by removing any lip that has developed • Gauge face angle shall not exceed 26°to the verti cal when the worn face is within 15mm of the lower edge of the rail head.

26°

15mm

1 in 20

Figure 1 – Gauge Face Angle

• The maximum allowable rate of change of rail head sections where it is necessary to grind one rail to match the next shall be 1 in 500.

Maximum slope for grinding 1:500

Figure 2 – Maximum Slope for Grinding

Original Category 1 Category 2 Category 3 Category 4 Rail dimensions (White Rail) (Blue Rail) (Red Rail) (Green Rail) Section Rail Rail Rail Rail Rail Rail Rail Rail Rail Rail Kg/m Width Depth Width Depth Width Depth Width Depth Width Depth mm mm mm mm mm mm mm mm mm mm 60 Kg/m 70 44 ≥ 66.5 ≥ 35 ≥ 63.5 ≥ 35 > 46 > 26 ≤ 46 ≤ 26

53 Kg/m * 70 40 ≥ 66.5 ≥ 35 ≥ 63.5 ≥ 35 > 46 > 22 ≤ 46 ≤ 22

50 kg/m 70 40 ≥ 66.5 ≥ 35 ≥ 63.5 ≥ 35 > 47 > 22 ≤ 47 ≤ 22

47 Kg/m * 70 37 ≥ 66.5 ≥ 33 ≥ 63.5 ≥ 33 > 46 > 24 ≤ 46 ≤ 24

41 Kg/m * 63 35 ≥ 60 ≥ 30 ≥ 57 ≥ 30 > 41 > 23 ≤ 41 ≤ 23 80 lb/ yard AS (1937) 64 ≥ 60 ≥ 30 ≥ 57 ≥ 30 > 41 > 23 ≤ 41 ≤ 23 “B” (new) 80 lb/ yard AS (1928) 70 ≥ 66.5 ≥ 27 ≥ 63.5 ≥ 30 > 46 > 23 ≤ 46 ≤ 23 “A” (old) 80 lb/ yard AS (1916) 70 ≥ 66.5 ≥ 27 ≥ 63.5 ≥ 30 > 46 > 23 ≤ 46 ≤ 23 (old) 80 lb/ yard 64 ≥ 60 ≥ 30 ≥ 57 ≥ 35 > 41 > 23 ≤ 41 ≤ 23 AA (1907) Table 2 – Rail Category by Wear Limit

* Includes Equivalent Classifications (see Table 3.)

Size Equivalent 60 Kg/m Not Applicable 53 Kg/m 1071b/yard AS 103 lb/ yard AS 1936 100 lb/ yard AS 1936 1928 47 Kg/m 94 lb/ yard AS 90 lb/ yard AS 1928 90 lb/ yard AS 1937 (90 new) 1925 (90 new) 41 Kg/m 80 lb/ yard AS 80 lb/ yard AS 1928 80 lb/ yard AS 80 lb/ yard AA 1937“B” (new) “A” (old) 1916 (old) 1907 Table 3 – Equivalent Rail Sizes

4.1.4 Transposed Rails Rails subject to curve wear may be transposed and reused in tangent track, subject to curve wear not exceeding the limits detailed in Table 4 prior to re-use.

Minimum Head C Class Rail Section Width “C” 60 60 AS 1977 1981 49 53 53 AS 1977 1981 49 16mm Running 53 107 AS 1936 1964 49 Face 51 103 AS 1936 49 50 50 AS 1977 1981 50 Measurement of 50 100 AS 1928 52 Curve Wear “C” 50 100 AS 1916 58 50 100 C 1907 51 50 100 C 1901 52 47 94 AS 1937 49 45 90 AS 1928, 90 AS 1925 52 45 90 AS 1916 56 45 90 J 1913 52 41 80 ASB 1928 49 41 80 ASA 1928, 80 A 1916 56 41 80 AA 1906 48 41 80 A 1900 51 41 80 A(1) 1897 50 41 80 A(2) 1895 49 41 80 A(3) 1890 49 39 78 H 1903 55 37 75 BHP 1917 48 36 71 2 D 1875 46 35 70 AS 1928, 70 AS 1925 52 35 70 AS 1916 48 35 70lb 1910 48 Table 4 – Rail Wear Limits for Transposing

4.2 Rail Welds

4.2.1 Flashbutt Welds Flashbutt welding processes shall meet the following requirements:

• Long welded rail strings shall be supplied in accordance with the requirements of AS 1085.20 - Welding of steel rail. Type and proof testing shall be carried out using the method and frequency defined in AS 1085.20.

• Storage, transport and delivery of welded rail strings shall be in accordance with AS 1085.20. • Approved suppliers of long welded rail strings are detailed in Appendix A.

4.2.1.1 Rails Approved for Flashbutt Welding Rails approved for flashbutt welding into long welded rail strings are detailed in Table 5:

60 kg AS. 2002 As rolled 60 kg AS. 2002 Head Hardened 53 kg AS. 1981 As rolled Table 5 - Rails approved for flashbutt welding

For the rail sizes nominated in Table 5, rail manufactured to Australian standards published since the editions listed below are also approved for welding.

Only rails of the same weight and hardness may be welded by flashbutt welding into welded rail strings.

The minimum distance between flashbutt welds shall be 5m.

4.2.2 Aluminothermic Welds Aluminothermic welding processes and materials shall meet the following requirements:

• Aluminothermic weld materials shall be supplied in accordance with the requirements of AS 1085.20. Type and proof testing shall be carried out using the method and frequency defined in AS 1085.20. • Transport and storage of weld consumables shall be in accordance with AS 1085.20. • Approved aluminothermic welds, including standard, wide gap and junction welds, and welding processes are detailed in Appendix A.

4.2.2.1 Rails Approved for Welding Rails approved for aluminothermic welding are detailed Table 6. For the rail sizes nominated in Table 6, rail manufactured to Australian standards published since the editions listed below are also approved for welding

60 kg AS. 1981 Standard 60 kg AS. 1981 Head Hardened 53 kg AS. 1981 All treated as 53 kg rail 107 lb AS. 1936 See Notes below regarding 103 lb AS. 1936 welding of 'French' rail 100 lb AS. 1928 47 kg AS. 1981 94 lb AS. 1937 90 lb AS. 1928 All treated as 47 kg rail 90 lb AS. 1925 90 lb A.S. 1916 90J 1913 41kg AS. 1977 80 lb AS. “B” 1928 (commonly called 80 NEW) All treated as 41kg rail 80 lb AS. “A” 1928 80 lb AS. 1916 (Both commonly called 80 OLD) Table 6 - Rails approved for aluminothermic welding

All other rail sections shall not be welded because of age, wear or suspect chemical composition.

Rails of dissimilar section may be welded together using approved junction welds. The approved dissimilar sections that can be welded using aluminothermic welds are:

• 60kg to 53kg • 53kg to 47kg • 47kg to 41kg

Welding of 'French' rails

Because of a high percentage of internal failures in 'French' rails (Longwy and Micheville), particularly vertical split webs, they are NOT to be welded into CWR lengths in main lines.

Field welding of these French rails may be carried out in crossing loops and sidings, provided that ultrasonic testing is carried out and proves the rail satisfactory for welding.

Ultrasonic testing is to include the side of the rail web for a distance of one (1) metre in the vicinity of the proposed weld.

4.2.2.2 Placement and Installation Requirements The following placement and installation requirements apply to aluminothermic welds:

General

1. Welds SHALL NOT be installed when exposed to moisture (rain, fog etc).

2. Rail ends or aluminothermic welds may not be located closer than 1.2 m from the centre of a bonded insulated joint

3. Aluminothermic welds may not be placed within 2.2 metres of any weld (flashbutt or aluminothermic) or mechanical joint on plain track (main line or siding) except as indicated below

o In turnouts, aluminothermic welds may be placed closer than 2.2 metres to a minimum distance of 1.2m to a flashbutt weld, aluminothermic weld or mechanical rail joint, provided that –

■ The flashbutt weld or joint has no internal defects ■ The rail length is well secured by two ties with the ties held by more than two rails such that they will not be able to skew if the rail breaks in two places. ■ The aluminothermic weld is ultrasonically tested within 6 hours of completion.

4. Aluminothermic welds may be installed opposite each other on adjacent rails as long as gauge side of each weld is ground prior to passage of trains.

5. Aluminothermic welds are not permitted on a sleeper.

6. Aluminothermic welds shall not sit directly on slab track.

7. Aluminothermic welds should not be located within 4m of the approach end of a transom top bridge, nor within 8m of the departure end.

Closures

1. The minimum length of a closure to be welded into track is 2.2 metres except as indicated below

o In turnouts, closures shorter than 2.2 metres to a minimum length of 1.2m may be used, provided that

■ The closure is well secured by two ties with the ties held by more than two rails such that they will not be able to skew if the rail breaks in two places. ■ The aluminothermic welds are ultrasonically tested within 6 hours of completion.

2. A flame cut rail end which has been left more than 12 hours (4 hours for Head Hardened rail) shall be re-cut immediately prior to welding, removing a minimum of 25mm.

3. The closure shall conform to existing rail with a maximum 5 mm in gauge wear and 5mm mismatch in height (unless the rail is being welded using a junction weld in which case appropriate limits apply).

4. For curves of 500m radius and under, closures of less than 6m in length shall have the last 600mm of each end crowed to the correct curvature.

Welding near bolt holes

1. Rail ends that have been part of mechanical joints in service in the track and have wear >0.3mm or any indication of damage shall be removed and replaced with a closure.

2. Bolt holes that are being, or have been, used in track to form a mechanical joint shall be closely examined and if there is any damage, no matter how slight, then all the bolt holes shall be removed. If there is no damage then they may be treated as if they were unused.

3. Bolt holes that have not been used in track to form a mechanical joint shall be dealt with as follows:

o 4 hole pattern - Rails with the 4 hole pattern where only the outer 2 holes are bored on each rail end can be welded straight into track provided that the first bolt hole is maintained at a minimum of 80mm from the weld. o 6 Hole Pattern - Rails which have all 3 holes bored on each rail end shall be cut behind the first bolt hole so that a minimum of 80mm is achieved from the weld to the first bolt hole (see Figure 3).

80m m Maximum

Figure 3 – Minimum distance of bolt hole from weld

Welding near signal bonding holes

Aluminothermic welds may not be placed within 80mm of any holes drilled in the rail web for attachment of signalling bonds. This includes holes currently in use, those no longer in use and those that have been plugged.

4.3 Junction Rails Junction rails shall only be used as closures and shall be fully welded into the track.

Rails approved for use as junction rails are detailed in Table 7:

60 kg AS. 1981 Standard 60 kg AS. 1981 Head Hardened 53 kg AS. 1981 107 lb AS. 1936 All treated as 53 103 lb AS. 1936 kg rail 100 lb AS. 1928 47 kg AS. 1921 94 lb AS. 1937 90 lb AS. 1928 All treated as 47 90 lb AS. 1925 kg rail 90 lb AS. 1916 90J 1913 41kg AS. 1977 80 lb AS. “B” 1928 (commonly called 80 NEW) All treated as 80 lb AS. “A” 1928 41kg rail 80 lb AS. 1916 (Both commonly called 80 OLD) Table 7 - Rails approved for use as junction rails

Approved configurations are detailed in Appendix A.

4.4 Rail Joints

4.4.1 Mechanical Joints Rail joint design shall be in accordance with standard fishplated joints detailed in AS 1085.2 (2002), or be equal to or exceed the performance of current proven designs.

Mechanical joints shall be constructed with a gap of 6mm between rail ends at design neutral temperature of 35°C

4.4.1.1 Placement and Installation Requirements The following placement and installation requirements apply:

• Joints shall be installed suspended between adjacent ties. • Joints shall be no closer to each other than 6 m except in turnouts where shorter lengths (minimum 2.2m) may be used if necessary • Joints are not permitted in continuously welded track except within turnouts. • Joints are not recommended on mainline track in RailCorp. • Permanent mechanical joints are not permitted on bridges • Temporary mechanical joints on bridges are limited to no more than 7 days • The following restrictions apply to installation of joints in proximity to bridge approaches.

– NOT within 30m of a transom top opening with spans less than 18m – NOT within 60m of a transom top opening with one or more spans ≥18m long. – NOT within 30m of a ballast top opening ≥ 4.27m long.

• Joints shall be anchored as required in Section 4.8

• Permanent Joints shall be fastened through all six bolt holes, except for temporary rail joints. (See Section 4.4.2 for temporary joints). • Rail ends shall be saw cut to the following tolerances.

– Vertical - ≤1mm variation in the height of the rail – Horizontal - ≤0.5mm variation in the width of the rail

• Bolt holes shall be drilled square to the web. • The size and location of bolt holes for the installation of mechanical rail joints shall be in accordance with the dimensions defined in AS 1085.2 and AS 1085.12.

4.4.1.2 Prohibited Configurations The following configurations are specifically prohibited:

• Joints bored wide or tight giving a false reading of rail adjustment. • Slotted plates (except as temporary or emergency rail joints). • Rail Inserts • Rails with flame cut ends, except in temporary or emergency rail joints (see Section 4.4.2). • Rails with flame cut bolt holes, except in temporary or emergency rail joints (see Section 4.4.2).

4.4.2 Temporary Joints Temporary joints are not permitted to remain in the track for any extended period. Special conditions apply whilst they remain in track. Temporary joints may be used in the following circumstances:

• During rail laying, to allow train operations, prior to welding into CWR • During track restoration, to allow train operations, prior to full repair of track.

4.4.2.1 Temporary Joints During Construction 4-hole joints

Where rail is required to be joined as a temporary measure during track construction or rerailing and it is intended that the joint will be welded, the bolt hole on each rail nearest each rail end shall not be drilled. The joint will be fastened through the remaining 4 bolt holes. To limit damage to the rail and to the track, these temporary joints shall not remain in track longer than 30 days if installed on concrete sleepers, or 12 months if installed on timber sleepers.

Slotted plates

Slotted fishplates may be used as an interim measure during the laying of rail. or in emergencies if a rail breakaway occurs and the track cannot be adjusted before use.

They shall be removed as soon as the rail can be adjusted correctly. This will occur, preferably, on the same day that the rail is laid.

Slotted fishplates shall have properly prepared (machined) holes. Flame cut holes are not permitted.

4.4.2.2 Temporary Joints for Emergency Use Use of flame cut rail ends

Running rails with flame cut ends are only permitted in extreme emergencies such as temporary track repairs following a derailment.

A speed restriction of 20km/h shall be placed on the section until the flame cut rail end is removed.

This does not restrict the use of flame cut rail ends for aluminothermic welding carried out in accordance with approved practices.

Emergency use of flame cut bolt holes

Flame cut bolt holes may be used in an emergency to effect temporary repairs. A speed restriction of 10km/h shall be placed on the section and the track continuously monitored until the flame cut bolt hole is removed.

Non-bolted joints

Approved rail clamps may be used to clamp fishplates to create a temporary joint at a broken rail. Conditions apply to their use. Approved plates and clamps are detailed in Appendix A and approved configurations are detailed in Table 8.

Rail Joints Conditions of use Clamps Plates G-Clamps Standard Fishplates Maximum Speed 30kph (2 required) Bow plates Remove within 12 hours Robel Clamps Standard Fishplates Maximum Speed 60kph (1 or 2 required) Bow plates Remove within 24 hours Table 8 - Approved Non-bolted joints

Robel rail clamps may be used on 47, 53 and 60kg rail in place of G-clamps for plating broken rails and at other locations where G-clamps are normally used (except as detailed below).

• They shall be installed in accordance with the manufacturer’s instructions • The clamp shall be mounted directly at the rail joint by using two fishplates. • Bow plates may be clamped with two (2) Robel rail clamps (one on each side of the bow).

4.4.3 Insulated Rail Joints Rail joint design shall be in accordance with standard insulated joints detailed in AS 1085.12, or be equal to or exceed the performance of current proven designs.

Approved insulated joint configurations, including proprietary designs are defined in Appendix A. Only approved configurations shall be installed.

Insulated joint configurations include:

• standard mechanical insulated joints • insulated plate joints • bonded insulated joints

The following placement and installation requirements apply:

4.4.3.1 General 1. Locations of insulated joints shall be determined to suit the requirements of signal circuiting.

2. Insulated joints shall be installed suspended between adjacent ties with the insulating post placed centrally between the sleepers.

3. Bonded insulated joints shall be welded into the track as rail closures.

4. Insulated joints of any type should not be installed on transom top bridges or within 10m of bridge ends and preferably not within 30m. Insulated joints may only be installed within 10m of a bridge end with the approval of the Chief Engineer Track.

5. Bonded insulated joints should not be installed at the interface of concrete/ timber track, or locations where additional track disturbance is likely

6. Where 53kg and 60kg insulated joints are to be installed with resilient fastenings, low profile clips shall be used to avoid fouling the bolts.

7. When used with some baseplates in turnouts with timber bearers, low profile clips may still become foul of the joint bolts. Where this is the case the offending clips shall be removed, subject to leaving at least one clip at each track plate set on opposite sides of the rail from one side of the joint to the other (see Figure 4).

Clips on Opposite Sides of Insulated Joint

Figure 4 – Minimum clip configuration at bonded insulated joints

4.4.3.2 Mechanical Insulated Joints 1. shall not be used in mainline track except in an emergency or as a temporary measure to suit short term construction staging

2. shall be anchored in accordance with Section 4.8

3. shall be fastened through six bolt holes

4. rail ends shall be square

4.4.3.3 Insulated Plate Joints (This is the generic term used to describe joints such as Benkler and Hercules)

1. shall not be used in mainline track except in an emergency or as a temporary measure to suit short term construction staging.

2. may only be used in the turnout rails within turnout systems on all operating classes. (This excludes any direct connection with CWR plain track)

3. shall be fastened through six bolt holes

4. shall be anchored as for mechanical insulated joints

5. curved track sections with insulated joints shall be formed in the field from straight fishplate pieces.

6. rail ends shall be square

When selecting the appropriate type of approved Insulated plate joint, the following issues need to be considered;

• “Benkler Joints” are robust joints with good insulation performance but are significantly weaker than bonded insulated joints. • “Hercules Joints - NIJ 600 series” are a stronger joint but have greater potential for insulation failure. Care is needed to ensure that fastenings do not cause signal failure. Some fastenings may have to be omitted.

4.4.3.4 Bonded Insulated Joints 1. Factory assembled bonded insulated joints are permitted on all tracks.

2. All new bonded insulated joints shall be Grade A factory assembled bonded insulated joint assemblies in accordance with AS 1085.12 using 6 hole joint bars. Rail ends at the insulating post will be cut at 15° to the right angle of the longitudinal axis (see Figure 5).

15°

90°

Figure 5 – Rail End angle

3. Head Hardened rail shall be used to form bonded insulated joints. Head hardened rail is not available in 47kg.

4. Bonded insulated joints shall be pre-curved to suit the radius of the track in accordance with Table 9.

3.43m Bonded Insulated Joints Curve Radius Measured Full Versine to Midordinate of be Used Track 196 - 326 m 7.5 - 4.5 mm 6 326 - 980 m 4.5 - 1.5 mm 3 980 - straight 1.5 - 0 mm 0 4.57m Bonded Insulated Joints Curve radius Measured full Versine to Midordinate of be Used Track 217 - 326 m 12.0 - 8.0 mm 10 326 - 1305 m 8.0 - 2.0 mm 5 1305 - straight 2.0 - 0 mm 0 Table 9 - BIJ configurations

5. In existing bonded insulated joints, rail ends may be square or have a 15° cut to the right angle of the longitudinal axis (see Figure 5).

6. Bonded insulated joints manufactured with HH rail may be installed in non head hardened track.

7. In turnouts bonded insulated joints should be manufactured as part of the closure rails to avoid additional welds. This requires the location of the bonded insulated joint to be determined in advance in consultation with signals. Alternatively the bonded insulated joint unit may be welded into the turnout as an additional closure.

4.4.3.5 Insulated Joints in Turnouts and Sidings 1. Bonded insulated joints, insulated plate joints and mechanical insulated joints may be used in the turnout road of main line turnouts (i.e. the route with lower speed and normally lower traffic) and in sidings.

2. Where practical it is still desirable that bonded insulated joints be used in the turnout route of main lines particularly if the turnout route is likely to see significant traffic. Otherwise the use of insulated plate joints or mechanical insulated joints should consider the best option balancing the location specific need for strength and electrical resistance.

4.4.3.6 Double Bonded Insulated Joints Double bonded insulated joint configurations may be used to maintain track circuit reliability at locations where wheel scale build up and bridging of insulation is of concern.

1. They are not recommended for general use.

2. Other conditions are the same as for single bonded insulated joints.

3. They may be used on straight track and curved track.

4. They shall consist of 2 bonded insulated joints 2.325m apart as detailed in Figure 6. The length of the double bonded insulated joint is 5.765 m and is composed of three lengths of rail (1.720m, 2.325m and 1.720m) rigidly joined by a pair of fishplates at each joint, adhesive insulating material and high strength bolts with nuts and washers.

Figure 6 – General Arrangement Double BIJ

4.4.3.7 Prohibited Configurations • Mechanical insulated joints are not permitted in CWR track. • Insulated plate joints are not permitted in main line CWR track. • Field assembled bonded insulated joints are not approved for use. • Mechanical insulated joints and Insulated plate joints are not permitted on bridges and restrictions apply to installation in proximity to bridge approaches. • Mechanical insulated joints and Insulated Plate joints shall not be used in mainline track except in an emergency or as a temporary measure to suit short term construction staging

4.4.4 Fishbolts, Washers and Nuts Fishbolts and nuts used in conjunction with fishplates in mechanical joints shall be supplied in accordance with AS 1085.4. The length and diameter of standard fishbolts varies according to the rail sections in which they are being used, detailed in Table 10.

Type 1 Spring Washers shall be supplied in accordance with AS 1085.7. The nominal size shall be the associated bolt diameter.

Rail section Fishbolt Metric Imperial coding Length Diameter 60 50 - 53 100 AS 28. 100 AS 25, 103 AS 36 53 AS 78 107 AS 36 45 - 40 90 AS 28, 90 AS 25, 80 AS ‘B’ 140 24 28 47 AS 78 80 AS 25, 94 AS 37 45 - 50 100 AS 21, 100 AS 16, 100CA 100C 90 AS 21, 90 AS 16, 90J 30 - 40 80 AS 21, 80Aa 80A 78H 70 AS 28 60 AS ‘B’ 28 115 22 30 - 40 80 AS 16 80A 60 AS 25 Table 10 - Fishbolt sizes

4.4.5 Swage Fasteners Swage fasteners may be used in lieu of conventional fishbolts to provide a high strength fastening at fixed mechanical rail joints.

Swage fasteners are suitable for operating conditions with designed axle loads ≤ 25 tonnes at speeds ≤ 120 kph.

Only approved configurations (as documented in Appendix A) may be used.

Swage fasteners may only be used with fishplates meeting or exceeding the mechanical and chemical properties of AS 1085.2.

The following placement and installation requirements apply:

1. Swage fasteners may only be applied to joints designed for no rail movement.

2. Swage fastened mechanical joints may be used within turnouts and diamonds and between adjacent turnouts and diamonds but they shall not be used directly adjacent to CWR plain track.

3. The application of the swage fasteners is to be restricted to trackwork in good condition, where the contacting surfaces and components of the joint can support the high clamping forces involved.

4. Swage fastener heads and collars shall be fitted with washers made from cast or formed high strength steel to spread the clamping forces of the swage fasteners over a larger area. The hole diameter of the washer under collar shall not be larger than 1.5mm in diameter more than the shaft size of the swage fastener.

Prohibited Configurations

• Swage fasteners may not be used in open track in lieu of welding. • Swage fasteners may not be used where axle loads > 25t operate. • Swage fasteners are not recommended for locations where a high level of 25t axle load traffic operates.

4.5 Rail Repair

4.5.1 Wire Feed Welding Wire feed welding processes may be used to:

• build up fabricated and welded crossings manufactured from standard carbon and head hardened rail, • repair manganese crossings, • repair wheel burns, Small EBTD, dipped aluminothermic and flash butt welds in standard carbon rail, or • repair wheel burns, Small EBTD, dipped aluminothermic and flash butt welds in head hardened rail where axle loads DO NOT exceed 27 tonnes.

Wire feed welding processes are NOT approved for

• repairs of wheel burns in head hardened rail where axle loads exceed 27 tonnes, • repairs to switches in turnouts and other special trackwork. This includes the area from the switch tip to the heel (inclusive), • repair of swingnose crossings, • repair of rail defects more than 12mm below the top of the rail.

4.5.2 Aluminothermic Rail Head Repair • Aluminothermic rail head repair processes and materials shall meet the following requirements: • Aluminothermic rail head repair materials shall be supplied in accordance with the requirements of AS 1085.20. Type and proof testing shall be carried out using the method and frequency defined in AS 1085.20. • Transport and storage of consumables shall be in accordance with AS 1085.20. • Approved aluminothermic rail head repair processes and materials are detailed in Appendix A.

4.6 Rail Lubrication Rail lubrication systems shall be installed to reduce friction at the rail/wheel interface and consequential rail/wheel wear, noise and unnecessary train energy consumption.

Rail lubrication systems (number, location and spacing of lubricators, and type of lubricant) shall be designed to meet the following performance requirements:

• The friction coefficient on the gauge face of the high rails should be < 0.30 and preferably ≤ 0.25 if metropolitan passenger trains are involved. • The friction on the running surfaces of both high and low rails should be >0.35 (>0.40 preferred) and >0.40 on grades steeper than 1 in 50. A lower friction level is acceptable on the rail surface in the immediate area of the lubricator (within 50m). • It is also desirable that the difference in the running surface friction between the high and low rails should be ≤ 0.15.

Lubrication is required wherever there is potential for significant wear, including:

• curves of 800m radius or sharper depending on track design, wheel and rail profiles and train operations, • other curves exhibiting, or with a history of, gauge face wear on the high rail, or • situations where flanging noise is a problem.

4.6.1 Lubricator Types Single pump, single blade lubricators are the preferred type of lubricator.

Current approved lubricators are listed in Appendix A.

4.6.2 Lubricants Only approved lubricants (see Appendix A) shall be used.

4.6.3 Installation 1. Lubricators shall be installed in accordance with manufacturer’s instructions.

2. All trackside lubricators shall be clamped to the rail. New installations are not permitted to be fixed by bolting through the rail.

3. Under very severe grade conditions (more than about 1:50 in either braking or climbing direction), lubricators on the Up and Down rails should not be positioned any closer than 0.5 km of each other.

4. Installation should consider environmental aspects. If standard lubricant is used an appropriate mat should be placed to prevent contamination of the ballast and the environment.

4.7 Rail Adjustment Rail (except in tunnels as detailed below) shall be installed and adjusted to be stress free at a rail temperature of 35°C. This is the Neutral Temperature adopted for RailCorp track.

Rail located more than 50m inside tunnels may be welded where it sits without further adjustment.

Rail shall be installed as Standard Welded Track (CWR or LWR) in accordance with configuration requirements.

4.7.1 Long Welded Rail (LWR) Design and Installation Requirements 1. Rails shall be longer than 27.4m.

2. Maximum rail length shall be 110m in curves <600m radius and 220m lengths for tangents and curves ≥ 600m radius.

3. Rail shall be fastened to sleepers/sleeper plates with non-resilient fastenings and anchors or a mixture of non-resilient fastenings and resilient fastenings.

4. Rails SHALL NOT be fitted with more than 1 in 3 resilient fastenings.

5. Mechanical joints in LWR track shall have a gap of 6mm at 35°C.

6. An appropriate track configuration, capable of providing the required resistance for the rail stresses is required. This is detailed in ESC 200.

7. Where non-resilient rail fastenings and “Fair” type rail anchors are specified in the design the minimum anchoring requirements for LWR shall be as specified in Section 4.8.

4.7.2 Continuous Welded Rail (CWR) Design and Installation Requirements 1. Rails shall be longer than 220m.

2. Rails shall be adjusted to be stress free at a rail temperature of 35°C, except in tunnels as detailed above.

3. Rails shall be installed in accordance with an approved alignment design. Alignment marks shall be installed.

4. Creep monitoring points shall be installed within 14 days of adjustment. Creep monitoring facilities are to be located, at least, at every kilometre and half kilometre post. Additional monitoring points may be specified.

5. An appropriate track configuration, capable of providing the required resistance for the rail stresses is required. This is detailed in ESC 200.

6. Rails may be fitted with resilient fastenings or non-resilient fastenings and anchors.

7. Rails fitted with ≥ 1 in 4 resilient fastenings do not require supplementary anchoring.

8. where non-resilient rail fastenings and “Fair” type rail anchors are specified in the design or where <1 in 4 resilient fastenings are installed, the minimum anchoring requirements for CWR are as specified in Section 4.8.

4.7.3 Prohibited Configurations The following non-standard track configurations are prohibited:

• Rails longer than 220m which have not been adjusted. • Rails longer than 220m with no creep marks or pegs. • Rails longer than 220m with no alignment information available.

• Rails longer than 27.4m with resilient fastenings more than 1 in 3 (unless the rails have been correctly adjusted in accordance with requirements for CWR).

4.8 Rail Anchoring Rail Anchoring requirements apply to all classes of track constructed with timber sleepers and non-resilient fastenings.

Rail anchoring system configurations include:

• FAIR type rail anchors • resilient rail clips • Zero toe load resilient fastenings

Only approved configurations shall be installed.

Rail anchors shall meet the requirements of AS 1085.10.

4.8.1 Anchoring of Ballasted Welded Track Welded track shall meet the following minimum anchoring requirements.

• Double (or box) anchor every fourth sleeper except at mechanical joints • Double anchor every second sleeper for a distance of 32 sleepers either side of mechanical joints, starting at the second sleeper from the joint.

Basic anchoring is to be so that sleepers are anchored on both sides on each rail (double or box anchor), except for steep grades as detailed below.

On track with a falling grade steeper than 1 in 80 in the direction of traffic, or at other locations where considered necessary to control rail creep, the anchoring shall be increased by adding single anchoring each second sleeper (or on every sleeper, if necessary) throughout the welded rail length, to prevent rail creep.

4.8.2 Insulated Joints in Welded Track At mechanical insulated joints EVERY sleeper shall be double anchored for a distance of 32 sleepers on each side of the joint.

Bonded Insulated Joints are treated as if they are plain track, and anchored in the same pattern as the track in which they are placed (eg 1 in 4 when laid in 110m rails or CWR, or every 2nd if within 32 sleepers of a turnout).

4.8.3 Anchoring of Welded Track on Bridges

4.8.3.1 Steel Openings Transom top steel openings with spans < 18m

1. Standard anchoring for welded rails on open track as detailed in Section 4.8.1 shall be used on welded rails on these bridges.

2. On bridges where resilient fastenings are installed, normal elastic fastenings are to be installed on the entire length of each span.

Transom top steel openings with spans ≥ 18m long but < 80m.

1. For a distance of 60m from a bridge end, the track shall be double anchored on every second sleeper.

2. On the bridge the track shall be double anchored to every second transom for half the span length, commencing at the fixed end.

3. On bridges where resilient fastenings are installed, normal elastic fastenings are to be installed on one third of the span from the fixed end and Zero Toe Load resilient fastenings installed on the remaining two thirds of the span. Where spans are located on curves < 400m radius, Zero Toe Load fastenings cannot be used.

Transom top steel openings with spans ≥ 80m

1. Expansion switches are to be provided at the expansion end of the span(s).

2. Between expansion switches the rails are to be double anchored to every fourth transom.

3. On bridges where elastic fastenings are installed, normal elastic fastenings are to be installed on the entire length of each span.

4.8.3.2 Concrete and Masonry Openings For concrete and other track structures an assessment shall be made of the expansion requirements of the bridge structure as they affect rails.

Concrete structures with spans < 25m

1. Standard anchoring for welded rails on open track as detailed in Section 4.8.1 shall be used on welded rails on these structures.

2. On structures where resilient fastenings are installed, normal elastic fastenings shall be installed on the entire length of each span.

Concrete structures with spans ≥ 25m

An assessment shall be made of the expansion needs and appropriate zero toe-load clips installed. Proposals shall be submitted to the Chief Engineer Track for approval.

Note: whilst the expansion of concrete is similar to that of steel there is a difference in the temperature variation expected in concrete.

4.8.3.3 Ballast Top Openings Standard anchoring for welded rails on open track as detailed in Section 4.8.1 shall be used on welded rails on Ballast Top openings with spans <40m in length.

For Ballast Top openings with spans ≥40m in length the requirements for expansion of the rails and the ballast must be considered.

4.9 Rail at Friction Buffer Stops Friction Buffer Stops operate by sliding on the rail surface and applying progressive retardation in speed. The condition of rail surface shall not interfere with the free movement of the buffer stop. To achieve this, the following configuration requirements apply:

• No joints past the friction buffer stop • No aluminothermic welds • No other attachments to the rail that would impact on the device (ie the rails shall be free from material between the top of the rail to half way down the web).

4.10 Connections to Rail Temporary or permanent connections may be made to rails for:

• signalling or electric traction currents, • the connection of other track components, or • the attachment of wayside devices

The method of attachment shall be by approved welding processes, drilling through the web, or clamping.

All methods shall be approved by the Chief Engineer Track. Approved methods are detailed in Appendix C.

The following restrictions apply:

• Except for holes associated with rail joints, the centre of drilled holes shall be within 5 mm of the neutral axis of the rail and for rail sizes of 41 kg/m and greater shall not be greater than 27 mm in diameter. • Attachments to the rail foot (web) shall not cause notching

5 Acceptance Standards

5.1 Rail

5.1.1 Wheel/Rail Contact Any new rail installed in the track shall have its surface cleaned and/or ground to ensure that its running surface is shiny. This will ensure that there is sufficient good electrical contact between train wheels and the rail to operate the signalling correctly. It applies to any rail installed in the track that will have train wheels on it and includes turnouts, catchpoints and bonded insulated joints as well as normal rails and closures.

5.1.2 Rail Profiles (including rails in turnouts) Profiles and Templates

New rails shall meet the rail profile requirements of AS 1085.1

The rail profiles to be achieved by rail grinding shall meet the following requirements:

• The rail shapes apply to tangent track and curved track (including for high and low rails) in accordance with Table 11. • The same basic shapes apply to 53 kg/m, 60 kg/m and 60 kg/m head hardened rail.

• The rail profiles apply to preventive and defect grinding. • The rail profiles and their associated templates to be used are summarised in Table 11 • The details of each template design are given in Appendix B.

Situation Profile Name Template Tangent track and curves with radius ≥ 800 m Modified Tangent MT Curved track (< 450m radius), mainly passenger RPH2000 H1 traffic, high rail (53 kg/m and 60 kg/m rails) Curved track (< 1000m radius), mainly Modified Low Rail ML1 passenger traffic, low rail (53 kg/m and 60 kg/m Passenger rails) Curved track (< 450m radius), mainly freight or RMH2000 H2 coal traffic, high rail (53 kg/m and 60 kg/m rails) Curved track (< 1000m radius), mainly freight or Revised Low Rail RL2 coal traffic, low rail (53 kg/m and 60 kg/m rails) Freight Curved track (≥ 450m and < 800 m radius), high H3 H3 rail transitional (53 kg/m and 60 kg/m rails) Rail in turnouts Modified Tangent MT For use in locations which are vulnerable to rail H4 H4 squats Table 11 – Grinding Templates

Note: The application of the MT, H1, H2 and H3 profiles above account for the balance between rail gauge face/wheel flange wear and potential RCF/squat development

Note: This standard provides current practice for the rail profiles to use on various configurations. These may vary subject to development and experience. Adjustments to the application of profiles may be made by the Chief Engineer Track who will provide direction to grinding staff.

Tolerance to Template

The rail shall be ground so that the profile matches the template. The maximum allowable gaps between rail profile and template shall be as follows:

• 0.20 mm (i.e. a 0.25 mm feeler gauge shall not pass between the template and the ground rail head covered by the template) within the contact bands (minimum and maximum) on the contact band of any template. This includes the gauge corner area in the case of the high rail template. • 0.40mm (i.e. a 0.45mm feeler gauge must not pass between the template and the ground rail head covered by the template) in the gauge corner and field side (up to 5mm from the field side corner) regions outside the contact bands (minimum and maximum) where low and tangent rail templates have been used, and the field side region where the high rail templates have been used.. • The application of these tolerances is illustrated schematically in Figure 7.

Contact Band Contact Band

Max Deviation Max Deviation Max Deviation < 0.45mm < 0.25mm < 0.25mm Max Deviations < 0.45mm High Rails in Sharp Curves Low, Tangent and High Rails in Shallow Curves

Figure 7 - Schematic illustration of rail tolerances and templates

The grinding process leaves visible facets on the head of the rail and gauge face. These facets must be controlled if excessive contact stress points are to be avoided. The maximum facet width shall be:

• 4 mm in the gauge corner region (refer to Figure 8). • 10 mm elsewhere on the ground surface.

Requirements for grinding machine-induced characteristics are as follows:

• There shall be no sharp ridges especially at the interface of facets. • There shall be no sharp "knife edge" on the outside edges of the rail that could cause a cutting injury. • There shall be no gouging on the rail surface and sharp scratches. • There shall be no indentations or longitudinal anomalies in the rail. • There shall be no cyclic grinding scratch marks. • Short pitch corrugations (30-90 mm in wavelength) shall be removed so that:

– the remaining cyclic average longitudinal unevenness along the rail surface (peak to peak) shall be less than 15µm, and – the remaining longitudinal unevenness along the rail running surface shall be less than 0.05mm,

when measured at the centre of the running surface over any 1m length, using a suitable measuring system.

• Longer pitch corrugations (about 200-450mm in wavelength) shall also be removed, so that:

– the remaining average longitudinal unevenness along the rail running surface (peak to peak) shall be less than 0.1mm over any 1m length

The assessment procedure shall be the same as that adopted for short pitch corrugations.

• There shall be no overheating (bluing) of the rail surface. • In noise sensitive regions the surface shall be no rougher than an average of 6µm RA, while in other regions the surface shall be no rougher than an average of 10µm RA.

C/L Field Side Gauge Corner Running Surface Region Region Region 40 mm Gauge Corner

Figure 8 – Regions in 60kg/m rail

5.2 Rail Joints The maximum deviation at a discontinuity such as at a joint (“foul joint”) is to be 1mm. New joints cut into the track shall have matching profiles at the gauge face and running surface.

5.3 Flashbutt Welds All welds shall be tested for acceptance to the requirements specified in Table 12 prior to the operation of any rail traffic with the exception of slow speed track machines.

Rail defects Internal Defects ALL ultrasonic indicators shall be below reportable limits as detailed in Table 13 Visual defects In accordance with AS 1085.20 Table 2.1 Weld collar tolerances - deviation from rail profile at rail web and upperside of In accordance with AS 1085.20 Table 2.1 rail foot underside of the rail foot In accordance with AS 1085.20 Table 2.1 Surface alignment tolerances Vertical Tolerance grade The top surface shall be checked with a 1m straight edge as illustrated in Figure 9 and Figure 10. Additional requirements AT3 for testing are detailed in RailCorp Engineering Manual TMC 224 Section C5-4. The permitted tolerances are for rail on concrete sleepers as shown in Table 14. Horizontal AT3 The rail alignment shall be checked with a 1m straight edge as illustrated in Figure 11 and Figure 12. The permitted tolerances are for rail on concrete sleepers as shown in Table 14. Table 12 – Acceptance criteria for flashbutt welds

5.4 Aluminothermic Welds All new aluminothermic welds shall meet the following acceptance requirements:

5.4.1 Internal Condition All welds shall be ultrasonically tested. ALL ultrasonic indicators shall be below reportable limits as detailed in Table 13.

Probe movement for Size Defect Type definition (mm) Transverse Defects (TD) Head <40 70°Probe Defective Wire Feed Weld (DWFW) Head <25 70°and T/70 Probe Bolt Hole Cracked (BH) Web <20 35°probe Defective Welds (DW) Head <40 70°and 0°Probe Defective Welds Weld Gassing defects Loss of weld base signal over DW Gassing Full weld <35mm of width of weld 0°Probe Defective Welds All horizontal web defects <15 (HSW/HWS/FWS) Defective Welds (DW) Web/Centre foot <25 35°probe When testing new Flashbutt welds remove all non-standard foot centre Defective Welds (DW) Foot <25 Twin 70°Probe Vertical Split Head (VSH) < 50 long or < 3 high 0°& Twin 70°Probe Vertical Split Web (VSW) Any registration in rail length 0°Probe Transverse Split web (TSW) <20 0°Probe Piped Rail (PR) <25 Horizontal Split Web (HSW) <20 35°& 0°Probe Horizontal Split Head (HSH) <25 35°& 0°Probe Head and Web Separated (HWS) <20 35°& 0°Probe Foot and Web Separated (FWS) <20 35°& 0°Probe Table 13 – Internal Rail Defect Reporting limits

5.4.2 Surface Condition All welds shall be ground to the profile of the rail each side of the weld with no visible deviations from a straightedge.

5.4.3 Geometry

5.4.3.1 Straightness Welds shall be vertical to the top surface of the rail with no more than 5mm mismatch between the top and bottom of the weld.

5.4.3.2 Alignment On Straight Track

The top surface and rail alignment shall be checked with a 1m straight edge as illustrated in Figure 9 and Figure 10 (top surface) and Figure 11 and Figure 12 (alignment). The permitted tolerances are as shown in Table 14.

500mm

“A”

Figure 9 - Weld misalignment tolerance in vertical plane (peaking)

500mm

“B”

Figure 10 - Weld misalignment tolerance in vertical plane (hollow)

500mm Gauge Face

“C”

Figure 11 - Weld misalignment tolerance in horizontal plane (tightening)

Gauge Face 500mm “D”

Figure 12 - Weld misalignment tolerance in horizontal plane (widening)

Vertical Horizontal “A” “B” “C” “D” Weld Surface/Alignment Limits step step mm mm mm mm mm mm For rail on concrete sleepers (new 0.6 0.3 0.6 0.3 ± 0.3 over ± 0.3 over rail or rail in good condition) 100 100 Other situations 1.0 0.5 1.0 0.5 ± 0.3 over ± 0.3 over 100 100 Table 14 - Weld Surface/Alignment Limits

On Curved Track

Top surface requirements are as for straight track

The horizontal alignment of the newly welded portion of rail shall have a curvature consistent with the curvature of the existing rail, and the gauge face at the weld(s) shall be smooth and continuous. There shall be no visible “elbow” at the weld.

5.5 Rail Head Repair Welds All new rail head repair welds shall meet the following acceptance requirements:

5.5.1 Internal Condition All welds shall be ultrasonically tested. ALL ultrasonic indicators shall be below reportable limits as detailed in Table 13.

5.5.2 Surface Geometry and Condition All welds shall be ground to the profile of the rail each side of the weld with no visible deviations from a straightedge.

The top surface shall be checked with a 1m straight edge as illustrated in Figure 13 and Figure 14. The permitted tolerances are as shown in Table 15.

“A” “B” Weld Surface Limits mm mm For rail head repair welds 0.6 0.3 Table 15 – Head repair weld surface limits

The gauge face will normally be parent rail and shall be visibly smooth and consistent with the curvature of the existing rail.

500mm

“A”

Figure 13 - Head Repair misalignment tolerance in vertical plane (peaking)

500mm

“B”

Figure 14 - Head Repair misalignment tolerance in vertical plane (hollow)

Appendix A Approved Rail Products Common Item Manufacturer/ Description Standard/ Drawing Name Supplier Rails Rails Railway rails; head hardened and AS 1085.1 One Steel plain carbon; 50, 53 and 60kg/m Deep Head AS60 HSH Deep Head Hardened AS 1085.1 and RT23 VAE Railway Hardened 60kg Rails Systems (VAE) Rails Flashbutt welded Railway rails; head hardened and AS 1085.1 RailCorp Rail rail lengths plain carbon; 50, 53 and 60kg/m Fabrication Centre (BRFC) Junction rails Rails, Junction 60 kg HH rail to 53 kg RailCorp L 5353 rail; 2743mm long Junction rails Rails, Junction 53 kg rail to 47 kg rail RailCorp L 5354 Fishplates BOW Plates Steel; bowed for welded joint 47kg rail TKL A3B12988C Vossloh Cogifer (pairs) Australia (VCF) BOW Plates Steel; bowed for welded joint 53kg rail VCF VCF (pairs) Westray Eng Westray Eng BOW Plates Steel; bowed for welded joint 60kg rail TKL A3B12990E VCF (pairs) Westray CP622-3 Westray Eng Fish Plates Joint bar, rail Steel; 47kg; 6 holes: TKL A2B12122/B VCF AS 1085.2 Fish Plates Joint bar, rail Steel; 50kg; 6 holes: BHP 2300 Westray Eng. AS 1085.2 Fish Plates Joint bar, rail Steel; 53kg; 6 holes SRA appr DWG Westray Eng. AS 1085.2 Fish Plates Joint bar, rail Steel; 60kg; 6 holes AS 1085.2 Westray Eng. SRA appr Dwg BHP 2301 Slotted Fish Plates Joint bar, rail Steel; 50kg; slotted; 6 AS 1085.2 Westray Eng. holes Slotted Fish Plates Joint bar, rail Steel; 53kg; slotted; 6 AS 1085.2 Westray Eng. holes Westray CP437 Slotted Fish Plates Joint bar, rail Steel; 60kg; slotted; 6 AS 1085.2 Westray Eng. holes Junction Fish Junction Plate 41kg/53kg (pairs) Westray CP867-1 Westray Eng Plates Junction Fish Junction Plate 47kg/53kg (pairs) TKL A2B09396C VCF Plates Westray CP479A Westray Eng Junction Fish Junction Plate 53kg/60kg (pairs) TKL A2B08721G VCF Plates Westray CP478A Westray Eng Junction Fish Bowed Junction Plate 53kg/60kg TKL A2B113191A VCF Plates (pairs) Rail Fastenings Fishbollts Bolt, fishplate M22; 115mm lg; heat RSA 205A 323D Greg Sewell treated; oval neck; cup head; c/w hex AS 1085.4) Forgings nut & spring washer; Fishbollts Bolt, fishplate M24; 140mm lg; heat RSA 205A 323D Greg Sewell treated; oval neck; cup head; c/w hex AS 1085.4) Forgings nut & spring washer; Swage lock fasteners Pin, Huck 1” dia pin; Round Head; Fishplate C50LR-BR32-64 Alcoa Pin, Huck 1” dia pin; Thread Head; Fishplate C50LH-BR32-64 Alcoa Lock Collar 1 “Lock Collar for 1” (32) pins LC-2R32G Alcoa

Common Item Manufacturer/ Description Standard/ Drawing Name Supplier Avdelock swage Avdelock swage Fastenings PDS 5 Avlock Fastenings Product Data Sheet Acument Global No 25 RT Technologies Washer 24mm structural washer for 1” M24 Alcoa (32)bolts (pack under collar only) Rail Clamps Robel Clamps Rail clamp for mechanical rail joint; Robel part number Robel nut locking device with safety locking 68.05 flap and safety locking bar; G-Clamps Rail Clamp C "G" Type; Steel 177A-26A Robel Insulated Joints Insulated Fish Steel; 53kg; 6 holes; for mechanical RIC M04-216-39P91 Thermit Australia, Plates insulated joints Thermit 06-141C Westray Eng. Westray CP522-1 Field assembled Thermit MT kit; 60kg rail; c/w 2 joint Thermit 06-093C Thermit Australia Insulated joint kit bars, endpost, 6 ferrules, bolts, nuts & washers; 4 faceplates and insulation

Insulated joint kit Benkler kit-53kg-MK1HT; c/w 2 AS 1085.2& Alcoa insulated fish plates, endpost, collar, AS 1085.12 ferrules, washer plates, huck bolts

Insulated joint kit Benkler kit-60kg-mk2ht; c/w insulated AS 1085.2& Alcoa fish plates; AS 1085.12 endpost/collars/ferrules/washer plates, huck bolts Insulated Joints ‘Hercules’ NIJ 630 series joints (to be Norfast NIJ-6 Norfast used with AS60 rail) / Martinus Rail Double Bonded Double joint; 60kg; 4.58m lg;0 Thermit 06-193C Thermit Australia Insulated Joint versine; head hardened; 15°or 90° cut; Double Bonded Double joint; 60kg; 4.58m lg; 5 Thermit 06-193C Thermit Australia Insulated Joint versine; head hardened; 15°or 90° cut; Bonded Insulated 47kg; 4.57m lg; 0 versine; Std. AS 1085.12 BRFC Joints Carbon; Bonded Insulated 50kg; 3.43m lg; 0 versine; std. AS 1085.12 BRFC Joints carbon; Bonded Insulated 53kg; 3.43m lg; 0 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 53kg; 3.43m lg; 3 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 53kg; 3.43m lg; 6 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 53kg; 4.57m lg; 0 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 53kg; 4.57m lg; 5 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 53kg; 4.57m lg; 10 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 60kg; 3.43m lg; 0 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 60kg; 3.43m lg;3 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 60kg; 3.43m lg; 6 versine; head AS 1085.12 BRFC Joints hardened; 15°cut;

Common Item Manufacturer/ Description Standard/ Drawing Name Supplier Bonded Insulated 60kg; 4.57m lg; 0 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Bonded Insulated 60kg; 4.57m lg; 5 versine; std. AS 1085.12 BRFC Joints carbon; 15°cut; Bonded Insulated 60kg; 4.57m lg; 10 versine; head AS 1085.12 BRFC Joints hardened; 15°cut; Rail Lubrication Lubricators P&M (Fessl) Existing Tamper Applications only RTE 25 (clamp-on type) Rail Track Equipment P/L Lubricants ROCOL Rail Curve Grease All Lubricators Wheel Squeal applicators Applicator Part No. RTEWS +rail size Rail Track Equipment P/L Control unit Part No. FCS-S2 Flutek P/L Product Tramsilance Friction Modifier Rail Anchors Rail anchors To suit 47 and 53kg/m rail AS 1085.10 Unit Rail Templates Template 41kg Rail bolt hole marking for drilling SPC 202 and cutting Template 47kg Rail bolt hole marking for drilling SPC 202 and cutting Template 53kg Rail bolt hole marking for drilling SPC 202 and cutting Template 60kg Rail bolt hole marking for drilling SPC 202 and cutting

Approved processes Aluminothermic Welds Rail Thermit Railtech (kg/m) Weld Weld Process Part Number Hardness Process Part Number Hardness (HBN) (HBN) SHORT PREHEAT (Standard Gap Welds) 47 SKVE Z90 404745-01 260-300 PLK CJ; X 79700007 280-320 SU 50 PLK CJ; X 79700009 280-320 53 SKVE Z90 405345-01 260-300 PLK CJ; X 79800006 280-320 SU 60 SKVE Z90 406045-01 260-300 PLK CJ; X 79700003 280-320 SU 60HH SKVE 406045-03 340-380 PLK CJ; 79700002 340-380 Z110 SU HH WIDE GAP (Short Preheat) 47 WG68; X 75800019 280-320 CJ 53 WG68; X 75800016 280-320 CJ 60 WG68; X 75800015 280-320 CJ JUNCTION WELDS (Standard Gap Welds, Short Preheat) 47/53 SKVE Z90 260-300 PLK CJ; X 79707002 280-320 SU 53/60 SKVE Z90 260-300 PLK CJ; X 79707004 280-320 SU

Appendix B Rail Profiles Modified Tangent (MT) Tangent and Shallow Curves Template With Lug

Coordinates of Contact Band

Mainly Passenger Traffic Mainly Freight Traffic Min Contact Band Max Contact Band Min Contact Band Max Contact Band -9 -15 -12.5 -17.5 +9 +15 +12.5 +17.5

X-Y Co-ordinates

X Y X Y X Y -40.00 -3.08 -11.75 -0.55 17.88 -1.35 -35.96 -2.42 -10.88 -0.53 19.20 -1.59 -35.23 -2.32 -10.02 -0.51 20.53 -1.85 -34.50 -2.22 -9.16 -0.50 21.43 -2.04 -33.28 -2.06 -8.29 -0.48 22.38 -2.27 -32.42 -1.95 -7.43 -0.47 23.33 -2.54 -31.56 -1.85 -6.57 -0.45 24.28 -2.85 -30.70 -1.74 -5.70 -0.44 25.23 -3.21 -29.84 -1.64 -4.84 -0.42 26.19 -3.61 -28.98 -1.54 -3.97 -0.41 27.15 -4.06 -28.12 -1.45 -3.11 -0.40 27.79 -4.40 -27.26 -1.36 -2.24 -0.40 28.44 -4.79 -26.40 -1.27 -1.38 -0.40 29.09 -5.22 -25.54 -1.18 -0.51 -0.40 29.74 -5.70 -24.68 -1.10 0.35 -0.40 30.39 -6.24 -23.82 -1.02 1.22 -0.41 31.05 -6.86 -22.95 -0.94 2.08 -0.42 31.71 -7.56 -22.09 -0.90 2.95 -0.44 32.37 -8.37 -21.23 -0.85 3.81 -0.45 33.05 -9.32 -20.37 -0.81 4.68 -0.48 33.73 -10.48 -19.51 -0.77 5.99 -0.50 36.28 -10.35 -18.65 -0.74 7.31 -0.52 36.45 -13.71 -17.78 -0.71 8.63 -0.55 35.00 -13.77 -16.92 -0.69 9.95 -0.59 35.25 -18.76 -16.06 -0.67 11.27 -0.64 -15.20 -0.65 12.59 -0.70 -14.34 -0.62 13.91 -0.82 -13.47 -0.59 15.23 -1.00 -12.61 -0.57 16.55 -1.15 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotation shall be added so that the profile is referenced perpendicular to the track plane.

RPH2000 (H1) High Rail Template for curved track - Without Lug

Rail Centreline Max Contact Band Min Contact Band

0 -45 -40 -35 -30 -25 -20 -15 -10 -5 -2 0 5 10 15 20 25 30 35 40 -4 -6 Template: RPH2000 -8 Rail Contact X -10 Run-Off Not to Scale -12 Y Co-ordinates (mm) -14 Note: Rail Centreline corresponds to X Co-ordinates (mm) (-1.3, 0.0) point on template

X-Y Co-ordinates

X Y X Y X Y X Y -40 -2.35 -35 -1.86 -13 -0.17 9 -0.32 20.75 -1.57 -34.5 -1.81 -12.5 -0.15 9.5 -0.35 21 -1.62 -34 -1.77 -12 -0.14 10 -0.38 21.25 -1.68 -33.5 -1.72 -11.5 -0.12 10.5 -0.4 21.5 -1.74 -33 -1.67 -11 -0.11 10.75 -0.42 21.75 -1.8 -32.5 -1.62 -10.5 -0.09 11 -0.43 22 -1.86 -32 -1.57 -10 -0.08 11.25 -0.45 22.25 -1.93 -31.5 -1.52 -9.5 -0.07 11.5 -0.47 22.5 -1.99 -31 -1.47 -9 -0.06 11.75 -0.48 22.75 -2.07 -30.5 -1.43 -8.5 -0.05 12 -0.5 23 -2.14 -30 -1.38 -8 -0.04 12.25 -0.52 23.25 -2.22 -29.5 -1.33 -7.5 -0.03 12.5 -0.54 23.5 -2.3 -29 -1.28 -7 -0.02 12.75 -0.56 23.75 -2.38 -28.5 -1.23 -6.5 -0.02 13 -0.58 24 -2.47 -28 -1.18 -6 -0.01 13.25 -0.6 24.25 -2.56 -27.5 -1.13 -5.5 -0.01 13.5 -0.62 24.5 -2.65 -27 -1.09 -5 0 13.75 -0.64 24.75 -2.75 -26.5 -1.04 -4.5 0 14 -0.66 25 -2.85 -26 -0.99 -4 0 14.25 -0.69 25.25 -2.96 -25.5 -0.95 -3.5 0 14.5 -0.71 25.5 -3.08 -25 -0.91 -3 0 14.75 -0.74 25.75 -3.2 -24.5 -0.86 -2.5 0 15 -0.76 26 -3.33 -24 -0.82 -2 -0.01 15.25 -0.79 26.25 -3.46 -23.5 -0.78 -1.5 -0.01 15.5 -0.82 26.5 -3.6 -23 -0.74 -1 -0.01 15.75 -0.84 26.75 -3.75 -22.5 -0.71 -0.5 -0.02 16 -0.87 27 -3.9 -22 -0.67 0 -0.03 16.25 -0.9 27.25 -4.06 -21.5 -0.63 0.5 -0.04 16.5 -0.93 27.5 -4.22 -21 -0.6 1 -0.04 16.75 -0.96 27.75 -4.4 -20.5 -0.56 1.5 -0.05 17 -0.99 28 -4.58 -20 -0.53 2 -0.07 17.25 -1.03 28.25 -4.77 -19.5 -0.5 2.5 -0.08 17.5 -1.06 28.5 -4.96 -19 -0.47 3 -0.09 17.75 -1.09 28.75 -5.17 -18.5 -0.44 3.5 -0.1 18 -1.13 29 -5.39 -18 -0.41 4 -0.12 18.25 -1.16 29.25 -5.61 -17.5 -0.38 4.5 -0.14 18.5 -1.2 29.5 -5.85 -17 -0.35 5 -0.15 18.75 -1.23 29.75 -6.09 -16.5 -0.33 5.5 -0.17 19 -1.27 30 -6.35 -16 -0.3 6 -0.19 19.25 -1.31 31 -7.43 -15.5 -0.28 6.5 -0.21 19.5 -1.35 32 -8.51 -15 -0.25 7 -0.23 19.75 -1.39 33 -9.59 -14.5 -0.23 7.5 -0.25 20 -1.43 34 -10.66 -14 -0.21 8 -0.27 20.25 -1.47 35 -11.74 -13.5 -0.19 8.5 -0.3 20.5 -1.52 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotation shall be added so that the profile is referenced perpendicular to the track plane.

Modified Low Rail Passenger (ML1) Low Rail Template for Curved Track With Lug

Coordinates of Contact Band

Min Contact Band Max Contact Band -9 -15 +9 +15

X-Y Co-ordinates

X Y X Y X Y -40.00 -3.43 -11.37 -0.62 16.23 -0.74 -35.90 -2.80 -10.50 -0.59 17.31 -0.82 -35.17 -2.71 -9.64 -0.57 18.38 -0.97 -34.45 -2.61 -8.78 -0.55 19.46 -1.13 -33.72 -2.51 -7.91 -0.53 20.54 -1.30 -32.99 -2.42 -7.05 -0.51 21.25 -1.43 -32.26 -2.32 -6.19 -0.50 21.96 -1.56 -31.53 -2.22 -5.32 -0.48 22.66 -1.72 -30.31 -2.06 -4.46 -0.47 23.37 -1.91 -29.45 -1.95 -3.60 -0.45 24.07 -2.11 -28.59 -1.85 -2.73 -0.44 24.78 -2.34 -27.73 -1.74 -1.87 -0.42 25.49 -2.59 -26.87 -1.64 -1.00 -0.41 26.27 -2.91 -26.01 -1.54 -0.14 -0.40 27.06 -3.28 -25.15 -1.45 0.73 -0.40 27.85 -3.71 -24.29 -1.36 1.59 -0.40 28.64 -4.21 -23.43 -1.27 2.45 -0.40 29.43 -4.79 -22.57 -1.18 3.32 -0.40 30.23 -5.45 -21.71 -1.10 4.19 -0.41 31.04 -6.23 -20.85 -1.02 5.05 -0.42 31.85 -7.14 -19.99 -0.94 5.92 -0.44 32.67 -8.24 -19.12 -0.90 6.78 -0.45 33.51 -9.64 -18.26 -0.85 7.65 -0.47 36.25 -9.64 -17.40 -0.81 8.72 -0.48 36.25 -9.64 -16.54 -0.77 9.79 -0.50 36.25 -13.92 -15.68 -0.74 10.86 -0.51 35.00 -13.92 -14.82 -0.71 11.93 -0.55 35.25 -18.91 -13.95 -0.69 13.01 -0.57 -13.09 -0.67 14.08 -0.62 -12.23 -0.65 15.16 -0.68 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotation shall be added so that the profile is referenced perpendicular to the track plane.

RMH2000 (H2) High Rail Template for curved track - Without Lug

Rail Centreline Max Contact Band

Min Contact Band

0 -45 -40 -35 -30 -25 -20 -15 -10 -5 -2 0 5 10 15 20 25 30 35 40 -4 Template: RMH2000 -6 -8 Rail Contact X -10 Run-Off Not to Scale

Y Co-ordinates (mm) Co-ordinates Y -12 X Co-ordinates (mm) Note: Rail Centreline corresponds to (-0.8, 0.0) point on template X-Y Co-ordinates

X Y X Y X Y X Y -40 -2.34 -35 -1.84 -13.25 -0.17 8.75 -0.32 20.5 -1.55 -34.75 -1.82 -12.75 -0.15 9.25 -0.35 20.75 -1.6 -34.25 -1.77 -12.25 -0.14 9.75 -0.38 21 -1.64 -33.75 -1.72 -11.75 -0.12 10.25 -0.4 21.25 -1.68 -33.25 -1.67 -11.25 -0.11 10.5 -0.42 21.5 -1.73 -32.75 -1.62 -10.75 -0.09 10.75 -0.43 21.75 -1.78 -32.25 -1.57 -10.25 -0.08 11 -0.45 22 -1.84 -31.75 -1.52 -9.75 -0.07 11.25 -0.47 22.25 -1.89 -31.25 -1.47 -9.25 -0.06 11.5 -0.48 22.5 -1.95 -30.75 -1.43 -8.75 -0.05 11.75 -0.5 22.75 -2.02 -30.25 -1.38 -8.25 -0.04 12 -0.52 23 -2.08 -29.75 -1.33 -7.75 -0.03 12.25 -0.54 23.25 -2.15 -29.25 -1.28 -7.25 -0.02 12.5 -0.56 23.5 -2.22 -28.75 -1.23 -6.75 -0.02 12.75 -0.58 23.75 -2.29 -28.25 -1.18 -6.25 -0.01 13 -0.6 24 -2.37 -27.75 -1.13 -5.75 -0.01 13.25 -0.62 24.25 -2.45 -27.25 -1.09 -5.25 0 13.5 -0.64 24.5 -2.53 -26.75 -1.04 -4.75 0 13.75 -0.66 24.75 -2.61 -26.25 -0.99 -4.25 0 14 -0.69 25 -2.7 -25.75 -0.95 -3.75 0 14.25 -0.71 25.25 -2.79 -25.25 -0.91 -3.25 0 14.5 -0.74 25.5 -2.88 -24.75 -0.86 -2.75 0 14.75 -0.76 25.75 -2.98 -24.25 -0.82 -2.25 -0.01 15 -0.79 26 -3.09 -23.75 -0.78 -1.75 -0.01 15.25 -0.82 26.25 -3.2 -23.25 -0.74 -1.25 -0.01 15.5 -0.84 26.5 -3.31 -22.75 -0.71 -0.75 -0.02 15.75 -0.87 26.75 -3.43 -22.25 -0.67 -0.25 -0.03 16 -0.9 27 -3.56 -21.75 -0.63 0.25 -0.04 16.25 -0.93 27.25 -3.69 -21.25 -0.6 0.75 -0.04 16.5 -0.96 27.5 -3.83 -20.75 -0.56 1.25 -0.05 16.75 -0.99 27.75 -3.97 -20.25 -0.53 1.75 -0.07 17 -1.03 28 -4.12 -19.75 -0.5 2.25 -0.08 17.25 -1.06 28.25 -4.28 -19.25 -0.47 2.75 -0.09 17.5 -1.09 28.5 -4.45 -18.75 -0.44 3.25 -0.1 17.75 -1.13 28.75 -4.62 -18.25 -0.41 3.75 -0.12 18 -1.16 29 -4.8 -17.75 -0.38 4.25 -0.14 18.25 -1.2 29.25 -4.99 -17.25 -0.35 4.75 -0.15 18.5 -1.23 29.5 -5.18 -16.75 -0.33 5.25 -0.17 18.75 -1.27 29.75 -5.39 -16.25 -0.3 5.75 -0.19 19 -1.31 30 -5.6 -15.75 -0.28 6.25 -0.21 19.25 -1.35 31 -6.56 -15.25 -0.25 6.75 -0.23 19.5 -1.39 32 -7.64 -14.75 -0.23 7.25 -0.25 19.75 -1.43 33 -8.72 -14.25 -0.21 7.75 -0.27 20 -1.47 34 -9.8 -13.75 -0.19 8.25 -0.3 20.25 -1.51 35 -10.87 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotationshall be added so that the profile is referenced perpendicular to the track plane.

Revised Modified Low Rail Freight (RL2) Low Rail Template for Curved Track With Lug

Coordinates of Contact Band

Min Contact Band Max Contact Band -12.5 -17.5 +12.5 +17.5

X-Y Co-ordinates

X Y X Y X Y -40.00 -4.41 -11.07 -0.59 21.90 -1.53 -35.36 -3.65 -10.21 -0.53 22.61 -1.69 -34.63 -3.53 -9.35 -0.49 23.31 -1.87 -33.41 -3.33 -8.49 -0.45 24.02 -2.07 -32.55 -3.19 -7.63 -0.41 24.73 -2.30 -31.69 -3.05 -6.76 -0.38 25.43 -2.55 -30.84 -2.92 -5.90 -0.35 26.22 -2.87 -29.98 -2.79 -5.04 -0.32 27.00 -3.24 -29.12 -2.66 -4.18 -0.30 27.79 -3.67 -28.26 -2.53 -3.32 -0.27 28.58 -4.17 -27.41 -2.41 -2.45 -0.26 29.38 -4.75 -26.55 -2.29 -1.59 -0.24 30.18 -5.41 -25.69 -2.18 -0.73 -0.23 30.99 -6.19 -24.83 -2.06 0.14 -0.22 31.80 -7.10 -23.97 -1.95 1.00 -0.21 32.62 -8.20 -23.11 -1.85 1.86 -0.20 33.46 -9.60 -22.25 -1.74 2.73 -0.20 36.07 -9.60 -21.39 -1.64 3.59 -0.20 36.07 -14.19 -20.53 -1.54 4.45 -0.20 35.00 -14.19 -19.67 -1.45 5.77 -0.20 35.25 -19.18 -18.82 -1.36 7.09 -0.21 -17.96 -1.27 8.42 -0.23 -17.10 -1.18 9.74 -0.25 -16.24 -1.11 11.06 -0.29 -15.38 -1.03 12.39 -0.38 -14.51 -0.91 13.71 -0.48 -13.65 -0.82 15.04 -0.60 -12.79 -0.74 16.37 -0.70 -11.93 -0.66 17.70 -0.83 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotation shall be added so that the profile is referenced perpendicular to the track plane.

H3 High Rail Template for Curved Track Without Lug

Rail Centreline Max Contact Band Min Contact Band 0 -45 -40 -35 -30 -25 -20 -15 -10 -5 -2 0 5 10 15 20 25 30 35 40 -4 -6 Rail Contact X Template: H3 -8 -10 Run-Off Not to Scale -12 -14

Y Co-ordinates (mm) X Co-ordinates (mm) Note: Rail Centreline corresponds to (-0.8, 0.0) point on template X-Y Co-ordinates

X Y X Y X Y X Y -40 -2.34 -35 -1.84 -13.25 -0.17 8.75 -0.32 20.5 -1.86 -34.75 -1.82 -12.75 -0.15 9.25 -0.35 20.75 -1.905 -34.25 -1.77 -12.25 -0.14 9.75 -0.38 21 -1.95 -33.75 -1.72 -11.75 -0.12 10.25 -0.4 21.25 -1.995 -33.25 -1.67 -11.25 -0.11 10.5 -0.42 21.5 -2.04 -32.75 -1.62 -10.75 -0.09 10.75 -0.45 21.75 -2.09 -32.25 -1.57 -10.25 -0.08 11 -0.48 22 -2.14 -31.75 -1.52 -9.75 -0.07 11.25 -0.505 22.25 -2.19 -31.25 -1.47 -9.25 -0.06 11.5 -0.53 22.5 -2.24 -30.75 -1.43 -8.75 -0.05 11.75 -0.555 22.75 -2.295 -30.25 -1.38 -8.25 -0.04 12 -0.58 23 -2.33 -29.75 -1.33 -7.75 -0.03 12.25 -0.605 23.25 -2.385 -29.25 -1.28 -7.25 -0.02 12.5 -0.63 23.5 -2.44 -28.75 -1.23 -6.75 -0.02 12.75 -0.66 23.75 -2.5 -28.25 -1.18 -6.25 -0.01 13 -0.69 24 -2.55 -27.75 -1.13 -5.75 -0.01 13.25 -0.725 24.25 -2.61 -27.25 -1.09 -5.25 0 13.5 -0.76 24.5 -2.67 -26.75 -1.04 -4.75 0 13.75 -0.8 24.75 -2.75 -26.25 -0.99 -4.25 0 14 -0.84 25 -2.83 -25.75 -0.95 -3.75 0 14.25 -0.875 25.25 -2.9 -25.25 -0.91 -3.25 0 14.5 -0.91 25.5 -2.97 -24.75 -0.86 -2.75 0 14.75 -0.95 25.75 -3.06 -24.25 -0.82 -2.25 -0.01 15 -0.99 26 -3.15 -23.75 -0.78 -1.75 -0.01 15.25 -1.025 26.25 -3.22 -23.25 -0.74 -1.25 -0.01 15.5 -1.06 26.5 -3.34 -22.75 -0.71 -0.75 -0.02 15.75 -1.105 26.75 -3.45 -22.25 -0.67 -0.25 -0.03 16 -1.15 27 -3.56 -21.75 -0.63 0.25 -0.04 16.25 -1.19 27.25 -3.69 -21.25 -0.6 0.75 -0.04 16.5 -1.23 27.5 -3.83 -20.75 -0.56 1.25 -0.05 16.75 -1.275 27.75 -3.97 -20.25 -0.53 1.75 -0.07 17 -1.32 28 -4.12 -19.75 -0.5 2.25 -0.08 17.25 -1.355 28.25 -4.28 -19.25 -0.47 2.75 -0.09 17.5 -1.39 28.5 -4.45 -18.75 -0.44 3.25 -0.1 17.75 -1.43 28.75 -4.62 -18.25 -0.41 3.75 -0.12 18 -1.47 29 -4.8 -17.75 -0.38 4.25 -0.14 18.25 -1.505 29.25 -4.99 -17.25 -0.35 4.75 -0.15 18.5 -1.54 29.5 -5.18 -16.75 -0.33 5.25 -0.17 18.75 -1.58 29.75 -5.39 -16.25 -0.3 5.75 -0.19 19 -1.62 30 -5.6 -15.75 -0.28 6.25 -0.21 19.25 -1.66 31 -6.56 -15.25 -0.25 6.75 -0.23 19.5 -1.7 32 -7.64 -14.75 -0.23 7.25 -0.25 19.75 -1.74 33 -8.72 -14.25 -0.21 7.75 -0.27 20 -1.78 34 -9.8 -13.75 -0.19 8.25 -0.3 20.25 -1.82 35 -10.87 Note: The profile has been specified for a free standing rail centreline using the above coordinate system incorporating the rail centreline. Therefore when producing rail profile templates a cant adjustment of 1:20 (2.86°) clockwise rotation shall be added so that the profile is referenced perpendicular to the track plane.

H4 – Modified HR High Rail Template Without Lug, No Rail Cant

0 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 -2

-4 Gauge Side

-6 Contact Point Not to Scale -8 Y Co-ordinates (mm) Run Off -10

-12 X Co-ordinates (mm)

X-Y Co-ordinates

X Y X Y X Y X Y -40.00 -2.34 -18.25 -0.41 -0.75 -0.02 16.75 -1.28 -35.00 -1.84 -17.75 -0.38 -0.25 -0.03 17.25 -1.36 -34.75 -1.82 -17.25 -0.35 0.25 -0.04 17.75 -1.43 -34.25 -1.77 -16.75 -0.33 0.75 -0.04 18.25 -1.52 -33.75 -1.72 -16.25 -0.30 1.25 -0.05 18.75 -1.62 -33.25 -1.67 -15.75 -0.28 1.75 -0.07 19.25 -1.72 -32.75 -1.62 -15.25 -0.25 2.25 -0.08 19.75 -1.82 -32.25 -1.57 -14.75 -0.23 2.75 -0.09 20.25 -1.89 -31.75 -1.52 -14.25 -0.21 3.25 -0.10 20.75 -1.99 -31.25 -1.47 -13.75 -0.19 3.75 -0.12 21.25 -2.10 -30.75 -1.43 -13.25 -0.17 4.25 -0.14 21.75 -2.23 -30.25 -1.38 -12.75 -0.15 4.75 -0.18 22.25 -2.35 -29.75 -1.33 -12.25 -0.14 5.25 -0.22 22.75 -2.47 -29.25 -1.28 -11.75 -0.12 5.75 -0.25 23.25 -2.63 -28.75 -1.23 -11.25 -0.11 6.25 -0.27 23.75 -2.80 -28.25 -1.18 -10.75 -0.09 6.75 -0.30 24.25 -2.97 -27.75 -1.13 -10.25 -0.08 7.25 -0.34 24.75 -3.14 -27.25 -1.09 -9.75 -0.07 7.75 -0.37 25.25 -3.33 -26.75 -1.04 -9.25 -0.06 8.25 -0.39 25.75 -3.52 -26.25 -0.99 -8.75 -0.05 8.75 -0.43 26.25 -3.68 -25.75 -0.95 -8.25 -0.04 9.25 -0.46 26.75 -3.87 -25.25 -0.91 -7.75 -0.03 9.75 -0.50 27.25 -4.04 -24.75 -0.86 -7.25 -0.02 10.25 -0.55 27.75 -4.25 -24.25 -0.82 -6.75 -0.02 10.75 -0.60 28.25 -4.53 -23.75 -0.78 -6.25 -0.01 11.25 -0.65 28.75 -4.74 -23.25 -0.74 -5.75 -0.01 11.75 -0.69 29.25 -5.01 -22.75 -0.71 -5.25 0.00 12.25 -0.74 29.65 -5.31 -22.25 -0.67 -4.75 0.00 12.75 -0.77 30.00 -5.60 -21.75 -0.63 -4.25 0.00 13.25 -0.82 31.00 -6.56 -21.25 -0.60 -3.75 0.00 13.75 -0.86 32.00 -7.64 -20.75 -0.56 -3.25 0.00 14.25 -0.91 33.00 -8.72 -20.25 -0.53 -2.75 0.00 14.75 -0.98 34.00 -9.80 -19.75 -0.50 -2.25 -0.01 15.25 -1.03 35.00 -10.87 -19.25 -0.47 -1.75 -0.01 15.75 -1.11 -18.75 -0.44 -1.25 -0.01 16.25 -1.19

H4 – Modified HR High Rail Template With Lug, No Rail Cant

2 0 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 -2 -4 -6 Gauge Side -8 -10 -12

X Co-ordinatesX (mm) -14 Not to Scale -16 -18 -20

X-Y Co-ordinates

X Y X Y X Y X Y -40.00 -2.34 -17.75 -0.38 0.25 -0.04 18.25 -1.52 -35.00 -1.84 -17.25 -0.35 0.75 -0.04 18.75 -1.62 -34.75 -1.82 -16.75 -0.33 1.25 -0.05 19.25 -1.72 -34.25 -1.77 -16.25 -0.30 1.75 -0.07 19.75 -1.82 -33.75 -1.72 -15.75 -0.28 2.25 -0.08 20.25 -1.89 -33.25 -1.67 -15.25 -0.25 2.75 -0.09 20.75 -1.99 -32.75 -1.62 -14.75 -0.23 3.25 -0.10 21.25 -2.10 -32.25 -1.57 -14.25 -0.21 3.75 -0.12 21.75 -2.23 -31.75 -1.52 -13.75 -0.19 4.25 -0.14 22.25 -2.35 -31.25 -1.47 -13.25 -0.17 4.75 -0.18 22.75 -2.47 -30.75 -1.43 -12.75 -0.15 5.25 -0.22 23.25 -2.63 -30.25 -1.38 -12.25 -0.14 5.75 -0.25 23.75 -2.80 -29.75 -1.33 -11.75 -0.12 6.25 -0.27 24.25 -2.97 -29.25 -1.28 -11.25 -0.11 6.75 -0.30 24.75 -3.14 -28.75 -1.23 -10.75 -0.09 7.25 -0.34 25.25 -3.33 -28.25 -1.18 -10.25 -0.08 7.75 -0.37 25.75 -3.52 -27.75 -1.13 -9.75 -0.07 8.25 -0.39 26.25 -3.68 -27.25 -1.09 -9.25 -0.06 8.75 -0.43 26.75 -3.87 -26.75 -1.04 -8.75 -0.05 9.25 -0.46 27.25 -4.04 -26.25 -0.99 -8.25 -0.04 9.75 -0.50 27.75 -4.25 -25.75 -0.95 -7.75 -0.03 10.25 -0.55 28.25 -4.53 -25.25 -0.91 -7.25 -0.02 10.75 -0.60 28.75 -4.74 -24.75 -0.86 -6.75 -0.02 11.25 -0.65 29.25 -5.01 -24.25 -0.82 -6.25 -0.01 11.75 -0.69 29.65 -5.31 -23.75 -0.78 -5.75 -0.01 12.25 -0.74 30.10 -5.78 -23.25 -0.74 -5.25 0.00 12.75 -0.77 30.61 -6.40 -22.75 -0.71 -4.75 0.00 13.25 -0.82 31.05 -6.86 -22.25 -0.67 -4.25 0.00 13.75 -0.86 31.71 -7.56 -21.75 -0.63 -3.75 0.00 14.25 -0.91 32.37 -8.37 -21.25 -0.60 -3.25 0.00 14.75 -0.98 33.05 -9.32 -20.75 -0.56 -2.75 0.00 15.25 -1.03 33.73 -10.48 -20.25 -0.53 -2.25 -0.01 15.75 -1.11 36.28 -10.35 -19.75 -0.50 -1.75 -0.01 16.25 -1.19 36.45 -13.71 -19.25 -0.47 -1.25 -0.01 16.75 -1.28 35.00 -13.77 -18.75 -0.44 -0.75 -0.02 17.25 -1.36 35.25 -18.76 -18.25 -0.41 -0.25 -0.03 17.75 -1.43

Appendix C Approved Rail Connection Methods Connection Method Description Standard/ Manufacturer/ Drawing Supplier Welding Cad-Welding Erico – Signals approved process Erico Drilling Rail Joint Bolt Holes ESC 220 – Section 4.4.1.1 Clamping Clamping Rail Track attachment for Rail Equipment P/L Lubricators Clamping Rail Track attachment for Equipment P/L Wheel Squeal Applicators