Appendix - AREMA

AMERICAN RAILWAY ENGINEERING AND
MAINTENANCE OF WAY ASSOCIATION
Practical Guide to Railway Engineering
Appendix
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AREMA COMMITTEE 24 - EDUCATION & TRAINING
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APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002
Applied Science for Railway Tracks

1946 to 2002
Robert R. Morrish, P.Eng.
Retired Chief Engineer
Canadian Pacific Railway
Up until 1947, almost all of track maintenance work was carried out using hand tools.
Picks, shovels, brush and grass cutting scythes, post hole augers, fence stretchers and
pliers were used to for care of right of way, drainage and fencing.
Lining bars were used to move the track to proper alignment. The proper alignment
was determined using an engineer's transit, a carpenter's string or simply by "eye."
Track jacks, tamping picks, tamping bars or track trowels were used to jack the track to
proper elevation and place the ballast under the ties. The proper elevation was
determined using an engineer's level, or a sighting block and board and a track cross
level board. The ballast was trimmed using track shovels and rock ballast forks.
Tie renewals were carried out by using spike pullers to remove the spikes, a pinch bar
to pry up the rail to permit the removal of the tie plate, picks and shovels to remove
the ballast from the ends and sides of the ties and tie tongs to pull out the defective tie
and insert the new tie. Tamping bars or tamping picks and shovels were used to place
the required amount of ballast under the new tie and shovels and rock forks were used
to trim the ballast.
Spike pullers, rail tongs, rail forks, spike hammers, track gauges, rail saws, rail drills,
track wrenches, rail chisels and files, and rail benders were used for rail and fastening
renewals and turnout and special trackwork maintenance. Grindstones were used to
sharpen tools.
Snow brooms, snow shovels and scrapers were used to remove snow from turnouts
and station platforms. Hand cars, track velocipedes, push cars and track motor cars
were used to transport men and materials.
A more detailed description of this work can be found in a book entitled
ROADWAY and TRACK by Walter F. Wrench (formerly Track Supervisor Pennsylvania Railroad), Simmons-Boardman Publishing Corporation. A book by the
same author and publisher entitled Simplified Curve and Switch Work gives details
on how to string line curves.
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Before 1948 (with the exception of a few gasoline powered rail drills and saws, electric
or pneumatic powered hand held tampers, locomotive cranes and ballast discers), the
only machine help for trackmen came from:
Ledgerwood and plows for unloading ballast and gravel from HART cars
Jordan spreader ditchers pushed by a locomotive
Snowplows and snow spreaders also pushed by a locomotive
An air powered crane mounted on the end of a flat car for loading rails
Dr. Elmer A. Sperry, a noted inventor and founder of various Sperry enterprises,
provided the first major breakthrough in technology. In 1927, he contracted with the
Association of American Railroads (AAR) to build a rail flaw detector car and to supply
a rail flaw detection service for the railways. The "SPERRY CAR" became a
household name in the railway industry and saved the railways millions of dollars by
detecting rail flaws before the rails fractured under trains. The detector cars provided
the railways with data that enabled them to identify bad rail rollings and enabled the rail
producer to identify problems in the manufacture of the rail. Sperry Rail Service Inc.
produced rail defect manuals and has made them available to foremen, roadmasters
and track engineers. This has made it easier for foremen and track inspectors to find
flawed rails in the track by visual inspection. The book has given track maintenance
personnel a better overall knowledge about rail and its manufacture and history.
Prior to mechanization, the organization for maintaining the track, even though it had
some faults, was reasonably well structured. A typical track section was 5 to 10 miles
long and under the supervision of a section foreman. He had 3 to 5 section men
working for him in the summer and 1 to 3 in winter.
In the summer, the section gang's main activities were:
Surfacing and lining
Tie renewals
Drainage and ditching improvements
Weed and brush control
Road crossing maintenance
Track gauging and replacement of flawed or worn out rails.
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In the winter the section gang was responsible for:
Snow removal from turnouts
Road crossings and station platforms
Shimming track where there were frost heaves
Gauging of track
Replacement of flawed or worn out rails.
The planning and execution of the work was the responsibility of the section foreman
and the roadmaster, and was dictated by visual inspections, the Sperry car, the
Maintenance of Way Rule Book and uniform code of safety rules. A typical
roadmaster's territory was usually a subdivision of track approximately 100 to 130 miles
in length.
On most of the major railways, the section foreman reported to the roadmaster, who
in turn reported to the division engineer and/or the Division Superintendent. The
division engineer reported to the Division Superintendent (and to the District
Engineer). The District Engineer reported to the general superintendent and/or the
Engineer Maintenance of Way. The Engineer Maintenance of Way reported to the
Operating Vice President and/or the Chief Engineer. The Chief Engineer reported to
the System Vice President of Operations and Maintenance.
The planning, scheduling and execution of work for major rail, ballasting and tie
renewal programs was the joint responsibility of the roadmasters, the division
engineers, the District Engineers and the Engineer Maintenance of Way, with the
approval and cooperation of the operating people, i.e. the Division Superintendents,
the General Superintendents and the Vice President Operation and Maintenance. The
Chief Engineer was seldom involved in the planning and execution of the work, but
approved the overall program. He also looked after Track Standards, Standard Plans,
Special Plans, specifications for rail, fastenings, special track work, ballast and ties and
also the scheduling of the Sperry car. The Chief Engineer had similar responsibilities
for bridges, structures, buildings and signals, and overall budgeting of money.
The organization had many flaws even though it was fairly well structured. Almost
every engineering officer from roadmaster up reported to two people. Quite often, he
ended up reporting to the officer who had the strongest personality, or who he liked
the best or could do the most for him in terms of more money, materials, etc., for the
track under his jurisdiction. There was also duplication and overlapping of authority
and not enough cooperation and communication between departments, i.e.
Engineering, Purchasing, Mechanical, Transportation, Marketing and Sales.
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The duplication of reporting lines of authority, along with work methods that were
very labor intensive, a deteriorating track structure, increased traffic volumes, larger
cars and increased wheel loadings, opened the doors for new technology, machines and
work methods, and also for organizational changes. The leaders in all of these changes
and improvements, as far as track, bridges and structures were concerned, were the
railway civil engineers. Many of these engineers had field experience by working as
Roadmasters or B&B Masters as part of their training. A few railway civil engineers
even went on to become a vice president or president of the railway. From an
organizational point of view, the first layer of the bureaucracy to be eliminated was the
district. This occurred in the mid 50`s. Organizational changes have been an ongoing
thing ever since. The changes were required to eliminate duplication of effort, to
promote teamwork, encourage better communication between departments and to
achieve overall corporate objectives, particularly when traffic and other conditions
change.
In order to reduce hand labor, the first machines that were adopted universally were
the small relatively inexpensive machines like rail drills, rail saws and bolting machines.
The use of Burro Cranes, locomotive cranes and speed swings became more common
because they could be used for many jobs, such as handling rails, track and bridge ties,
bridge girders and short bridge spans to name a few.
Rail renewal gangs were, and still are, a major expense for railways. They were the first
gangs to be mechanized. Gasoline powered rail drills, rail saws, bolting machines, spike
pullers, spike drivers and small caterpillar mounted rail lifting cranes were purchased
and introduced into the gangs. Mechanization reduced the number of men on the
gangs, gave a good return on the investment and reduced injuries. Shortly after the
mechanization of the rail renewal gangs, came mechanization of the ballast renewal
gangs.
Hand tamping and power tampers and liners could now do lining, formerly done by
tamping and lining bars, and track trowels. Ballast profiling and regulating, formerly
done by rock forks and shovels, could now be done by mechanized ballast regulators.
The first models of the self-propelled track tampers required the track to be lifted by
hand jacks. In the early 1960`s, these machines were replaced by self propelled
tampers that had the capability of lifting the track to a pre-determined grade and cross
elevation, and at the same time tamping ballast under the track. By 1963, these
machines were improved so that they could automatically line the track while the track
was being lifted. These machines are continually being refined and upgraded, not only
for improved speed and production, but also for quality of work.
In order to reduce the possibility of buckled track, ballast compactors or track
stabilizers now follow behind the ballast regulator in these gangs. Ballast compactors
have been replaced by dynamic track stabilizers, which have the capability of producing
a very stable track condition and at the same time maintaining the line and surface
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established by the tamper liner. Considerable research has been carried out by the
AAR and also in Europe, regarding economics and selection of tamping methods and
practices, including the advantages and savings that are gained by using dynamic track
stabilizers. Summaries of this research has been written up in Railway Track &
Structures," March 1995, January 1998 and February 1999 issues.
In the 1960`s, most major railways mechanized their tie renewal gangs. For economy,
these gangs work over a territory every 5 to 7 years instead of annually (when the ties
were renewed by the section gangs). The negative side of this change is that pockets of
defective ties can develop, which can cause gauge widening under load and possible
derailments.
In the 1970`s, the utilization of track undercutters and ballast cleaners became quite
common. These machines have the capability of removing all of the ballast from the
ballast cribs and shoulders and from under the ties, then shaking out the dirt and fines
that are not wanted and retrieving the good ballast. The good ballast is returned to the
ballast section, and the rejected materials are placed on the railway embankments or
loaded into air dumps or material conveyor cars for disposal at selected locations.
Over the years, these machines have been improved in terms of reliability, production
and quality of work.
Probably the most important change for track improvement and reduction of
maintenance costs evolved from the introduction in the early 1960`s of continuous
welded rail. Initially, the new rails were delivered to the rail welding plants in 39-foot
lengths and welded into 1440-foot lengths. Later on, the steel mills rolled the rails in
80-foot lengths, which cut the welding at the rail plants in half, with similar reductions
in the possibility of weld failures. After laying the 1440-foot lengths in the track, the
joints at the ends of the long rails are welded with thermite welds.
The released rails recovered from the new rail programs are classified. The salvable
rails are then cropped of their drilled ends and welded into a variety of lengths up to
1600-foot strings for use on other main track or secondary lines and yards, depending
on the rail wear exhibited.
In the 1950`s, Centralized Traffic Control was implemented on selected subdivisions
on many railways. This system included power operated switches, which created a
need for switch heaters to remove snow and ice. The railways, with the cooperation of
the supply industry, designed and built switch heaters to facilitate operation of the
switches in winter. There is still a need for more reliable and more efficient switch
heaters or snow blowers to remove snow and ice from switches.
In the 1930`s, rail lubricators were introduced to reduce rail flange wear in curved
territories. Since the time they were originally introduced, there have been many
improvements in the design of the lubricators, the quality of the lubrication and
identifying better locations for the lubricators.
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In the late 1960`s and early 1970`s, increased volumes of traffic and increased wheel
loadings caused extensive corrugations on the rail surface. The supply industry
responded to the problem by developing and manufacturing rail grinding trains, which
removed the corrugations and extended the life of the rail. Since then, preventative rail
grinding programs have been developed, which has resulted in a further extension of
rail life.
Another important development was the introduction of track evaluation cars in the
1960`s. These cars have the capability of finding wide gauge, lateral kinks and poor line
and surface, and measuring and prioritizing these deficiencies. By overlaying charts
from previous runs, track maintenance officers can see adverse trends that are
developing. Proper action will ensure that a small defect will not develop into a large
defect, or that priority defects will not re-occur at the same location. Curve reports
point out required changes in curve geometry to reduce rail wear. Rail curve wear
measurements by these cars reduces the need to perform time consuming manual
measurements when setting priorities for curve patching rail and rail transposal. The
information provided by these cars gives all engineering officers and foremen an
additional important tool for setting priorities and planning track maintenance.
Over the years, there has been constant improvement in the quality of rail, fastenings,
turnouts and special track work. These improvements have been accelerated by
competition from the Japanese steel mills. There has also been a steady increase in the
weight of rail. In the 1940`s, the rail of choice was 100 lb./yard on main lines (130 lb.
at a few selected locations) and 85 lb., 72 lb. and 65 lb. on branch lines. The rail of
choice is now 133 lb. or 136 lb. on main lines and 115 lb., 100 lb. or 90 lb. on
secondary and branch lines. The rail of the future will likely be the new AREMA 141
lb. for heavy haul main lines.
Track improvements have also been achieved by better quality and better specifications
for track and switch ties, and increasing the length of track ties from 8 ft. to 8.5 or 9 ft.
on primary main lines and secondary main lines that have high tonnage and heavy
wheel loadings. Success has been achieved with concrete ties, although there have
been problems at some locations. Steel ties have been used with success where
overhead clearance is a problem. Rolled tie plates spiked to ties with screw spikes and
designed to hold the rail with elastic fasteners, are used on curves of 8 degrees or more.
Since 1988, the railways have or are adopting the following improvements:
Cleaner head hardening of steel, which goes deeper into the head of rails. Super
pearlite and hypereutechtiod steels are under development.
Optical (laser) measurement of rail wear.
Maintenance planning computer models.
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Chemical tie plugging
Better electronic rail lubricators
Improved maintenance procedures and specifications for concrete ties
Replacement of track motor cars with hi-rail vehicles
All welded turnouts with integral base plates
Improved switch point geometry
Improved rail grinding technology
Gauge restraint measuring vehicles
Wheel impact load detectors
Hot wheel detectors
Continuing improvement of all machines, i.e. quality, reliability and ease of

operation, better quality of work and more production.
Tamping machines that will give a better distribution of ballast under the full width
of the tie from the tie ends to 16 inside the rail. This will create longer cycles
between tamping work, extend tie life and retard tie splitting.
Enough cannot be said about the ingenuity and cooperation of the supply industry.
Without them, most of these improvements would not have been possible. The North
American Railway organizations, i.e. AREMA (and prior to its organization, the
AREA) and the AAR, performed work, which has enabled North American railroads
to maintain a track structure that will carry current and projected volumes of traffic,
and wheel loadings at time table listed speeds. An example of the work of the AREA
is a "Handbook of Instructions for Care and Operation of Maintenance of Way
Equipment," published in 1957. The book contains many good basic instructions,
which are still applicable today.
Mechanization, changes in work methods, and the fact that many of the activities
formerly performed by section gangs are now being done by specialized gangs, has
resulted in substantial reductions in section forces and lengthening of track sections. A
typical track section is now 30 or more miles in length instead of 5 to 7. The typical
section gang is composed of a foreman and 3 men. The gang may be equipped with a
5-ton hy-rail truck with a 5-man crew cab, a 6-ton crane for changing rails and turnout
components, and a hydraulic power system capable of running any 2 of the following
machines at the same time:
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Power rail drill
Power rail saw
Bolting machine
Power spike puller
Power spike driver
Power hand tampers
Power wrench
The truck body is designed to carry a normal complement of track tools and supplies.
The Track Supervisor (his title was formerly Roadmaster) is assigned a 10-ton hy-rail
truck equipped with a 14-ton crane, a 2-man welding gang, a shared production
tamper/liner and a shared Burro Crane. The section foreman has access to these
machines on request from the Track Supervisor. The 10-ton truck is used for
delivering track materials and supplies, and changing rails and turnout components.
The truck is also equipped with a tank and pump for filling rail lubricators.
An activity that received major benefits from mechanization, new technology and work
methods, is material handling and distribution. The utilization of machines for
handling track materials has resulted in reductions in:
Injuries
Cost
Damage to the materials being handled
Train delays
Use of costly work trains
Prior to the mid 1940`s, rail was received on flat cars and unloaded by turning and
prying the rail off the side of the car on to the ballast shoulder with a hand tool called a
rail fork. A work train was required for the operation. When locomotive, Burro and
other rail cranes became available; they were used for unloading rails. This reduced rail
damage, reduced labor costs, reduced injuries and eliminated the necessity for a work
train.
Before crawler cranes, the released rails were loaded onto flat cars using numerous
laborers to lift each rail or by an air powered crane mounted on the front of a flat car.
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When crawler cranes became available, the crane was loaded on the second car of a
train of empty open top cars. The crane then loaded the car between it and the
locomotive, and then backed on to the third car behind the locomotive and loaded the
second car. This procedure was repeated until the entire train was loaded with rails.
Crawler cranes could be used in a similar manner for unloading rails. Locomotive
cranes, Burro and Bert Pike cranes, later, were used to load released rails as an
alternative to the crawler cranes on open top cars. These cranes eliminated the
necessity of a work train.
The introduction of continuous welded rail made it necessary to design special trains of
cars with special rail carrying racks. CWR trains made it possible to unload the long
welded rails at the exact location where the rail is to be laid by using an anchoring and
cable winch operation. The rail is literally pulled or pushed out by moving the cars out
from under the rail. The procedure is repeated until the entire train is unloaded. The
released rails can be loaded onto the same rail train.
Prior to mechanization, track ties were received in box cars, cattle cars or gondola cars.
The ties were unloaded from these cars by pulling and pushing the ties out of the car
doors with the help of tie hooks and tie tongs. The ties were unloaded out of gondola
cars by lifting the ties over the sides of the gondola cars. A work train was required for
the operation. If a work train was not available, the ties were unloaded at the nearest
siding or spur to where they were to be installed and moved to the work site by a push
car towed by a track motor car. The ties were installed with hand tools and the
released ties were piled and burned.
A special crane (jimbo tie unloader), that has the capability of moving over the tops of
the cars on wheels that travel on the top of the sidewalls, is now one of the modern
methods used to unload the ties. Mechanized gangs install the new ties and the
released ties are picked up and loaded into open top cars using self propelled cranes.
An alternative is a work train with drop end open top cars. Crawler cranes that can
travel through the cars load the ties. The loaded gondola cars are moved to the nearest
siding for sale to landscape gardeners or for shipment to a disposal site.
Many of the larger railroads under contract with equipment manufacturer's, such as
Plasser American Corporation, are currently using fully mechanized tie handling and
track surfacing systems for high production tie renewals and high speed track surfacing,
lining and stabilization. This gang is capable of:
Carrying with it all of the new track spikes and ties
Removing the defective ties
Unloading and installing the new ties
Picking up and loading the released ties into open top cars
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Picking up and loading the released track spikes
Spreading and distributing ballast
Surfacing, lining and stabilizing the track
Taking the released materials to the nearest siding or spur for disposal
Among other advantages, this gang eliminates the need for a work train to distribute
ties and fastenings ahead of the gang, and a work train or self-propelled cranes for
picking up released ties and fastenings behind the gang.
Mechanization brought the use of cranes equipped with magnets, which greatly
facilitated the unloading, distribution and pick-up of tie plates and fastenings.
Turnout materials were formerly unloaded from flat cars by using lining bars to pry the
materials off the side of the car at the siding or spur, or at the location where the
material was to be installed. The released switch points and frogs were then loaded
onto flat cars using lining bars and skids. Today, cranes (rail and hy-rail equipped)
handle the job of turnout component material handling.
Over the last 60 years, there have been many examples of railway construction projects
that have involved new technology, new work methods and new materials. One such
undertaking was Canadian Pacific Railway's four grade reductions and double tracking
project (19771988) between Lake Louise and Chase.
In the early 1970`s, four major bottlenecks were identified on the Calgary Vancouver
main line. At each bottleneck, grades of more than 1% necessitated smaller trains or
pusher locomotives to assist westward trains over these heavy grade sections. By the
end of 1979, the 11.2-mile diversion at Salmon Arm, and the 4.1-mile diversion at
Revelstoke had been completed. The 6.8-mile diversion at Lake Louise was completed
in 1981. In each case, a second main line track was constructed to a maximum grade
of 1%. The existing track continues to be used primarily by eastbound trains and the
heavy westbound traffic moves on the new track.
The more difficult Rogers Pass project was left to last. Construction of the almost 11
miles of surface route leading up to the tunnels was as much an engineering feat as the
construction of the 9 mile tunnel. Six bridges, having a total length of 5,491 feet, and
four major culverts were constructed. The largest bridge, the John Fox Bridge (named
after the Engineer in charge of the overall Rogers Pass project) is a 4,032 long structure
crossing an area of extremely steep slopes. The elevated structure was selected over
"cut and fill" methods for both environmental and economic reasons.
Between 1972 and 1982, numerous geology, engineering and environmental studies
were done on the route. State-of-the-art computer technology was used to capture
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and present geology and survey data, perform complex roadbed design and assess the
visual aspect of the project. Five routes were studied before the present route was
selected. The new surface route begins at Rogers siding, where as many as six
locomotives were kept to push westbound trains up the 2% grade to Stoney Creek.
The surface route continues up to the east portal of the short tunnel. There is a short
piece of surface route (4500 feet) between the 1-mile tunnel and the long 9-mile tunnel.
To construct the surface route, more than 1.5 million cubic yards of overburden and
520,000 cubic yards of rock had to be excavated.
Both new tunnels were constructed to accommodate future electrification. The
finished interior is 17 feet wide on tangent track and 18 feet wide on curves with an
overall height of 25 feet-10 inches above top of rail. The track in the tunnels is
constructed on reinforced concrete slab rather than on conventional ballast and track
ties. Concrete ties were used on the surface route. The entire length of the long tunnel
is concrete lined and is illuminated.
One of the more complicated aspects of the long tunnel was the ventilation system.
The ventilation system is important because exhaust fumes from one train must be
purged from the tunnel before the next train enters. If the ventilation system is too
slow, fewer trains will be able to use the tunnel. This creates a capacity problem that
the project was designed to solve. A mid-tunnel ventilation shaft was required that
allows twice the train frequency that could be achieved by having the ventilation system
at the ends of the tunnel. The ventilation system was designed to be able to run a train
through the tunnel every half hour.
The overall project was under the supervision of John Fox who was promoted from
Chief Engineer to Vice President of Special projects to oversee the work. The
planning, design and execution of the work was done by Canadian Pacific engineers,
with specialized consultants brought in when required. The Rogers Pass work was
completed on schedule and under budget and it opened up the last of the four
bottlenecks between Calgary and Vancouver.
Similar, smaller and larger projects have been carried out throughout the world. They
present opportunities to develop better and newer technology, better materials and
new work methods; all of which can be used elsewhere in the railway industry.
Traditionally, railway engineers have always done an excellent job in designing a track
structure capable of carrying current traffic volumes and wheel loadings, but also for
the foreseeable future. This is evident in the fact that we still have the same basic track
structure that we had 60 years ago. The railways have achieved this by strengthening
and improving the basic parts of the track structure, i.e. rail, fastenings, ties, ballast,
turnouts and special trackwork. Improved technology, modern machines and more
efficient work methods, combined with fixed plant improvements like grade
reductions, double tracking and better signaling and communications, has further
assisted railways in carrying heavier wheel loadings and larger volumes of traffic at
increased speeds.
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Sixty years ago, more attention was paid to the care and appearance of the right of way
than that given today. Cash prizes were given to the station agent with the cleanest
and the best looking station and station grounds on the district; the section foreman
whose territory was the best maintained and had the best looking track and right of
way on the district. Even though the same attention is not being given to the
appearance of the railway right of way, most railways have been industry leaders as far
as environmental and safety responsibilities are concerned. Many railways have one or
more environmental engineers on their staff or hire environmental engineering
consultants when required. And for more than 60 years, safety has been the number
ONE responsibility of every railway employee.
Final Thoughts
By the year 1988, almost all track and bridge work was being performed with the
assistance of machines. Virtually every major railroad in North America had Track
Geometry cars and/or Track Evaluation cars. Gauge Restraint technology and tools
for measuring rail wear were being added to these cars. Personal computers and cell
phones have become important tools for communicating. Computers have asserted
their role as an important tool for bridge design, planning and the solving of other
problems.
With all of the above, there has been constant pressure from railway management to
reduce capital and maintenance expenses. Naturally, everyone wants to see all the
machines and new technology purchased being fully utilized. New records for high
production and low cost have become the norm. This combination of events has
caused some North American railways to get away from some basic Engineering timeworn rules and methods of doing work. The number one concern is the sometimes
lack of quality of work performed. A representative sampling of other concerns
include:
1. Turnouts, road crossings at grade and track at the ends of open deck bridges,
are relative weak points in the track structure and expensive and difficult to
maintain. In many circumstances, it is not economical to use high production
gangs for rail renewals, tie renewals, ballast renewals and lining and surfacing
work at these locations. As a result, this work is quite often skipped. When
these areas are skipped, plans should be in place to use smaller specialized
gangs to do the work, preferably when the large gang has been given a work
block in the area. Tie renewals, ballast cleaning, drainage requirements, and
lining and surfacing in these difficult areas cannot be ignored.
2. The technology built into the Track Geometry and Track Evaluation cars has
not yet reached the point where it can completely replace historical records,
visual inspections and field measurements for rail and tie renewals, ballasting
and locations for lining and surfacing. All too often, requests from Track
Maintenance Supervisors for this work are ignored in favor of recordings from
the track evaluation car. Track Maintenance Supervisors still want to have
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their voice heard and if a Track Maintenance Supervisors request warrants

a hy-rail field inspection by senior Engineering officers and Operating officers,
it should be done. In years gone by, regular track inspections by senior railway
engineers and operating officers were the norm.
3. Quite often, thousands of dollars are spent on ballast cleaning, undercutting
and lining and surfacing programs without provision for proper drainage. If a
material that is not free draining surrounds areas of the track, the water has no
way to get out and the impervious material must be removed and or proper
drainage provided. If there is a mud spot, it is due to improper drainage or a
subgrade problem. Modern-day section gangs do not have the manpower and
other resources to take care of these problems, and usually a specialized gang is
required to do the work.
Author's Note
It is not necessary to be a rocket scientist to be a good railway civil engineer. However,
a heavy dose of the following qualities is mandatory:
Lots of common sense, creativity, long-term vision and patience.
A solid knowledge of what is happening in other areas of the operation of the

railway, i.e. Transportation, Operations, Marketing & Sales, and Purchasing &
Stores.
Keep abreast of new research and practices by AREMA, the AAR, the supply
industry, and the European and other foreign railways.
Good management and leadership qualities to make sure that you and all of the
people under your jurisdiction are working in the best interest of the railway. You
will be expected to be part of a team that will build and maintain a fixed plant that
will respond to every need of the railway.
Possess excellent oral and written communication skills.
Surround yourself with good people. Be able to recognize their capabilities and
give them every opportunity to work to their full potential.
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Robert R. Morrrish, P.Eng., Retired Chief Engineer, Canadian Pacific Railway

West Vancouver, British Columbia
Canada V7T 1P5
Phone 604 926 1607
Fax 604 926 1009
e-mail lbmorrish@shaw.ca
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APPENDIX B - TURNOUTS, CONNECTIONS AND CROSSINGS
Turnouts, Connections and

Crossings1
Turnouts
The distance P between this actual frog point and the theoretical point, or intersection
of gage lines, equals the width of the blunt point multiplied by the frog number.
The frog number is the ratio of the axial length to the spread, that is, it is the distance,
measured along the bisector of the frog angle, in which the gage lines diverge a unit
distance. Expressed as a trigonometric function,
N = cot 1/2F
Values of N from 7 to 20 are commonly used, but for special purposes values from 3
to 30 are occasionally used.
Location of Turnouts
The first step in staking out a turnout is to establish the position of the frog. The heel
or the toe of the frog should come at a regular rail joint in order to avoid short pieces
of rail in the track. Knowing the length of the frog to be used, the position of the
point of frog, P.F., can be fixed. The next step is to mark the position of the point of
switch, P.S. Measuring along the main track a distance, which is called the lead L, does
this. If this brings the point of switch too near a rail joint, the position of the frog must
be changed, making the toe of the frog come at a rail joint instead of the heel, or vice
versa. Having satisfactorily established the positions of the point of frog and the point
of switch, the outside rail of the turnout curve is then located. This is done by
measuring offsets from the gage line of the outside main rail at the middle and quarter
points of the turnout curve. The inner turnout rail is set by gage from the outer rail.
The above material is extracted from the text Route Surveying, Chapter 8, Pickels & Wiley, 1947.
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Turnouts from Straight Track

Since the frog and the switch rails are straight, the alignment of a turnout is not a
simple curve throughout, but consists of two short pieces of tangent connected by
a simple curve.
The solution of the turnout curve is as follows:
In triangle 1, Fig. 1, the hypotenuse is the distance from the top to point of frog
and the angles are known. Solve the triangle for the base m and the altitude n.
In triangle 2, the altitude, q = g h n, and the angles are known. Solve the
triangle for the base j and the hypotenuse c. c is also the long chord of the outside
rail of the turnout curve, whose central angle is F - s; hence, the radius of the
turnout curve can be computed from the equation:
R + g = c/{2 sin (F s)}
The distance L along the straight main track from the P.S. to the P.F. is:
L = l + j + m + P = Theoretical Lead Length Equation
To compute the offsets from the main track rail to the outside rail of the turnout
curve, extend the turnout curve through the switch angle s until its tangent is
parallel to the main rail. The distance between these tangents is:
e = h - (R + g) vers s
Fig. 1
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The offset from the gage line of the main track rail to the gage line of the turnout curve
at its quarter point is then:
y1 = e + (R + g) vers (s + (F s)
For the middle point:
y2 = e + (R + g) vers (s + (F s)
And for the three-quarters point:
y3 = e + (R + g) vers (s + (F s)
Turnouts from Curved Track
It can be shown that the lead of a turnout from a curved track is practically the
same as the lead of a turnout from a straight track with the same frog number.
Also, the degree of the turnout curve is equal to the degree of curve of the turnout
from a straight track increased or diminished by the degree of the main track
curve, depending on whether the turnout is on the inside or on the outside of the
main track curve. A turnout from a curved track, therefore, is staked out with the
same dimensions as one with the same frog number from a straight track.
Since in jointed rail, it is undesirable do use short pieces or odd lengths of rails; it
is the universal practice to modify the theoretical leads so as to use more
convenient lengths of lead rails. The difference between the theoretical lead and
the practical lead is never very great, and the turnout is located as previously
explained except for this modification in the lead. Changing the lead has the
effect of changing the degree of the turnout curve.
Connections
Connections are the tracks used to connect a turnout from a main track with (1) a
diverging track, (2) a parallel siding, or (3) a turnout on another track.
Diverging Tracks
From Straight Track
The solution of this problem requires that I, N, R, K and P be known. I is the
intersection angle between the diverging track and the straight main track. It is
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measured in the field after the point of intersection, A, has been determined. The
angle should be measured to the nearest one-half minute.
N is the frog number chosen for the turnout.
The value of N is determined by the standard practice of the individual railroad.
R is the radius chosen for the connecting curve. The factors that affect the choice of R
and D are (1) the degree of the turnout curve, (2) the topography, and (3) special space
limitations. Of these factors, the first is generally the one that determines the value of
R. In general, an even value of D is chosen, which is slightly less than the degree of the
turnout curve. The degrees of the turnout curves for the various frogs can be found in
the AREMA Manual for Railway Engineering.
K is the frog tangent, or the length of tangent between the actual point of frog and the
T.C. of the connecting curve.
The minimum value of K is the distance from the actual point, to the heel of the frog.
Generally, values of K from 20 to 40 ft. are chosen, the larger values being adapted to
the sharper curves.
Fig. 2
P is the distance from the actual to the theoretical point of frog. It is equal to the width
of the blunt point of the frog multiplied by the frog number. This width is usually
in.
The solution of this problem requires the computation of the data necessary to locate
(1) the P.F., (2) the T.C., and (3) the C.T. In triangle 1, Fig. 2, all the angles and the
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side, m = gN + P + K + R tan 2(I - F), are known, whence the sides n and j can be
computed.
The point B and the C.T. of the connecting curve are located from point A by the
distances n and j + R tan 2 (I - F), respectively. The P.F. is located from B by the
coordinates gN + P and 2g. The T.C. of the connecting curve is located from B by the
angle F and the distance gN + P + K. For standard gage, g = 4.708 ft.
The frog, as located in the preceding paragraph, will rarely fit the rail joints of an
existing track and will have to be moved either forward or backward until one end does
meet a rail joint. This involves a change in the location of the point B and the C.T.,
and a change in the length of the frog tangent K . The amount of movement is found
in the field by locating the P . F . with the computed dimensions and then with the
known dimensions of the frog, measuring the distance from either end of the frog to
the nearest rail joint.
Obviously triangle 1 could be recomputed using the revised value of the side n , but it
is simpler to determine the corrections to all dimensions by using a correction triangle.
Fig. 3
In Fig. 3, n is the distance the frog must be moved, j is the amount the C.T. must be
shifted, and m is the change of length of the frog tangent K. All of these will be
negative if the frog is moved forward and positive if it is moved backward.
This triangle may be solved trigonometrically, but it is often easier to solve it by simple
proportion since:
j' : j :: n' : n and m' : m :: n' : n
The corrections, j, m and n, are then applied to the computed dimensions, j , m and
n, with the proper sign and the points located in the field as previously outlined. The
connecting curve is then run in. It is good practice to back it in from the C.T., since a
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longer backsight for orienting the transit can be obtained at this point than at the T.C.
and it saves a set-up.
Turnout from the Inside of a Curved Main Track
Points A and H on circular curve

The data and the requirements of this problem are the same as in the preceding
problem, except that the main track is on a D curve.
In triangle 1, Fig. 4, the hypotenuse and the angles are known, and the other two sides
are computed as shown in the figure.
In triangle 2, the base and the altitude can be found by arithmetic. Solve the triangle
for the hypotenuse and the angle a.
In triangle 3, the hypotenuse and the angles are known, and the other two sides are
computed as shown in the figure.
Fig. 4
In triangle 4, the hypotenuse 001, is known from triangle 2, and the side 01J can be
found by arithmetic. Solve the triangle for the side OJ and the angle b.
Then
x = a - b + (90 - I) - (90 - F)
=a -b-I-F
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y=a-b
The point H opposite the theoretical point of frog is located from point A by
measuring along the centerline the distance AH (in feet) = (x/D)100. The C.T. is
located from point A by the distance AE = AG - EG = AG - JO.
The T.C. is best located as follows: set-up over H; back-sight on A; turn off 1/2x to get
on tangent; locate M for a temporary back-sight; plunge telescope and set point B a
distance gN from H; set-up at B and back-sight on M; turn off the frog angle and
locate the T.C. on this line a distance gN + P + K from B; set point Q for a temporary
back-sight; set-up at the T.C., back-sight on Q, and run in the connecting curve to
point E.
It is to be especially noted that when R cos. I is less than R1, the line OJ, Fig. 4, falls on
the other side of the line 001, and the sign of the angle b where:
x = a b I - F and y = a b, becomes plus.
The frog, as located opposite H in Fig. 4, will rarely come at an existing rail joint in the
main track, and it must be moved forward or backward until it does. This involves a
change in the location of the point B and of the C.T., and a change in the length of the
frog tangent K. The solution is as follows:
In Fig. 5, the points A, H, B, T.C., and C.T. have the same positions as in Fig. 4. It is
necessary to move the P.F. forward, as shown, a measured distance d to a point
opposite H. The angle z through which the frog is moved is found from the equation,
z (in minutes) = 0.6dD
The moving of the P.F. makes the following changes in the track layout.
1. The direction of the frog tangent is changed an amount equal to the angle z.
2. The length and the position of the frog tangent are changed.
3. The central angle y of the connecting curve is decreased by the angle z, thereby
decreasing the length of the connecting curve.
4. The entire connecting curve is moved parallel to the tangent AE.
It is required to find the length of the new frog tangent and the distance the C.T. is
shifted.
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Fig. 5
In triangle 1, Fig. 5, the angles and the hypotenuse are known.

Solve the triangle for the base r and the altitude t.
In triangle 2, the base, q = K + P - r, and the angles are known. Solve the triangle for
altitude m and the hypotenuse n.
In triangle 3, the hypotenuse, u = R1 + 1/2g + t - m, and the angles are known. Solve
the triangle for the base v and the altitude s.
In triangle 4, the base, w = v - R1 - 1/2g, and the angles are known. Solve the triangle
for the altitude e and the hypotenuse f. Then:
The new
K+P=n+s-e
And
The change in the C.T. = f
If the frog is moved backward, another figure is required for an accurate solution.
Although this figure will have a somewhat different appearance, the four triangles
necessary for the solution are constructed in the same manner as those shown in Fig. 5.
For example, triangle 1 is constructed with a hypotenuse equal to d and with a base and
altitude formed by dropping a perpendicular from the old P.F. to a line through the
new frog point parallel to the old frog tangent. The angle at H, however, now
becomes F + 1/2z instead of F 1/2z. The change in the length of the frog tangent
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and the change in the position of the C.T., however, are approximately the same as
when the frog is moved forward, but with opposite sign.
The solution of this problem, as given in Figs. 4 and 5, is based on the assumption that
the alignment of the main track is perfect. In many instances, however, the main line
curve will be found to be more or less out of correct alignment. In these cases, the
problem is best solved as follows:
1. Solve the triangles in Fig. 4. Measure from A the computed distance AH, and
locate point H.
2. Locate the point of frog so that the heel or the toe of the frog will come at the rail
joint nearest to the point H.
3. Set-up the transit in the center of the track opposite the selected point of frog, and
establish the tangent to the curve at this point by sighting at a point in the center of
the track 100 ft. ahead of the instrument, plunging the telescope, measuring the
deflection angle to a point in the center of the track 100 ft. back of the instrument,
and bisecting this deflection angle.
4. Measure back along the tangent thus established the distance gN, and locate a
point which corresponds to point B in Fig. 4.
5. Set-up at point B, turn off the frog angle from the tangent BH, and produce this
line to an intersection with the tangent, of the diverging track.
6. Set-up at this point of intersection and measure the intersection angle, which is the
central angle of the connecting curve.
7. From the P.I. established in step 5, lay off the tangent, distances for an R1 curve,
and locate the T.C. and the C.T. of the connecting curve.
Point A on curve, but point H on tangent

When the distance from the T.C. of the main line curve to the point A is so short that
it is evident from inspection that the frog point H will come on the tangent, the
procedure is somewhat different. In this case, point A is taken at the intersection of the
tangent of the diverging track and the tangent of the main track prolonged. The
problem then becomes the same as that illustrated in Fig. 2.
Point A on tangent and point H on curve

In Fig. 6, A is the intersection of the diverging track tangent and the main track
tangent. A' is the C.T. of the main track curve. The distance AA' is measured in the
field.
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Fig. 6
Triangles 1, 2 and 3 are exactly the same as in Fig. 4 and are solved in the same manner.
In triangle 4, Fig. 6, the hypotenuse AA' and the angles are known. Solve the triangle
for the base e and the altitude f.
In triangle 5, which corresponds to triangle 4 in Fig. 4, the hypotenuse OO1 is known
from triangle 2 and the side O1J is equal to R1 - OG' - EE', all of which are known. If
O1J comes out a minus quantity, then J falls on the left of 01, as shown in Fig. 4.
Solve the triangle for the side OJ and the angle b.
Then:
x = a + b* - I + F
y = a + b*
AH = AA' + A'H = AA' + (x/D)100
AE = A'G' - EG - A'L
* Angle b is minus when OG' is greater than O1E'.
If the C.T. of the main track curve is not monumented, it will be impossible to locate it
by inspection closer than about 10 ft.
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Point A on tangent and point H on curve with the main track curve spiraled
In Fig. 7, triangles 1, 2 and 3 are the same as in Fig. 6.
Fig. 7
In triangle 4, the angles and the altitude, o = spiral offset, are known. Solve the triangle
for the base m and the hypotenuse n. In triangle 5, the angles and the hypotenuse, A
A' = t + d + m, are known. Solve the triangle for the base e and the altitude f.
In triangle 6, the hypotenuse OO1, is known from triangle 2, and the side O1J = R1 - R
cos. I - e. Solve the triangle for the side OJ and the angle b. The points H and E are
established as in the preceding problem.
Point A falls on spiral

When the point A falls on the spiral, the problem is slightly different with respect to
the solution of triangles 3, 4 and 5. After the point A is established in the center of the
main track, the distance to the S.T., s, and the intersection angle at A must be
measured. To get on tangent at point A, the transit is sighted at the S.T. and the angle
2a = 2(10 ks2) turned off.
Triangle 4, Fig. 8, is constructed by dropping a perpendicular from A to a tangent
through the C.T. The distance between this tangent and the main track tangent is o,
the spiral offset. The altitude of triangle 4 is equal to o - 0.291ks3. Since the angle at A1
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is I - , which is known, the triangle can be solved for the base n and the hypotenuse
m.
Fig. 8
In triangle 3, the angle at O now becomes I - instead of I.

In triangle 5, the hypotenuse is equal to t - s + n, all of which are known, and the angle
at A' is I - . Solve the triangle for the base e and the altitude f.
Triangle 6 (not shown in Fig. 8) is the same as triangle 6 in Fig. 7. The problem from
this stage is the same as the preceding one.
The point A in Fig. 8 is between the C.T. and the S.T. The point A, however, is just as
likely to come between the C.T. and the C.S.
In this case, triangles 4 and 5 shift to the other side of the C.T., and the hypotenuse of
triangle 5 = s - t - n. It is suggested that the student draw the figure for this problem.
Turnout from the Outside of a Curved Main - Track
Points A and H on circular curve

In triangle 1, Fig. 9, the angle F and the hypotenuse R + g are known. Solve the
triangle for the other two sides, as shown in the figure.
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Fig. 9
In triangle 2, the base is equal to (R + 1/2g) sin F + K + P, and the altitude is equal to
(R + 1/2g) cos F + 1/2g + R1. Solve the triangle for the hypotenuse OO1 and the
angle a.
In triangle 3, the hypotenuse is R and the angle at O is I. Solve the triangle for the
other two sides, as shown in the figure.
In triangle 4, the hypotenuse OO1 is known from triangle 2, and the base is R cos I +
R1. Solve for the altitude and the angle b. Then:
x = (90 - F) - (90 - I) - (a - b)
= b +I a - F
And
y=a-b
AH = (x/D)100 (in feet)
AE = OJ - R sin I
Fig. 9 and the solution outlined above are correct up to a value of I = 90. As I
approaches 90, J approaches E and G approaches O. When I = 900, J and E coincide
and also G and O. That is, triangle 3 becomes a line. When I is greater than 90, J falls
between E and O1, and G falls on the other side of O. When I is greater than 90,
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however, the connecting track should be located on the other side of the diverging
tangent, thus using a value of I less than 90.
The field work in this problem is the same as explained for the corresponding problem
under a "Turnout from the Inside of a Curved Main Track."
The point of frog as located opposite H in Fig. 9 will rarely be such that the heel or the
toe of the frog will come at an existing rail joint, and the frog must be moved until it
does. This involves a change in the location of the point B and of the C.T. and a
change in the length of the frog tangent. Fig. 10 shows the solution of this problem
when the frog is moved forward through the measured distance d.
In triangle 1, d is the hypotenuse and the angle at H is F + 1/2z.
The angle z is equal to 0.64D. Solve the triangle for the base r and the altitude t.
In triangle 2, the angle z and the base n = K + P - r are known. Solve the triangle for
the altitude m and the hypotenuse q.
In triangle 3, the angle z is known and the hypotenuse u is equal to:
R1 + 1/2g + t + m.
Solve the triangle for v and s.
In triangle 4, one side equals v - R1 - 1/2g and one angle equals y + z. Solve the
triangle for the hypotenuse f and the other side e. Then:
New K + P = q - s - e
And
Change in C.T. = f
The solution of this problem as given in Figs. 9 and 10 is based on the assumption that
the alignment of the main track is perfect. In most instances this curve will be found
to be more or less out of correct alignment.
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Fig. 10
Point A on curve, but point H on tangent

When the distance from the T.C. of the main line curve to the point A is so short that
it is evident by inspection that the frog point H will come on the tangent, the
procedure is somewhat different. In this case, point A is taken at the intersection of
the tangent of the diverging track and the tangent of the main track prolonged. The
problem then becomes the same as that illustrated in Fig. 2.
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Point A on tangent and point H on curve

In Fig. 11, A is the intersection of the diverging track and the main track. A' is the C.T.
of the main track curve. The distance AA' is measured in the field.
Fig. 11
Triangles 1, 2 and 3 are exactly the same as in Fig. 9 and are solved in the same manner.
In triangle 4, Fig. 11, the hypotenuse AA' and the angles are known. Solve the triangle
for the base AL and the altitude A'L.
In triangle 5, which corresponds to triangle 4 in Fig. 9, the hypotenuse is known from
triangle 2, and the side O1J = R1 - EE' + OG', all of which are known. If I is greater
than 90, J falls on the radius between O and E', and OlJ = R1 - EE' - OG'. Solve
triangle 5 for the side OJ and the angle b.
Angles x and y and distances AH and AE are computed when points A & H are on the
circular curve (Page B-13).
If the C.T. of the main track curve is not monumented, it will be impossible to locate it
by inspection closer than about 10 ft.
Point A on tangent and point H on curve except that the main track curve is spiraled.
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No new figure is necessary for the solution of this case. Triangles 1, 2 and 3 are exactly
the same as in Figs. 9 and 11. Triangle 4 is the same as in Fig. 7. In triangle 5, Fig. 7,
the hypotenuse now becomes t + d - m, instead of t + d + m, and the sides e and f are
computed. These two sides correspond to AL and A'L in triangle 5, Fig. 11.
Then
x=b+I-A-F
And
y=a-b
A'H = x/D 100 (in feet)
AH = A'H + t + d
AE =OJ - R sin I - f - n
Parallel Tracks - Sidings

Parallel Tracks Both Straight Tracks
The best way to connect a turnout to a parallel siding is to make the frog tangent of
such a length that it can be connected to the siding by a simple curve of about the same
radius as that of the lead rails. Coordinates from the actual point of frog most easily
locate a connecting track of this kind.
In Fig. 12, x1, x2 and x3 are distances to points on the main track opposite the T.C., the
middle point of the curve, and the C.T., respectively. And y1, y2 and y3 are the
corresponding offsets from the centerline of the main track.
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Fig. 12
From the figure,

y1 = p R vers F
and x1 = y1 cot F gN P
y2 = p R vers F and x2 = x1 + R(sin F sin F)

y3 = p
and x3 = x1 + R(sin F)
From surveying texts or railway track standards, one can find the values of x and y for
various track centers and for various frog numbers.
Sometimes the connecting curve is begun at the heel of the frog or a fixed distance
beyond it. In this case x1 and y are known, and the radius of the connecting curve
must be computed. The other dimensions are then computed as before. Although
this method flattens the connecting curve, it increases the distance from the P.F. to the
T.C. There is nothing gained by making the connecting curve flatter than that of the
turnout itself, and also the greater length of tangent is advantageous.
Sometimes the connection is made in the form of a reversed curve with radii about the
same as the radius of the turnout curve under the mistaken idea that this saves distance
between the P.F. and the T.C. The actual difference in x3 for such a connection, and
for one of the form first given for a No. 10 turnout, is only about 1.1 ft., which is an
inappreciable amount when the relative riding qualities of the two layouts are
considered.
Parallel Tracks - Curved Tracks
The coordinates referenced from tables specifying the track center distances and the
frog numbers may stake out a turnout and a connection to a parallel track on a curve.
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A portion of such a table is illustrated on page B-19.

following characteristics:
Such a layout will have the
1. The degree of curve of the turnout will be increased or diminished by the

degree of the main curve, depending on whether the siding is inside or outside
of the main track curve.
2. The degree of the connecting curve will be diminished or increased by the
degree of the main curve (approximately), depending on whether the siding is
inside or outside of the main track curve.
3. The track between the frog point and the beginning of the connecting curve
will become a curve of the same degree (approximately) as the main curve.
On curves of about 1 this method is both satisfactory and convenient, but on sharper
curves, or in case it is desired to maintain a frog tangent, it will be necessary to compute
the connection for the particular case. Two general cases arise:
COORDINATES FOR LOCATING PARALLEL SIDINGS
WITH TAPE
Frog
Number
N
Track
Centers
p = y3
X1
X2
X3
Y1
y2
13.0
13.5
14.0
15.0
16.0
17.0
18.0
30.28
33.76
37. 2 4
44.21
31.15
55.15
65.12
57.42
60.90
134.38
71.35
78.32
85.29
92.26
81.70
88.18
91.66
98.63
105.60
112.57
119.54
9.12
9.62
10.12
11.12
12.12
43.12
14.12
12.03
12.53
13.03
14.03
45.03
16.03
17.03
1500'
8 10' 16 "
13.0
13.5
14.0
15.0
16.0
17.0
18.0
33.31
37.29
41.28
49.25
57.22
65.19
73.16
65.71
69.69
73.68
81.65
89.62
97.59
105.56
98.24
102.22
106.21
114.18
122.15
130.12
138.09
8,94
9.44
9.94
10.94
11.94
12.94
13.94
11.98
12.48
12.98
13.98
14.98
15.98
16.98
11 00'
709'10"
13.0
13.5
14.0
15.0
16.0
17.0
18.0
38.55
43.03
47.51
56.47
65.43
74.39
83.35
73.83
78.31
82.79
91.75
100.71
109.67
118.63
109.22
113.70
118.18
127.14
136.10
145.06
154.02
9.07
9.57
10.07
11.07
12.07
13.07
14.07
12.02
12.52
13.02
14.02
15.02
16.02
17.02
900'
621'35"
10
13.0
13.5
14.0
15.0
16.0
17.0
18.0
41.49
46.17
51.15
61.11
71.07
81.03
91.00
82.04
87.02
92.00
101.96
111.92
121.88
131.84
123.00
127.98
132.96
142.92
152.88
162.84
172.80
8.90
9.40
9.90
10.90
11.90
12.90
13.90
11.98
12.48
12.98
13.98
14.98
15.98
16.98
7'00'
543'29"
11
13.0
13.5
14.0
15.0
16.0
17.0
18. 0
47.16
52.65
58.14
69.12
80.09
91.07
102.05
90.46
95.95
101.44
112.42
123.39
134.37
145.3.5
133.83
139.32
144.81
155.79
166.76
177.74
188.72
9.05
9.55
10.05
11.05
12.05
13.05
14. 0.5
12.01
12.54
13.01
14.01
15.01
16.01
17.01
6' 00'
512'18"
Connecting
Curve D
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Frog
Angle
F
Sidings on the outside of the main curve
Fig. 13
In Fig. 13
OA = (R + 1/2g) cos. F
AB = (R + 1/2g) sin F
AC = AB + P + K = O1H
OO1 = R + p - R1
OH = OA - (R1 - 1/2g)
In triangle 2,
(001)2 = (O1H)2 + (OH)2

(R + P - R1)2 = (AC)2 + (OA + 1/2g - R1)2
expanding and reducing,

R1 = [(AC)2/[2(OA + 1/2g R p)]] + [[OA + 1/2g + R + p]/2]
Then
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sin a = AC /OO1
Since the central angle a and the radius R1 are now known, the length of the connecting
curve can be computed.
The curve may be staked out either by deflection angles from either end or by offsets
from the main track. The latter method is the more rapid and convenient.
Since the connecting curve and the siding curve has a common tangent at E and since
the angles are small, the offset between them at any point is equal to the difference of
their tangent offsets. Then the offset from the centerline of the main track to the
centerline of the connecting curve at any point is:
p 7/8 n2(D1 - Ds)
where D1 and Ds are the degrees of curve of the connecting track and the siding,
respectively, and n is the distance in stations along the connecting curve from the point
where it joins the siding. These offsets should be measured radially to the main curve
and the distances should be measured along the connecting curve.
Sidings on the inside of the main curve

In Fig. 14a,
Fig. 14a
Fig. 14b
OA = (R - 1/2g) cos F
AB = (R 1/2g) sin F
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Fig. 14c
AC =AB K P = OH
OO1 = R1 + p - R
O1H = R1 + 1/2g - OA
In triangle 2,
(OO1)2 = (OH)2 + (01H)2
(R1 + p - R)2 = (AC)2 + (R1 + 1/2g - OA)2
Expanding and reducing,
R1 = (AC)2/[2(OA - 1/2g - R +p)] + (OA - 1/2g + R - p)/2
Then
sin a = AC / OO1
If R1 yields a positive value, the layout is as shown in Fig. 14a.
If a negative value of R1 is obtained, the layout is as shown in Fig. 14b and the value of
R1 is numerically correct.
If (OA - 1/2g) = R - p, then R1 = infinity, and the frog tangent produced is tangent to
the siding as shown in Fig. 14c.
These connections can be staked out by offsets as explained under Page 22. It is to be
noted, however, that if the layout is as shown in Fig. 14b, the sum of the tangent
offsets must be used.
Parallel Tracks - Crossovers

Since a crossover is equivalent to an entry to a siding, and therefore both turnouts will
be run over at practically the same speed, there is no valid reason for making one
turnout flatter than the other, even when the crossover is between a main track and a
siding. A crossover should therefore always have frogs of the same number at both
ends.
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Crossovers - Straight Tracks
Straight track between frogs of the same number
Fig. 15
From Fig. 15,

AC = p cot F
Then
x = AC - 2gN - 2P
To locate the crossover, one P.F. is set so that the heel or toe will be at a regular rail
joint. The other P.F. is fixed by the distance x. These are the only stakes ordinarily
required.
Simple curve between frogs of different number

Sometimes unequal frogs are used on crossovers, and in this case, the best form of
layout to use is a connecting curve of about the same degree as the sharper turnout,
tangent at the heel of the flatter frog. This will place a short piece of tangent between
the curve and the heel of the sharper frog.
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Fig. 16
In Fig. 16, F, F1, p, g and K1 are known. R is chosen to agree with the turnout curve of
F. (From the example Table on Page B-19)
In triangle 1, the hypotenuse and angle F1 are known. Solve for the sides d1 and m.
In triangle 2, the altitude n = p - m and the angle F are known. Solve for the sides d
and j.
Then
K = j - gN - R tan 1/2 (F-Fl)-P
The distance along the main tracks between frog points is
x = (d + d1) - (gN + P + gN1 + P1)
Crossovers - Curved Tracks
It can be shown that, if a crossover is located between curved tracks with the same frog
numbers and a simple curve tangent to the heels of the frogs, the distance along the
main tracks between frog points is practically the same as for a straight crossover
between straight tracks; and also that the degree of curve of the connection is
practically the same as that of the main tracks.
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Therefore, a crossover on a curve is located with the same dimensions as one on

tangent. It may be desirable, however, to locate points on the connecting curve.
Usually one point at the middle is sufficient, and it will be seen that this point is
midway between the frog points and on the centerline between tracks. Crossovers
should be avoided on curves.
Ladder Tracks
The series of parallel tracks in a railroad terminal yard upon which freight or passenger
cars are temporarily stored are called "body tracks." At one or both ends of the body
tracks there is a diagonal track, called a "ladder track," which connects the body tracks
to the main track, or running track. Fig. 17 shows a main track, a ladder track and four
body tracks.
Fig. 17
The angle between the ladder track and the main track is generally equal to the frog
angle used for the turnouts from the main track and the body tracks, as shown in
(Fig.17). Sometimes, however, the ladder track makes a slightly larger angle than the
frog angle. This necessitates a short curve, beyond the frog of the main track turnout
and a curve at the beginning of each body track. This condition is illustrated in Fig. 18.
Again, the angle, which the ladder track makes with the main track, may be twice the
frog angle. In this case, only alternate body tracks are connected to the ladder track
and the other body tracks are connected to the preceding body track.
Angle of Ladder Track Same as Frog Angle

In triangle 1, Fig. 17, the frog angle and the altitude p, or distance between body tracks,
are known. Solve for the hypotenuse AC. The distance AC equals CD, DE and EH,
and also equals the distance between switch points X. The minimum distance which
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should be used between the frog point of one turnout and the switch point of the
succeeding turnout is about 13 ft., hence AC must be equal to or greater than the lead
of the turnout plus 13 ft. The distance p between body tracks must be large enough to
satisfy this condition.
The ladder track and body tracks are staked as follows: the approximate location of the
frog in the main track is known, being determined by the location of other tracks and
connections not shown in the figure. Locate the frog so that it will abut the end of a
rail. Measure the distance gN from the theoretical point of frog and locate point A.
Set-up at A and turn off the frog angle F. The line of sight is now along the line AH.
On this line locate the points C, D and E, which are the distance AC apart. Measure
forward from each of these points the distance gN and locate the successive frog
points. The body tracks are best located by perpendicular offsets from the main track.
Angle of Ladder Track Larger than Frog Angle
Fig. 18
In this problem F, F1, a, h, K, K1, P, P1, R and R1 are known. In triangle 1, Fig. 18, all
of the angles are known and the longest side is equal to gN + K + P + R tan a/2.
Solve for the other two sides.
Triangle 2 is solved in the same manner. If the angles F and F1 are equal and the radii
R and R1 are equal, triangle 2 is identical to triangle 1.
In triangle 3, the angles and the altitude p are known. Solve for the hypotenuse BH.
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In the field, point A is located as in the preceding problem. The distance AB locates
point B. Generally B will fall between A and the P.F. Set-up at B and turn off the
angle F + a. The line of sight is now along the ladder track. The point of frog of the
turnout to body track No. 1 is located from point B by the distance B H - G H +
g N . The other body tracks, not shown in the figure, are located in the same
way. In this case, as in the preceding one, the clearance between the frog point of
one turnout and the switch point of the next turnout should be at least 13.0 ft.
If F + a in Fig. 18 equals F1, as frequently happens, no curve is necessary to connect
the body tracks to the ladder track, and the solution given in Fig. 17 is used to
determine the distances between the frog points of the turnouts to the body tracks.
Sometimes it is considered desirable to group the body tracks in pairs and to use a
greater distance between groups than between the two tracks in each group. This
involves the solution of two triangles in Figs. 17 and 18 instead of one, using p as the
altitude of one triangle and p' as the altitude of the other.
Intersecting Tracks
Intersecting Tracks - Both Tracks Straight
Connection in form of simple curve

Given in Fig. 19, the intersection angle I, the frog angles F and F1, the radius of the
connecting curve, and K and K1.
Required: The distances, A and B, from the intersection of the centerlines to points
opposite the frog points.
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Fig. 19
In triangle 1, the angles are known and one side, n, is readily obtainable. Solve for r
and m.
In triangle 2, one side, j + r, and the angles are, now known, whence k and l can be
computed.
Then
A = k - gN1 - P1
B = l + m - gN - P
When the distances A and B are measured off in the field, it will generally be found
that the frog points thus located will not be such that the heel or the toe of the frog will
come at rail joints. The points, therefore, will have to be moved a short distance
forward, or backward, until the frogs will abut rail joints. This will change the lengths
of both frog tangents; and before the connecting track can be located, the new frog
tangents, must be computed. The solution for the case where both frogs are moved
forward is shown in Fig. 20.
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Fig. 20
In triangle 1, the hypotenuse c is the measured distance the N1 frog is moved, and the
small angle is F1. Solve the triangle for the sides a and b.
In triangle 2, the hypotenuse d is the measured distance the N frog is moved, and the
small angle is F. Solve the triangle for the sides e and f.
In triangle 3, the altitude b and the angle, I - F F1, are known. Solve the triangle for h
and q.
In triangle 4, the altitude e and the angle, I - F F1, are known. Solve the triangle for a
and v.
Then
New K1 = old K1 - a - q + u
New K = old K - f + h - v
When both frogs are moved backward, the new frog tangents become:
New K1 = old K1 + a + q - u
New K = old K + f - h + v
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When the N1 frog is moved forward and the N frog is moved backward, the new frog
tangents become:
New K1 = old K1 - a - q - u
New K = old K + f + h + v
Connection in form of reversed curve

Given in Fig. 21, the intersection angle I; the frog angles F and F1; the radii of the
reversed curve, R and Rl; and the location of one frog point, which is the distance T
from the P.I. at A.
Required: The central angles a and b of the reversed curve, the distance T1 from the
P.I. to the unknown frog point, and the distance x between frog points measured along
the straight track.
Fig. 21
In triangle 1 (CDB), CD and angle F are given. Solve for CB and DB, whence AB and
OB can be found.
In triangle 2 (ABE), AB and the angles are known. Solve for BE and AE.
In triangle 3 (OEG), OE and the angles are known. Solve for OG and GE.
In triangle 4 (LHQ), LH and the angles are known. Solve for HQ and LQ = JM.
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In triangle 5 (HJO1) HO1, and the angle F1 are known. Solve for O1J and HJ.
In triangle 6 (O1OS), O1O = R + R1 and O1S = O1J + JM + GO are known. Solve for
angles c and d, whence angles a and b are readily determined.
T1 = AE + EG - OS - LM + gN1 + P1
x = T - AL cos I - gN1 - P1
If T1 instead of T is known, the plan of solution is the same, but another figure is
necessary, in which triangle 1 comes at the other frog. If the same letters are used to
designate corresponding points, the solution as outlined above for Fig. 21 can be used.
If the tracks do not run to an intersection or if it is inadvisable to run out the tangents
and determine I, locate the point D, set-up and turn off 90 from the frog tangent, and
measure DE. Then set-up at E and measure DEL. With these data the problem can
be solved in the same manner as before.
Intersecting Tracks - One Straight and One Curved Track
From Fig. 22:
In triangle 1, the hypotenuse and the angle F are known. Solve for the two sides.
In triangle 2, the two sides can be obtained by arithmetic. Solve for the hypotenuse
and the angle a.
In triangle 3, the hypotenuse and the angle I are known. Solve for the two sides.
In triangle 4, the altitude, R1 + 2g, and the angle F1 are known. Solve for the
hypotenuse and the base.
In triangle 5, the hypotenuse and the angle F1 are known. Solve for the sides l and m.
In triangle 6, the altitude is found by arithmetic and the hypotenuse is known from
triangle 2. Solve for the angle b.
Then
x = a - b + (90- I)-(900 - F)
=a-b-I+F
And
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(curve) AH (in feet) = 100x/D

The P.F. is set at the distance AH - P from A.
From triangles 3, 5 and 6, the distances AC, m and OJ are known. Then AC is found
by arithmetic.
Fig. 22
The P.F.1 is set at a distance AC - P, from A. The central angle of the connecting curve
is:
y = I + x - F1 - F
Obviously a connecting track can be placed in any of the four quadrants formed by the
intersection of the two main tracks, but the plan of solution for any quadrant is
identical with that given above; and if the same letters are used to designate the
corresponding points and the triangles are constructed in the same manner, no
difficulty should arise in the solution of the other three cases. When the frog points H
and C are located in the field, it will be found generally that the frogs as thus located
will not abut existing rail joints. In jointed rail, both frogs will therefore have to
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be moved a short distance backward or forward until they do abut existing rail
joints. Both frog tangents will thus be changed in length, and the direction of
the frog tangent from the curved main track will be changed by an amount equal
to the angle z. Angle z, in minutes, equals 0.6dD, where d is the distance the N
frog is moved and D the degree of the main track curve. The solution for the case
where both frogs are moved toward A is as follows:
t = d sin (F-1/2z)
(See triangle 1, Fig. 5)
r = d cos (F - 1/2z) = d (approx.)

m = (K + P - r) tan z
n=(K+P- r) sec z
u = R1 + 1/2g + t - m
s = u sin z
v = u cos. z
w = v - (R1 + 1/2g)
b = w cos (y - z)
c = w sin (y - z)
e = d' cos F1
(d' equals distance N1 frog is moved)
f = d' sin P1
h= f-b
i = h/[sin (I + x F F1 z)]
j = h cot (I + x + - F F1 z)
Then
New Frog Tangent,
K' = n + s + i
And
New Frog Tangent,
K'1 = K1 + P1 - e + c - j
It is to be noted that if b is greater than f in the above equations, h, i and j become

minus.
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For main line curves badly out of alignment due to the fact that the main line curve
may be somewhat out of alignment, it may be best to solve this problem in another
way. First, solve for AH and AC, Fig. 22, approximately only. Then measure these
approximate distances and locate the frogs at the nearest rail joints. Set-up, in turn, at
the frog points thus established, get on tangent and measure back toward the switch
points the distances gN + P and gN1 + P1, respectively, to locate points corresponding
to point B in Fig. 22. Set-up the instrument at these points and turn off the respective
frog angles, thus obtaining the tangents for the connecting curve. Produce these
tangents to an intersection and measure the intersection angle, which is also the central
angle of the connecting curve. For this angle and for the degree of the connecting
curve, compute the tangent distances. By lying off these tangent distances from the
P.I. of the frog tangents produced, the T.C. and the C.T. of the connecting curve are
established.
Intersecting Tracks - Both Tracks Curved
Fig. 23
From Fig. 23:

In triangle 1(HEO), the hypotenuse and the angle F are known. Solve for the sides
HE and EO.
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In triangle 2 (OO2G), the two sides can now be found by arithmetic. Solve for the
angle a and the side 002.
In triangle 3 (AOO1), the two sides, R and R1, and the included angle I are known.
Solve for the side OO1 and the angles b and c.
In triangle 4 (O1CM), the hypotenuse and the angle F1 are known. Solve for the sides
CM and O1M.
In triangle 5 (0102J), the base and the altitude can now be found by arithmetic. Solve
for the hypotenuse O1O2 and the angle d.
In triangle 6 (OO1O2), the three sides are now known. Solve for the angles e and f.
Then
x = a + b - f - (90 - F)
= a + b + F - f -90
And
z = c + d - e + F1 - 90
Arc AH = (x/D)100 (in feet)
Arc AC =(x/D1)100 (in feet)
The central angle of the connecting curve is:

y = I + x + z - F - F1
In case a connection is placed in any other quadrant, the plan of solution is identical
with that above, and if followed exactly no difficulty should arise.
Wye Tracks
A wye is an arrangement of tracks in the shape of the letter "Y," connected to a main
track to make it possible to turn an engine or cars so that they will head in the opposite
direction. A wye performs the same function as a turntable. Fig. 24 shows a wye
connected to a straight main track, and Fig. 25 shows a wye for a curved main track
with the wye on the outside of the curve. The third case, where the wye is inside of a
curved main track, is not solved, but its general method of solution is the same as that
where the wye is on the outside of the curved main track, although a new figure with all
the centers of curves on the same side of the main track is required.
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Wye Track - Straight Main Track

In Fig. 24, F1, F2, F3, N1, N2, N3, K1, K2, K3, P1, P2, P3, R1 and R2 are given. It is
required to find the distance along the main track between frog points, and the central
angles x and y of the wye curves.
Fig. 24
In triangle 1, the angles and the base are known. Solve for altitude m and hypotenuse l.
In triangle 2, the angles and the hypotenuse, R1 + m, are known. Solve for the altitude
n and the base p.
In triangle 3, the angles and the base are known. Solve for the altitude q and the
hypotenuse r.
In triangle 4, the angles and the hypotenuse, R2 + q are known. Solve for the altitude t
and the bases.
In triangle 5, two sides and the included angle are known, as shown in the figure. Solve
for the third side O1O2 and for the angles a and b.
In triangle 6, the hypotenuse O1O2 and the altitude n - t are known. Solve for the base
v and the angles c and d.
Then
x = 90 - (F1 + a + e)
y =180- (F2 + b + d)
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L = (l - p) + v + (r - s)
Distance between frog points = L - gN1 - gN2.
Wye Track - Curved Main Track
In Fig. 25, R, R1, R2, F1, F2, F3, K1, K2, K3, P1, P2 and Ps are given. It is required to find
angles x, y and z and the distance along the train line track between frog points.
Fig. 25
In triangle 1, the angles and the base K1 + P1 are known. Solve for the altitude m and
the hypotenuse l.
In triangle 2, two sides and the included angle F1 are known. Solve for the other side
OO1 and the angles a and b.
In triangle 3, the angles and the altitude K2 + P2 are known. Solve for the base q and
the hypotenuse p.
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In triangle 4, two sides and the included angle F2 are known. Solve for the third side
OO2 and the angles c and d.
In triangle 5, two sides and the included angle F3 are known. Solve for the third side
O1O2 and the angles e and f.
In triangle 6, OO1O2, the three sides are known. Solve for the angles A, B and C.
Then
x = B - (b + e)
y = C - (d +f)
z = A - (a + c)
The distance between frog points on main track is equal to (z/D)100. In the two cases
illustrated in Figs. 24 and 25, the wye tracks beyond the N3 frog are not shown. Of
course it is necessary to continue one of the tracks until it is long enough to contain a
full train. As far as the solution for the locations of the three frogs is concerned, it is
immaterial what arrangement of tracks is used beyond the N3 frog. For example, either
branch of the wye can be considered as the primary branch and continued as far as
desired either as a curved track or as a straight track, and the other branch connected to
it with an N3 turnout. Another arrangement is to give equal importance to the two
branches and use the "diamond" turnout as explained in the following section.
Diamond Turnouts
When both tracks through a turnout are of equal importance, as where a single track
changes to double track or where two branches of a wye unite, it is often desirable to
insert the turnout shown in Fig. 26. This is termed a diamond turnout.
Fig. 26
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The switch is so installed that the points deflect one-half the switch angle ( s) to each
side instead of the full angles to one side as in the normal turnout. The frog is placed
with its axis coinciding with the centerline of the approach track. The lead L is
unchanged by this arrangement but the radius of the lead rails becomes twice the radius
in a normal turnout, and the total deflection of the train at the frog point is only F.
It is therefore evident that the diamond turnout subjects both track and rolling stock to
less shock as a train passes through it and consequently trains can be operated faster if
desired. This is the especial point of merit of the diamond turnout.
If the approach track is on a curve the turnout is installed in the same way with respect
to the centerline as on straight track. The relative positions of the parts are unchanged
but the radii of the lead rails are different as explained on Page B-3.
Crossings
A crossing is a device used at the intersection of two tracks. It consists of four frogs
and the necessary connecting rails. Any one of the frogs is a crossing frog. The
crossing angle is the angle between the centerlines of the tracks at their point of
intersection.
Crossings are designated as single curve, double curve or straight, according to whether
one, both or neither of the tracks is curved. Crossings are usually made of rolled rails
fitted together. When the crossing angle is greater than about 25, the various pieces
are cut to fit against each other and are united by filling blocks and heavy straps well
bolted. This is frequently termed solid construction. For angles under about 25,
regular frog point construction is used, and such crossings are termed frog crossings.
Distinguish between frog crossing and crossing frog.
The end frogs of a frog crossing are similar to a standard rigid frog in that there is a
single point on which the wheels run. The middle frogs, however, have two running
points and are therefore frequently termed "double-pointed frogs.
When "slip switches" are used, the crossing is made to a standard frog number, and if
located at an interlocking plant the middle frogs are frequently made with movable
points. That is, with movable points joined in pairs and moving together similar to a
split switch in such a way that the wheels have a solid bearing and no flangeway to
jump.
A "slip switch" or "combination crossing" is a combination of a small angle crossing
with a pair of connecting tracks placed entirely within the limits of the crossing. They
are used in large yards and terminals and are usually made to some standard frog
number. A double slip switch is illustrated in Fig. 27.
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Fig. 27 Double Slip Switch
Crossing Data
The field engineer is rarely called on to compute the dimensions of a crossing. It is far
more important that the manufacturer has all the data, and the field engineer is
frequently required to furnish the data. The information required is:
1. The crossing angle.
2. The gage of each track.
3. The curvature - degree of curve, radii or the equivalent.
4. The direction of curvature.
5. The length along each gage line from one gage line intersection (theoretical P.F.) to
the nearest rail joint.
6. Length over all along each gage line.
7. The height, weight and style of rail of which the crossing is to be made.
8. The height, weight and style of rail in intersecting track if offset splices are to be
furnished.
9. The spacing and size of holes for splice bars.
10. The type of crossing, etc., unless covered by general specifications.
This information can best be given by means of a small sketch. Field dimensions
should be taken to the nearest 1/8 in. (0.01 ft.). Occasionally the field engineer is called
on to compute the dimensions of a crossing. The values required are the frog angles,
F1, F2, F3, F4, the length of sides along the gage lines, and the two diagonals. The
computations should be made with sufficient accuracy to give results that are correct to
the nearest 1/16 in., which is the working limit of the manufacturers.
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The solutions of the three kinds of crossings are outlined as follows:

Straight Crossings
Fig. 28
Unequal Gages
In Fig. 28, g1, g2 and I are given, and the sides and diagonals are required.
In triangle 1, the altitude g1 and the angle I are known. Solve for s1, and b1.
Similarly, solve for s2 and b2 in triangle 2.
In triangle 3, the altitude g1 and the base s2 + b1 are known. Solve for the hypotenuse,
which is the long diagonal of the crossing.
In triangle 4, the altitude g2 and the base s1 - b2 are known. Solve for the hypotenuse,
which is the short diagonal of the crossing.
Equal Gages
In this case, triangles 1 and 2 are identical and all four sides are equal. The angle
between the hypotenuse and the base of triangle 3 becomes I, and of triangle 4
becomes 90 - I, which simplifies the solution.
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Single-Curve Crossings
Given in Fig. 29, g1, g2 and I to find the frog angles, length of sides and both diagonals.
Fig. 29
Project the radius on a perpendicular to the straight track. Then OB = R cos I, whence
OE and OC are known.
In triangle F1CO, the base and hypotenuse are known. Solve for F1C and the angle F1.
Similarly solve for F2 and F2C, F3 and F3E, and F4 and F4E from corresponding
triangles. Then the straight sides F1F2 and F3F4 can be found by subtraction. The
curved sides F1F4 and F2F3 can be determined since their radii are known and their
central angles can be found by subtraction.
The long diagonal is the hypotenuse of a triangle whose altitude is g1 and whose base is
F3E - F1C, and the short diagonal is the hypotenuse of a triangle whose altitude is g1
and whose base is F2C - F4E.
Double-Curve Crossings
In Fig. 30, R1, R2, g1, g2 and I are given, and it is required to find the frog angles, length
of sides, and both diagonals.
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Fig. 30
In triangle AO1O2, two sides and the included angle are known. Solve for the distance
between centers, O1O2.
Then in the four triangles formed on O1O2 by the radii from F1, F2, F3, F4, the three
sides of each are known, and the angles can be computed. From the angles at O1 and
O2 determine the central angles of the arcs, F1F2, F2F3, F3F4 and F4F1, from which the
lengths of the arcs can be computed since their radii are known. The long diagonal is
found from the triangles F1O1F3 or F1O2F3 and the short diagonal from the triangles
F2O1F4 or F2O2F4.
Seven-place tables should be used when I is less than about 30 and when D is less
than about 15.
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APPENDIX C EXAMPLE CURVE PROBLEMS WITH SOLUTIONS
Example Curve Problems With Solutions2

PROBLEM 1.
Given:
Degree of curve = D = 10 (US definition)
Required:
Curve radius = R
Solution:
R = (50 ft.) / sin (D/2) = 50 ft. / sin 5 = 573.69 ft.
Note: To calculate an approximate R, given D:

for D = 10, R = (50/sin 0.5) = 5730 ft.
for D 20,
R = 5730 ft./(D/l) = 5730 ft./D
PROBLEM 2.
Given:
Curve radius = R = 500 ft.
Required:
Degree of curve (US definition) = D
Solution:
D = 2[sin-1 (50/R)] = 2[sin-1 (50/500)] = 11 28' 42
PROBLEM 3.
Given:
Degree of metric curve = Dm = 10
Required:
Curve radius = Rm
Solution:
Rm = (10 m) / sin (Dm/ 2) = 10 / sin 5

= 114.74 m 376.45 ft.
Note: A 10 metric curve is much sharper than a 10 (US) curve.
Courtesy of Parsons Transportation Group, Railroad Track Design Manual.
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PROBLEM 4.
Given:
Curve radius = Rm = 200 m
Required:
Metric degree of curve = Dm
Solution:
Dm = 2[sin-1 (10/Rm)] = 2[sin-1(10/200)] = 5 43' 55"
PROBLEM 5.
Given:
Simple circular curve (unsuperelevated), with:

Angle of Intersection I = 16 and
Degree of Curve D = 10
Required:
All the customary curve components
Solution:
R = 573.69 (see PROBLEM 1. above)

Semi-Tangent T = R tan (I/2) = 573.69 (tan 8) = 80.63 ft.
Chord C = 2R sin (I/2) = 2(573.69) sin 8 = 161.25 ft.
Length of Curve L = R (I/180) =
(573.69)(16)(/180) = 160.20 ft. or approximately 100 (I/D)
= 160.00 ft.
Center of Curve to P.I. X = R sec (I/2) = 573.69 (sec 8) = 579.33 ft.
Center of Curve to Chord h = R cos (I/2) = 573.69 (cos 8)
= 568.11 ft.
External Distance E = R exsec (I/2) = R [sec (I/2) - 1 ]
= 573.69 [(sec 8)1] = 5.64 ft.
Middle Ordinate M = R vers (I/2) = R [1-cos (I/2)]
= 573.69 [1- (cos 8)] = 5.58 ft.
Check: h + M + E = 568.11 + 5.58 + 5.64 = 579.33 = X
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PROBLEM 6.
Given:
Compound Curve where:

R1 = 750, R2 = 500
l = 20 30, 2 = 15 15
Required:
Total Intersection Angle I,

Individual Curve Tangents T1, T2,
Total Curve Tangents T3, T4,
Curve Lengths L1, L2, LTotal
and a, b and c
Solution:
I = l + 2 = 20 30 + 15 15 = 35 45
T1 = R1 (tan l/2)= 750 ft. (tan 15 15)= 135.62 ft.
T2 = R2 (tan 2/2)= 500 ft. (tan 7 37.5)= 66.94 ft.
c = T1 + T2 = 135.62 + 66.94 = 202.56 ft.
a/sin 2) = (b/ sin l) = (c/ sin I) = 202.56/sin 35 45
= 346.701
a = 346.701 sin 2 = 346.701 sin 15 15 = 91.19 ft.
b = 346.701 sin 1 = 346.701 sin 20 30 = 121.42 ft.
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T3 = T1+a = 135.62 + 91.19 = 226.81 ft.

T4 = T2+b = 66.94 + 121.42 = 188.36 ft.
L1 = R 1 1 (/180)= (750)(20 30)/180 = 268.34 ft.
L2 = R 2 2 (/180)= (500)(15 15)/180 = 133.08 ft.
LTotal = L1 + L2 = 268.34 ft. + 133.08 Ft. = 401.42 ft.
(Vs. T3 + T4 = 415.17 ft. check)
PROBLEM 7.
Given:
Circular curve to be superelevated, with:

I = 22 and D = 3
Required:
(a) Superelevation for V = 50mph (train speed)

(b) Spiral curves to accommodate that superelevation (c) Stationing for
the curve
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Solution:
Superelevation:
e = 0.0007DV2 = equilibrium superelevation
e = 0.007(3)(50 mph) = 5.25 in.
eact =5.25 3 (unbalance) = 2.25 in.
= superelevation with 3 in. unbalance
Length of spiral:
LS = 1.63EU Vmph = 1.63 (3)(50mph) = 244.5 ft. per AREMA
= 250 ft. (round up) = 2.5 stations
Spiral characteristics:
D = a L, a = D/L = 3/2.5 = 1.2
S = (1/2) DL = 0.5(3)(2.5 stations) = 3.75 = 3 45'
y = 0.291 aL3 - 0.0000000027 a4L3 =
0.291(1.2)(2.5)3 - 0.0000000027(1.2)4(2.5)3
= 5.46 ft. - 0.00000008748 = 5.46 ft.
x = 100 L - 0.000752 a2L5
= 100 (2.5) - 0.000752 1.2)2(2.5)5 = 250 - 0.10575
= 249.89 ft.
= (1/3) = (1/3)(3.75) = 1.25 = 1 15'
o = 0.0727 a(L S ) 3 =0.0727(1.2)(2.5) 3 = 1.36 ft.
t = 50 L S - 0.000127a 2 L 5
= 50(2.5) - 0.000127 (1.2) 2 (2.5) 5
= 125 - 0.018 = 124.082 ft. = 125 ft.
R = 50/(sin D/2) = 50 (sin 1 30')
= 1910.08 ft.
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2003 AREMA
T = t+(R+ o) tan (1/2)I

= 125.00 + (1910.08 + 1.36)[tan(22/2)]
= 125.00 + 371.55 = 496.55 ft.
E = (R + o) exsec (1/2) I + o
= 1911.44 [(sec 110)1] + 1.36
= 35.74 +1.36 = 37.10 ft.
C = 100L - 0.000338 a2L5 or 100L - 0.000338D2L3
= 100 (2.5) - 0.000338 (1.2)2(2.5)5
= 250 - 0.048 = 249.05 ft.
u = x - y cot = x - v cos A
= 249.89 5.46 [cot (3 45')]
= 249.89 - 83.30 = 166.59 ft.
v = y/(sin ) = 100L/ 3 + 0.000244a2L5
= (5.46 /sin 3.750) = 83.48 ft.
Check: u + v = 166.59 + 83.48 = 250.07 ft. ~ LS (OK)
Check: x = 249.89 ~ Ls = 250.00 (OK)
= (2/3) = (2/3) (3.750) = 2.475
= 2 29'(OK) Check: = (2/3) = 2
= 2 (1.25) = 2.50 (OK)
Curve stationing:
c = I - 2S = 22 - 2(3.75) = 14.5
LC = 100 (c/D) = 100 (14.5/3) = 483.33 ft.
LS = 250.00 ft.
TS = BSC = ES 0+00.00
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SC = CC = ES 2+50.00
CS = CCS = ES 7+33.33
ST = EC = ES 9+83.33
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PROBLEM 8.
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PROBLEM 9.
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PROBLEM 10.
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PROBLEM 11.
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A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
A T S F
Spiral Problems & Solutions3
ATSF
Courtesy of the Burlington Northern Santa Fe Railroad.
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A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-2
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-3
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-4
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-5
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-6
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-7
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-8
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2003 AREMA
A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-9
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2003 AREMA
A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-10
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-11
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-12
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-13
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-14
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-15
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
D-16
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
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A T S F
A P P E N D I X
S P I R A L
P R O B L E M S
&
S O L U T I O N S
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A T S F
A P P E N D I X
D E T E R M I N I N G
D E G R E E
O F
C U R V A T U R E
DETERMINING DEGREE OF CURVATURE
MEASURING THE MID-ORDINATE DISTANCE AT THE

CENTER OF THE CHORD (GAGE OF RAIL TO CHORD).
WITH A CIRCULAR CURVE: EQUAL STATION LENGTHS WILL
GIVE YOU EQUAL MID-ORDINATE DISTANCES.
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D E T E R M I N I N G
D E G R E E
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C U R V A T U R E
METHOD OF DETERMINING DEGREE OF CURVATUE
1. Stand at "A" directly over gage face of the high rail.

2. Sight rail at "C" on line ABC tangent to gage face of low rail at "B."
3. Count the high rails from "A" to "C."
4. Refer to first column of above table and obtain degree of curvature in proper
rail length column.
Example: Figure 1 above shows 4-1/2 rails.
If length of each rail is 33 ft., curvature is 10.0.
If length of each rail is 39 ft., curvature is 7.1.
Number
of
Rails
Degree
of
Curvature
33 Ft.
39 Ft.
3
3-1/4
3-1/2
3-3/4
4
4-1/2
5
5-1/2
6
6-1/2
7
22.1
19.0
16.3
14.1
12.5
10.0
7.9
6.5
5.5
4.7
4.1
15.8
13.5
11.6
10.1
8.9
7.1
5.7
4.7
3.9
3.3
2.9
7-1/2
3.6
2.5
Number
of
Rails
Degree
of
Curvature
33 Ft.
39 Ft.
8
8-1/2
9
9-1/2
10
11
12
13
14
15
16
3.1
2.7
2.4
2.2
1.95
1.65
1.40
1.18
1.00
0.89
0.77
2.2
1.95
1.75
1.60
1.44
1.18
0.98
0.84
0.73
0.63
0.55
17
0.68
0.50
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A P P E N D I X
S T R I N G
L I N I N G
C U R V E S
String Lining Curves

A. String lining of curves is based on the following principles:
1. The mid-ordinates of a curve are indicative of its degree of curvature.
2. The mid-ordinates of a circular curve are equal for chords of uniform length.
3. For practical purposes, the mid-ordinate varies directly with the degree of
curvature.
4. Where track is thrown in or out at a single station on the curve, the midordinate of the curve at the station is affected by the amount of the throw, and
the mid-ordinates at the adjacent stations are automatically affected by one-half
(1/2) of the amount, but in the opposite direction.
B. String lining of curves is a method for determining the most advantageous
alignment that can be obtained with reasonable amounts of throw.
C. Any of the established mathematical methods, such as the "Bartlett Method" or
"Bracket Method," may be used to calculate the throws of curves. All calculations
should be checked to ascertain that the calculated throws would actually produce
the required changes in mid-ordinates.
D. Machines, like the ARC "Curveliner," are approved for mechanically calculating the
throw of curves. The operator of the machine must be properly trained in its
operation.
E. Track should be stationed for string lining on the gage side of the outer (high side)
rail of the curve, with stationing marked on the web or base of the rail.
1. Stationing shall begin at a point on tangent sufficient to permit measurement
of any reverse curvature or "dog-leg," and continue through the curve to a
similar point on the tangent at the other end of the curve.
2. Usually, 31-foot stations are used, which permits use of a 62-foot chord where
1" of mid-ordinate measurement is indicative of a 1-degree curve.
3. Other chord lengths may be used as long as the relationship between the midordinate and the degree of curvature is known.
a. 15' 6" stations: 31' chord - 1/4" mid-ordinate = 1 degree curve.
b. 22' stations: 44' chord - 1/2" mid-ordinate = 1 degree curve.
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C U R V E S
c. 44' stations: 88' chord - 2" mid-ordinate = 1 degree curve.

F. Mid-ordinates should be measured from the gage face of the rail, 5/8" below the
top of the rail, to the string in sixteenths of an inch. To permit measurement of
any reverse curvature, string line holders or offset blocks that position the string 1
inch from the gage line of the rail should be used.
G. The location of both ends of each elevation runoff should be noted so that the
relationship between spirals and runoffs can be maintained.
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S T R I N G L I N I N G
O F
R A I L R O A D
C U R V E S
STRINGLINING OF RAILROAD CURVES

1995 ROADMASTERS & MAINTENANCE OF WAY ASSOCIATION
COMMITTEE REPORT
Chairman: A.M. Charrow, Asst. Dir. - Mtce., Santa Fe
Co-chairman: B. Jamison, Tech. Instr., Norfolk Southern
In this age of automatic tampers, computers, geometry cars, and, of course, reduced
forces, why bother teaching the traditional methods of stringlining? The answer to that
question is that the traditional methods of stringlining will allow the practitioner to
rapidly field determine curvature and, if necessary, line track with low-tech hardware.
Railroad track is a dynamic structure, and there are many causes of its movement from
design alignment to one of irregular alignment, particularly on curves. Train operations
impart forces to the track structure, which, over time, tend to change the alignment.
Our predecessors who discovered that as speeds increased, the alignment entering and
leaving simple curves became distorted recognized this early, which in turn lead to the
development of transition curves between the tangents and simple curves and spirals.
However, even with perfectly designed curves with the correct superelevation and
spiral length for the associated curvature and track speed, lateral forces will still occur as
not every train will be operating at design speed. Running traffic at an unbalanced
condition is a compensation for this, but lateral forces will still be imparted to the track
related to directional tonnage, grades and current of traffic operation.
Therefore, alignment should be expected to change or deteriorate as time goes by
through normal operations, eventually requiring surfacing and lining. Compounding
the above, there exist locations not blessed with perfectly designed or constructed
subgrades, which for various reasons, poor original location, poorly constructed fill,
slides or high water, the alignment changes.
Another type of track instability relates to thermal expansion and contraction, primarily
the dreaded sun-kink, which can make the alignment most irregular, possibly leading to
catastrophic results. Less dramatic changes in alignment will occur also, as I am sure
most of you have seen curves gradually shift in and out during the different seasons,
especially where insufficient ballast exists.
Another cause of irregular curve alignment, or at least alignment different from what
was originally designed, is previous lining. Years of smoothing and surfacing without
staking will result in a curve that while perhaps not particularly bad looking or poor
riding might be off alignment. Likewise, normal maintenance operations, such as tie
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gangs, might shift the alignment, especially without staking curves when surfacing
behind.
Deferred maintenance is included, as a catch-all phrase, to remind us that railway track
without the appropriate maintenance cycles for its particular territory, will deteriorate,
alignment being only one of a number of interrelated characteristics. Obviously, poor
tie conditions or mud holes can contribute to alignment problems if not corrected.
Irregular alignment affects our customers directly by reducing ride quality and
schedules. Poor alignment can cause damaged lading and for passengers, an
uncomfortable ride. A slow order, while one corrective solution, would increase transit
time, eventually resulting in loss of business.
Furthermore, poor alignment affects us internally by increasing the pressure on our
maintenance budget through premature curve wear, abnormal tie wear and accelerated
deterioration of surface and line. Once the track is out of line, it won't get better by
itself, and maintenance dollars better spent elsewhere must be diverted to correct the
situation.
In order to stringline, it is useful to be familiar with curve geometry; although the
beauty of stringlining is that it can be performed without a thorough knowledge of
geometry or civil engineering.
By definition, curvature, that is the degree of curvature, is the angle in degrees subtended by a 100-foot chord. This is simply an arbitrary label, as other ways of defining
curvature exist, such as by radius. How can curvature be measured in the field without
a survey? After all, it would be most impossible to measure the radius of a curve in the
field, unless the curve was super sharp.
There is a property of the curve called the mid-ordinate which is the distance from the
midpoint of the chord to the midpoint of the arc subtended by that same chord (By
calculation, it can be shown that the mid-ordinate equals curvature squared divided by
eight times the radius, but this still leaves the guy in the field saying, "so what?").
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Well, if a 62-foot chord is used instead of the 100-foot chord, it just so happens that
the mid-ordinate measured in inches is approximately equal to the curvature in degrees.
In other words, if the mid-ordinate is three inches, the curvature is three degrees and so
forth. If you want to check this out for yourself, refer to the right triangle formed by
the radius (hypotenuse), the half-chord (31') and the radius minus the mid-ordinate,
which forms the adjacent side. Remembering from your geometry that the adjacent
and opposite sides of a right triangle squared and added to each other equal the
hypotenuse squared. In the case of a one-degree curve with a radius of 5730', the
mid-ordinate works out to be 1.006", which is close enough for railroad work.
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C U R V E S
So now we have a quick and easy way to field check curvature. All that is needed is
something to form a 62-foot chord, something to measure the mid-ordinate, and a way
to fasten both ends of that chord, such as a couple of stout lads.
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O F
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C U R V E S
Let's review our shopping list:
A steel tape, in order to measure the half chords, which will be the stations.
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C U R V E S
Some sort of marking device, like kiel or paintstick.
A string, preferably a chord with properties unlike that of a rubber band--it

should remain at 62' under tension.
Something or someone to clamp the string ends.
A tape measure and someone to hold it and take notes.
That's it. It's fairly low tech.
Paddles can be used to which the string ends are affixed, for reasons that will become
apparent shortly.
Observe the schematic of a curve. It should be apparent that if the entire chord were
on tangent, the mid-ordinate would be zero. It should also be apparent that as the
chord moves off the tangent and onto the spiral, the mid-ordinate would increase until
the entire stringline is within the full body of a curve. Within the full body of the curve,
theoretically, the mid-ordinates should all be equal. As the stringline passes from full
body to spiral to tangent, the mid-ordinate of the chord will decrease back to zero.
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In real life, however, some curves have doglegs, with a slight reversing curve coming
out of the spiral onto tangent. As the chord is to be measured on the high rail as
reference, areas of reversing curvature might not be captured if the string ends are not
offset. The use of paddles, where the string ends are attached an even one inch away
from the rail, at a distance the traditional 5/8" down the head of the rail, will keep the
string from simply lying against the rail in the dogleg areas. In this situation, the
measurement of less than the one-inch offset, for example, a measurement of 3/4", is
recorded as a negative 1/4" (subtracted from the offset).
The most direct way to illustrate what has been said is graphically. Here are the
recommended steps in field measurement of curvature:
The necessary equipment has already been reviewed.

Prior to commencing this or any other operation, a comprehensive job briefing should
be held in order to ensure the safety of all the participants, which should particularly
address protection from train traffic, and any other hazards that may be encountered.
Next, mark the stations on the rail, starting with your first station far enough outside or
ahead of the beginning of the curve to ensure that any doglegs are included, and that
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the point of spiral is captured. That is recommended to be around three or four

stations. Remember, the stations are 31 feet apart.
In order not to lose track of the stations while marking them, which is easier to do than
you might imagine, the person holding the trailing end of the tape should yell the
station number upon arrival at that station, and the person holding the leading end of
the string should yell the next number as it is marked on the rail. The entire curve is
thus stationed ahead of the measurement of the mid-ordinates. Notice that the tape
and not the string are used to mark the stations. In earlier years, stringlining
instructions recommended the use of the rail joints as the stations (rather than
measuring), but this is impractical in welded rail territory. If joints are used, keep in
mind that the stations will not be at 31', so the mid-ordinates will not relate exactly to
the degree of curvature. Of even more significance, keep in mind that the rails sure
need to be of uniform length.
As at the beginning of the curve, continue marking the stations well out of the curve
and onto tangent.
The next step is the measurement of the mid-ordinates. Using a 62-foot stringline,
held tight so as to eliminate inaccuracy caused by slack, move around the curve,
measuring and recording mid-ordinates at the station in between those at the end of
the stringline. If plotting the mid-ordinates, obviously someone needs to be recording
them, and traditional instructions recommend using mid-ordinates recorded as either
eighths of an inch, tenths of an inch, or hundredths of a foot. The advantage of using
eighths of an inch is that it is familiar to the average trackman. The disadvantage is that
in sharp curves, the mid-ordinates get into multiple inches and conversion becomes a
little more difficult. For example, a measurement of 4-5/8ths mid-ordinate would be
shown on the curve plot as 37/8ths, or simply 37.
After measurements are complete, the data can be plotted as a mid-ordinate plot,
where the approximate points of spiral and full body, points of simple curve and
approximate curvature can be derived. Points of compound curves, if applicable, are
likewise accessible, as are areas of poor alignment, which will be noticeable. It is
important to reference on your notes those stations or areas of the curve which may
restrict lining, such as open deck bridges, through trusses, road crossings, turnouts,
platforms and signals.
If all this looks familiar to those of you experienced with automatic lining and tamping
equipment, it is because the principles are similar. The stringline used is a wire, laser or
light, and the guy with the tape has been replaced by a shadowboard. However, the
number plotted by the machine or the operator, if done manually, is not a
mid-ordinate, but simply an ordinate, the difference being that this ordinate is simply
the distance between the chord and the arc at some distance other than halfway. The
ordinate is measured by the shadowboard, and the projector and the receiver describe
the chord. In theory, this should make no difference as long as the location of the
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ordinate is the same at every station and the chord length remains the same throughout
the entire operation.
Interpretation of the points of spiral and simple curve is slightly different. Obviously,
these machines have the ability to rapidly plot the curve, but if one or three people
were willing to spend the time and effort stringlining a curve manually, measuring the
mid-ordinates every few inches rather than just at 31-foot stations, the plot would be
just as accurate. Such an example is the curve plot taken off the track geometry car,
where the chord can be as short as the distance between the wheels on the same truck
set, and the measurement continuous.
In the days before automatic tampers, when lining was performed by hand, the
mid-ordinates derived by stringlining were used in various methods to arithmetically
line curves to a "best fit" condition, with minimal throws. These methods, such as the
Bracket and Bartlett methods, are almost an art, trial and error systems, and the limiting
factor was the size of the acceptable throw to attain the revised mid-ordinates.
The systems are based on the following fundamental principles:
Lining a curve out defines a positive throw; lining a curve in defines a negative
throw; throw is the distance the curve is moved at a particular station.
If a curve is lined OUT at a particular station, the mid-ordinates at the stations

adjacent to it are REDUCED by half that throw. For example, if station 15 is
lined out 4 inches, the mid-ordinate of stations 14 and 16 are reduced by 2
inches.
If a curve is lined IN at a particular station, the mid-ordinates at the stations

adjacent to it are INCREASED by half the throw.
The Bartlett method starts with the assumption that the sum of the mid-ordinates of all
the stations must remain the same after lining. This should be instinctive, assuming
that no rail is to be added or taken out of the curve, and for a best fit with what is on
the ground, the throws should balance each other out.
The end throws at the beginning and ending stations must be zero. If this doesn't
occur, then the station immediately ahead of the first one or immediately following the
last one will have one half of that first or last throw added or subtracted to its
mid-ordinate, if one was to be measured. This would be a dogleg.
In the Bartlett method, a revised set of mid-ordinates is chosen, in a way similar to
setting the new ordinates after running through a curve with a tamper, plotting the
ordinates, then drawing the new curve. The algebraic difference between the original
mid-ordinate and the new one selected is called the "error." As an example, if the
original mid-ordinate is 17 and the new mid-ordinate is 23, the error is 17 - 23 or -6.
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This is all set up as a spread sheet, with columns labeled, from left to right, STATION,
MID-ORDINATES, REVISED MID-ORDINATES, ERROR, SUM OF ERRORS,
HALF-THROW and THROW.
Two ways to check your progress are as follows. Add the original and revised
mid-ordinates. If the sums are not equal, revise the revised mid-ordinates again in
order to make it so. Also, the sum of the errors should be zero.
The column labeled "sum of errors" will have as its entry a running total of the errors
up to that station. In other words, if the error at station 1 is 0, station 2 is -1 and
station 3 is 0, the sum of error entry at station 3 should be 0 + (-1) + 0 or a -1. As said
in the preceding paragraph, the final entry in the "sum of errors" column should be
zero.
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The column labeled "half throw" is the algebraic sum of the errors up to the preceding
station and the half-throw of the preceding station. This takes into account the
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relationship between the errors and the throws. As example, if the sum of errors at
station 25 is -3, and the half-throw at station 25 is 40, the half-throw at station 26 is
now -3 + 40, or 37.
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If the final half-throw is not zero, another try must be made. There is no sense in
calculating the throw, which is double the half-throw, if the operation must be
performed again. The recommended way to revise the revised mid-ordinates is to
select two stations, the same number of stations apart as the remaining half-throw.
Example, if the remaining half-throw at the last station is 10, select two stations 10
stations apart, such as 5 and 15. If the remaining half-throw is positive, reduce the
revised mid-ordinate at the higher station number and increase the revised
mid-ordinate at the lower station by the same amount. If the remaining half-throw is
negative, increase the revised mid-ordinate at the higher station and subtract the same
amount to the station with the lower number. If there aren't enough stations in the
curve to use one pair, either use two pairs of stations or change the revised
mid-ordinates by more than one. As you can see by the following examples, when the
final sum of errors is off by only small numbers, the pair of stations to be revised again
might only be adjacent.
If the mid-ordinates describe eighths on an inch, then the largest throw in this example,
38, or 38/8", equals a throw of 4-3/4".
It should be obvious from the example that this system lends itself readily to the personal computer.
After an agreeable solution is found, stakes are set at the stations according to the new
mid-ordinates chosen, and the manual lining takes place. Undoubtedly, it is for this
reason, as well as for the fact that automatic tampers with curve lining programs do
these types of calculations quickly, that almost all the respondents on this committee
stated that the major value of stringlining these days is for the rapid determination of
curvature in the field, without the expense of a survey, when other methods, such as
plotting with a tamper or geometry car, are not readily available. This could be of
critical importance in derailment investigations and does not afford a way to line track
when no references or surveyors are available. An example of this would be during
derailment restoration where the panels could be lined according to the stringlining
prior to dumping ballast.
It cannot be stressed enough that when lining track, keep in mind your organization's
instructions on disturbed track, and consider clearances, where a best fit solution to a
curve lining problem could impair the clearance on an adjacent track, signal or other
structure.
Bibliography
Bartlett, Charles, H., Stringlining Railroad Curves.
Cabrera, A., Hand Measurement Techniques: Stringlining. Symposium on Track Lining
Techniques, AREA Committee 2, Track Measuring Systems, Chicago, IL.
Hay, W.W., Railroad Engineering, J. Wiley & Sons.
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Maintenance Processes4
Maintenance SPC Processes Provided Courtesy of the Canadian National Railway.
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A P P E N D I X H
U N L O A D I N G
P R O C E S S E S
B A L L A S T
Ballast Unloading
Process:
The following process description considers unloading ballast from railcars. Various
unloading requirements (i.e. shoulders, centers, one side) are considered.
I - Plan to Unload Ballast
There are three general levels of planning to be considered to complete a ballast
unloading project.
1. Pre-project planning (done weeks/months prior to job)
2. Pre-job planning (done day(s) ahead of job)
3. Pre-block planning (done hour(s) before job)
1. Pre-project planning for:

Emergencies (safety)
Work environment
Ballast requirements
Project impediments
2. Pre-job planning for:

Work environment
Ballast requirements
Production impediments
3. Pre-block planning for:

Shortages of ballast delivered
Change of plans
Make up of train
II - Preparation
Prior to unloading ballast, a series of preparation tasks must be performed to ensure
that the safety of employees is considered, S&C or other installations are not damaged,
ballast is not unloaded where it is not required (wasted) and all employees involved
including the train crew are familiar with the locations and unloading procedures.
Ensure unloading employees are provided with proper breathing
apparatus.
2. Provide train crew with list of unloading sites (should be pre-marked in the
field).
3. Ensure there is enough ballast on hand to complete proposed work.
1.
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If ...
not enough ballast is available
Then...
prioritize where unloading will
be done
4. Job briefing by the unloading foreman, including:
Locations and how much ballast will be unloaded at each location
Obstructions
Direction of unloading
Whether there will be unloading centers, shoulders or both
Speed of unloading
Signals for shaking cars
Site where employees will clear for trains
Note: This should be done at each unloading site.
5. Job briefing by train crew, including:
The time available to unload ballast
Where trains will be cleared
How track gradients may affect unloading process
Note: This should be done at every unloading site.
III - Unload Ballast
The following is a general outline to follow when unloading ballast from railcars:
1. Ensure proper unloading bars/cranks available for old/new cars
2. Crack doors on Morrison-Knudsen or similar type door ballast cars
3. Move ballast train into position, ensuring that train is blocked so that:
Same car types are blocked together (should be done prior to obtaining
work block)
Only loaded cars will move over ballast flooded track
Spreader (if equipped) is next to locomotive and train is pushed during
unloading (where possible)
Unloading is in the direction away from obstructions (where possible)
4. Unload ballast, ensuring train travels at walking speed for unloading
employees.
Unload:
Between rails first
On shoulder only after centers have been unloaded if applicable
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If ...
Then...
it is necessary to unload toward stop unloading a few car lengths
obstructions
before
the
obstruction,
unloading heavier near the
end (allow regulator to move
excess closer to obstruction).
unloading to strengthen weak use 6-10 cars per mile, unloaded
shoulders
on the shoulders approximately
3-4 inches higher than the ties.
unloading for spot surfacing
unload light amounts of ballast
on the shoulders (often 3-5 cars
per mile is sufficient).
unloading
for
out-of-face unload through center doors ((3surfacing
4 inch) ridge above the ties for
minimum surface lift). A light
unloading on the shoulders may
also be required.
more ballast is required on one unload in several passes, and
side than on the other
shake the cars periodically to
ensure ballast does not sit on
one side of car. Never have two
doors open on one side without
having at least one door open on
the opposite side. It creates a
derailment risk.
Note: Unloading to fill empty cribs on short spots is not recommended since it may
be too difficult to control the flow of ballast. Allowances should be made to dump on
shoulder and regulate into center.
5. Level ballast to top of rail
Use spreader nose or
Minimum (9) ties under loaded car
6. Shake ballast cars on track that has not yet been unloaded upon. Do not
shake cars on:
Ballast flooded track
Open deck bridges
Turnouts, especially in switch area
Road crossings
Skeletonized track
7. When finished unloading, close ballast car doors
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If ...
using older enterprise type cars
Then...
clean all ballast off center doors
and close them. Then clean side
doors prior to closing.
using Morrison-Knudsen type close chute and engage locking
cars
lever.
Note: Always close and lock doors after car has been unloaded.
Clean any switches, crossings, flange ways, etc., that may be affected by ballast.
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A P P E N D I X H M A I N T E N A N C E
W O O D A N D C O N C R E T E T I E S
P R O C E S S E S
G A U G I N G
O N
Gauging on Wood and Concrete Ties

Overview:
Over periods of time, track may require re-gauging due to the tendency of track to
spread on curves because of the combination of lateral loads applied to the rail from
wheel flanges and frictional curving forces. Excessive lateral forces will also cause
gauge widening on tangents. Common causes or locations of gauge widening are:
Low rail joints

Broken tie plates
Plate cut ties where cant is changed
Soft or muddy track
Turnouts and railway crossings (especially when out of alignment)
Highway crossings
Frost heave locations
Track that is off cross-level or out of line
Truck hunting on tangents where speeds are in excess of 45 mph
Poor maintenance practices (no tie plugging when re-spiking)
Rail wear
Track geometry defects, such as wide gauge, worsen at a progressive rate when left
unattended and will cause other related defects such as variation in gauge, uneven rail
wear and corrugation.
The purpose of a gauging program is to produce track that is to proper gauge, not only
under static conditions, but also when track is under load. Often both rails must be
respiked when gauging to eliminate incidents of rails moving from dynamic gauge. To
that extent, the guiding principle of re-spiking both rails on curves or tangents is the
same.
When gauging, the gauge rail is always moved to standard gauge relative to the line rail;
therefore, the line rail must always be checked for any indication of movement under
load (dynamic gauge). If the line rail or plates indicate signs of movement under load,
the line rail must be refastened prior to moving the other rail to gauge.
On tangent track, either rail may be used as the line rail but the same rail must be used
throughout the tangent. The other rail will be the gauge rail. On curves, the high
(outside) rail shall be used as the line rail. The low (inside) rail will be the gauge rail.
Whenever gauging on wood ties, it is essential that gauge at the outer limits of the
gauging location is run out or feathered so as not to cause variation in gauge due to the
abrupt change of gauge within a short distance.
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Gauging on wood ties is often completed as part of a rail relay, tie replacement or
sledding operation, but may also be done as a separate activity. The same applies on
concrete ties, however, when the combination of high lateral loads and worn
components such as cast shoulders, tie pads and insulators contribute to accelerated rail
wear, immediate action must be taken to restore the gauge to within acceptable limits.
When not part of a tie gang, gauging on wood ties is usually performed ahead of the tie
gang. This eliminates the need to pull spikes from and plug new ties (reduces spike
killing of ties).
Process:
The following general procedures consider gauging on wood and concrete ties as
separate processes. Stages, which are shaded, may be performed at the discretion of
the Division Engineer.
I - Plan for Gauging
There are three general levels of planning to be considered to complete a gauging
project.
1. Pre-project planning (done week(s) prior to job)
Emergencies
Work environment
Material requirements
Specialized equipment requirements
Location details
Project impediments
Emergencies
Work environment
Jump start possibilities
Protection requirements
Conducting job briefing
Distributing material
Jump starting gang
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O N
IIa - Gauging on Wood Ties

Certain types of work can be performed prior to obtaining the major work block for
the gang when adequate protection is provided. Completing these activities ahead of
time will jump start the operation and increase productivity through more efficient use
of work block time.
1. Distribute material as required
If ...
using new spikes
changing/adding anchors
upgrading tie plates
2. Eliminate dynamic gauge
If ...
spikes are loose or high on the
line rail, or if tie plates show
signs of moving under load
3. Remove spikes on gauge rail
If ...
gauging curves
Then...
pull spikes on line rail
throughout area being gauged
plug all spike holes
re-spike line rail to standard
Then...
remove spikes on the low rail of
the curve
remove spikes on rail opposite
the line rail
gauging on tangent
4.
5.
6.
7.
8.
9.
10.
11.
12.
Then...
distribute new spikes
distribute anchors
distribute plates (and clips if
required)
Spread or remove anchors as necessary

Remove tie plates to adze if required
Plug spike holes and seat plugs
Adze as required to provide level bearing surface
Apply approved preservative as required to adzed surfaces
Install plates and clip rail if required
Move gauge rail to proper gauge
If installing tie screws, pre-drill ties to be gauged
Fasten gauge rail with spikes or tie screws
If ...
on a curve
on a tangent
13. If installing tie screws, pre-drill remaining ties
14. Fasten remaining ties on gauge rail to standard
15. Reinstall/tighten anchors
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Then...
gauge every 3rd tie
gauge every 4th tie
P R O C E S S E S
G A U G I N G
O N
IIb - Gauging on Concrete Ties

Due to a combination of rail wear and wear of cast shoulders, insulators, pads, and rail
seat damage, it is sometimes necessary to gauge concrete ties.
Normally the tie pads are changed whenever gauging is performed and new (with
wider posts) insulators are used on the field side of the rail. Insulators on the gauge
side of the rail are normally worn insulators.
of work block time.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Distribute pads, insulators, and clips as required

Remove clips on one rail in area to be gauged
Raise one rail to remove insulators
Remove old tie pads if changing
Inspect rail seat for abrasion and note condition
Insert new tie pad
Lower rail and place appropriate insulators into position
Set insulators into proper position
Install clips to standard
Repeat steps 2-9 for other rail
III - Completing Quality Control

Completing Quality Control ensures that the gauging operation meets criteria
established for the gang, as well as safety standards.
1.
2.
3.
4.
5.
6.
7.
Check that rail is properly seated

Check that tie plates, pads and insulators are properly installed
Check that spikes (where used) are driven in standard spiking pattern
Check for missing, high or bent spikes
Install and/or properly adjust all anchors/clips
Pick-up and pile all unused or recyclable materials and used pads
Inspect track conditions for signs of overstress
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S U R F A C I N G O F T R A C K
P R O C E S S E S
M E C H A N I C A L
Mechanical Surfacing of Track

Overview:
The purpose of mechanical surfacing is to provide properly surfaced track over long
distances, to standards outlined in maintenance or track construction guidelines. With
properly set tamping pressures and lifts, a more uniform tamp and lift can be achieved
than can be obtained by hand tamping. Mechanical tampers are more productive and
produce uniform tamping pressures, which ensure high quality track surfacing.
Mechanical tamping is also longer lasting due to more uniform settlement of the
ballast.
Surfacing gangs may perform various degrees of surfacing. Some gangs may only
perform a touch-up surfacing lift while others may actually resurface the track behind a
major ballast rehabilitation program, requiring lifts in excess of four (4) inches.
The following definitions will apply:
Surfacing - bringing track to a uniform gradient with corresponding cross-level

to suit the alignment, without raising the general surface of the track more than
40 mm (1-1/2 inches). Surfacing may be spot or out-of-face.
Spot Surfacing - the raising of short depressions (disconnected points) in the
track to the general level of the adjoining rails both along and across the track
without raising the general track level.
Surfacing Lift - the continuous raising of the track elevation with or without
additional ballast and without raising the general elevation of the track more
than 40 mm (1-1/2 inches).
Ballast lift - continuous raising of the track elevation by the use of additional
ballast and where the general elevation of the track is raised more than 40 mm
(1-1/2 inches).
Process:
Final Surfacing lifts may be performed to extend track life and improve rideability. On
many gangs, such as tie gangs and rail gangs, it may only be necessary to perform a final
surfacing lift. However, depending on the amount of lift necessary to bring the track
to proper surface elevation, the surfacing gang may be required to unload ballast and
perform ballast lift(s) in addition to the final surfacing lift. The following process
describes both a ballast lift and a final surfacing lift, as would be performed in
operations such as the under cutter or track sled.
Shaded areas in the following process outline represent additional steps that would be
performed if a ballast lift were required.
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M E C H A N I C A L
I - Plan to Surface Track

There are three general levels of planning to be considered to complete a surfacing
project.
Emergencies
Work environment
Project impediments
Access
Emergencies
Work environment
Track protection
Job briefing
Jump starting gang
II - Prepare to Surface Track
Prior to surfacing track, the track must be up to standard with respect to maintenance
guidelines. All track, C&S or other wayside installations must be identified so as not to
be damaged. Before undertaking the project, steps must be taken to ensure there is
adequate ballast on hand.
1. Perform basic track maintenance (this is particularly important when surfacing
switches)
Tighten bolts, tap high spikes and adjust anchors
Plug and re-spike wood ties as required
Install any missing insulators/clips on concrete ties
2. Replace fouled ballast
3. Prepare road crossings (ensure final elevation of road crossing is known)
Erect safety road signs
Assign flagmen as required
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4.
5.
6.
7.
P R O C E S S E S
M E C H A N I C A L
If ...
Then...
surfacing through crossing
remove crossing surface
Protect C&S installations
C&S to mark or disconnect ALL potential obstructions (bootlegs, track
leads, buried cable, etc.)
Obtain up-to-date curve list for territory
Required length of spirals & curves
Transition points (if field survey has been performed)
Required super elevation
Examine track ahead
Determine surfacing limits
Check for fixed points requiring run-in/run-out or lining to
Graph curves ahead of gang & mark curve transition points
Check ballast conditions to determine whether required amount of ballast is
available prior to surfacing
If
Not enough ballast is available
Then
Do not attempt to lift the location.
Perform stage III Ballast Track before
surfacing
III - Ballast Track

In typical surfacing lift or ballast lift programs, additional ballast may be required to
ensure adequate ballast sections are maintained.
IVa - Surface and Line Track
Depending on the type of surfacing being completed, different procedures will be
employed. Surfacing/lining operations involving ballast rehabilitation or ballast lifts
may take place in stages over several days. Surfacing lifts or spot surfacing involves
fewer steps, but the same general procedure is used. Surfacing switches requires yet
another set of procedures.
In all cases, the production behind each pass of the tamper must be monitored to
ensure the quality of the work is what is expected from the machine. Temporary slow
orders may be required due to disturbed ballast. The following is a general outline for
surfacing track:
1. Regulate ballast for tamping
2. Perform first major ballast lift
May lift up to 100 mm (4)
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If ...
dynamic stabilizer is used
3.
4.
5.
6.
7.
Then...
increase speed to suit track
conditions
stabilizer is not used
apply railway designated speed
restrictions for designated period
of time and/or number of trains
Unload and regulate additional ballast as required. Repeat steps
1 & 2 if more lift is required (such as undercutter or sledding operations,
where 12 ballast required under ties)
Perform final ballast lift (where required)
Normally one pass with 50-75 mm (2-3) lift and line
Top of rail should be with 25 mm (1) of design
Emphasis on getting tangents in place (use laser)
Perform final surfacing
Emphasis on cross-level and alignment of spirals and curves
If ...
Then...
Dynamic stabilizer is used
Remove TSO and resume track
speed
Dynamic stabilizer is not used
Apply railway designated speed
Unload additional ballast and regulate as required
Broom track
IVb - Surface and Line Turnout

When performing surfacing on a turnout, if there are areas, which cannot be tamped
by the machine, they must be tamped manually.
1.
2.
Regulate ballast flooded track for tamper

Perform surfacing lift on mainline and turnout sides
Lift so that top of rail is within 25 mm (1) of design
Complete run-outs on mainline and turnout side before releasing track to
service
3. Unload additional ballast and regulate as required
4. Perform final surfacing on mainline and turnout sides
service
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If ...
5.
6.
7.
8.
9.
Then...
Remove TSO and resume track
speed
Apply railway designated speed
Hand tamp at locations where tamping tools cannot reach
Ties on each side of switch rods
Ties that support heel castings, toe of frog and heel of frog
Under frogs (especially if frog is sitting on a base plate)
Regulate ballast and add additional ballast if necessary
Check track geometry prior to releasing track to service
Surface, alignment and cross-level
Warp and twist behind frog on turnout side
Broom track
Apply temporary slow orders as necessary
V - Complete Quality Control

Quality Control of the surfacing operation must be completed to ensure that the entire
operation meets criteria established for the gang, as well as safety standards.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Check track for geometry - surface, line, cross level, etc.

Check ties, ties may be skewed or tipped
Check that rail is properly seated in plates
Check tie plates, pads and insulators
Pads not shifted
Insulators seated
Check spikes, anchors or clips
None missing, high or bent
Installed properly in standard pattern
Ensure full cribs and ballast section trimmed to standard
Ensure all road crossings and wayside appliances reinstalled
Install planks
Place slow signs if required
Inspect track for signs of overstress
Kinky rail; inadequate ballast; realigned track
Place Temporary Slow Order to protect track as required
Transfer/cancel/remove track protection
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P R O C E S S E S
M E C H A N I C A L
VI - Destressing
If rail conditions indicate, or if alignment of track is significantly altered, destressing
should be performed behind the final lift of the surfacing operation.
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A P P E N D I X
Y A R D A N D
R E N E W A L
H M A I N T E N A N C E P R O C E S S E S S W I T C H T I E ,
S I D I N G T I E S P R O G R A M M E D M A I N T E N A N C E T I E
Switch Tie, Yard and Siding Ties and Programmed

Maintenance Tie Renewal
Overview
Tie renewal is more productive when performed by mechanized tie gangs. The tie
renewal process for smaller gangs is similar to that of large tie gangs, however,
reduced tie gangs are used to perform switch tie renewal, yard and siding tie renewal
and spot maintenance tie renewal.
This smaller gang size provides the benefits of being mechanized and still remains
flexible enough to work under the constraints of time and location and the nature of
the work (i.e. switch ties or track ties) that are imposed on this type of gang.
Process
The following process description is based on a tie gang, which performs switch tie
renewal or track tie renewal in yards or sidings. Where necessary, If-then tables are
used to differentiate between the two operations. Since the necessity for gauging
and/or surfacing is site specific and often dependent on the number of ties to be
renewed, shaded areas are used in the following process outline to indicate steps, which
may not be required (i.e. single, or spot tie replacement).
I - Planning for Tie Renewal
There are three general levels of planning to be considered to complete a tie renewal
project.
Emergencies
Work environment
Project impediments
Access
Emergencies
Work environment
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A P P E N D I X
Y A R D A N D
R E N E W A L

Pre-block planning for:
Job briefing
Material distribution
Jump starting gang
II - Removing Old Ties

Various types of equipment are available for tie removal, any of which may or may not
exist in a particular gang consist. The general process for tie removal is similar,
whether performed manually or by machine:
1. Remove spikes/clips
If ...
changing switch ties
2.
3.
4.
5.
Then...
remove the spikes on every
second tie only (i.e. make two
passes)
using machinery that cannot pull spikes by hand with claw
reach spikes in turnout area
bar
using machinery capable of leave rail anchors on
removing ties with rail anchors
on
using machinery incapable of remove rail anchors
removing ties with anchors on
Pick-up spikes/clips and rail anchors (Reuse/Recycle)
Remove defective ties
Pick-up tie plates, tie pads and insulators (Reuse/Recycle)
If ...
Then...
plates are still on old ties
remove and set in convenient
location for reuse
Stockpile old ties
III - Installing New Ties

The general procedure for tie installation is:
1. Prepare for insertion of new ties
If ...
rail anchors are still on rail
tie
bed
cleaning/scarifying
Then...
spread or remove rail anchors
before tie insertion
requires clean/scarify, disturbing the
roadbed as little as possible
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A P P E N D I X
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tie cranes are used
pile scrap ties and spot new ties

as required
provide for a method to ensure
the line end of ties is uniform
(mark line on ties or set machine
stops)
ensure tie is spotted with
marking upright and with line
end of tie in proper position
ties are unbored
ties are bored

2.
3.
4.
5.
6.
7.
Insert new ties, lifting track as little as possible

On concrete ties, distribute pads and insulators
Place tie plates/pads
Tamp or Nip ties prior to spiking/clipping
On concrete ties, install insulators
Fasten ties to standard
If ...
gauging is to be performed
within the tie gang consist
Install and adjust all anchors to standard
If ...
completing tie renewal in two
passes
Then...
refer to Gauging, Stage IV of
this Recommended Method
Then...
repeat Stage II & Stage III
IV - Gauging
While gauging is shown in this stage of the tie gang consist, it is not often performed
by this type of gang (other than gauging on the actual tie as it is installed). A separate
gang normally performs gauging on concrete ties. However, if the tie gang is also
gauging, the general procedure on wood ties is:
If ...
gauging curves
Then...
remove spikes on the low
(inside) rail
line rail
gauging on tangent
2.
3.
4.
5.
6.
7.
Remove tie plates to adze if required

Plug spike holes and seat plugs
Adze as required to provide level bearing surface
Apply approved preservative to adzed surfaces
Move gauge rail to proper gauge
Re-spike gauge rail
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A P P E N D I X
Y A R D A N D
R E N E W A L
If ...
Then...
on a curve
gauge spike every 3rd tie
on a tangent
gauge spike every 4th tie
8. Re-spike remaining ties on gauge rail to standard
9. Eliminate dynamic gauge
If ...
Then...
on the line rail spikes are seen to pull spikes on line rail
be loose or high, or if tie plates throughout area being gauged
show signs of moving under plug all spike holes
load
10. Install and adjust all anchors throughout gauged area
V - Completing Quality Control
Quality Control of the tie renewals must be completed to ensure that the entire
1. Straighten ties
Ties may be skewed
2. Check that rail is properly seated in plates
Rail is not sitting on shoulder of plate
Ties are tamped tight to rail base
3. Check tie plates, pads and insulators
Plates centered on ties
Pads not shifted
Insulators seated
4. Check spikes
Driven properly in standard pattern
5. Install and/or properly adjust all anchors/clips
None missing; properly driven or adjusted
6. Pick-up and pile all unused or recyclable materials
Keep piles of scrap and reusable materials separate
7. Fill cribs and trim ballast section to standard
8. Reinstall all road crossings and wayside appliances
Install planks
9. Inspect track for signs of overstress
10. Place Temporary Slow Order to protect track as required
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A P P E N D I X
Y A R D A N D
R E N E W A L
VI - Line/Surface
Tie gangs generally perform lining and surfacing operations as part of the program
because of the extreme disturbance that tie change out causes to the ballast section and
track geometry. In addition, ballast compaction is uneven and therefore must be
corrected to ensure even settlement.
1. Regulate ballast up from shoulder for tamping
Transfer ballast if necessary
Ensure enough ballast covers ties for required lift
2. Line and surface track
Use laser to align tangents
Use curve list to ensure spirals/curves lifted/lined to design
3. Check line and surface
Verify cross-level with level board
Ensure proper superelevation throughout spirals and on curves
Ensure proper alignment throughout spirals and curves
4. Spot dump additional ballast
Ensure cribs are full
Ensure shoulders are to standard
5. Trim shoulders to proper ballast section
Regulate shoulders to even out shoulder width
6. Broom track
7. Complete final Quality Control for job
Check alignment, surface and cross-level
Check for damaged or tipped ties
8. Place slow order as required (not to exceed allowable TSO for track condition)
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2003 AREMA
A P P E N D I X H
R A I L P I C K U P
P R O C E S S E S
R A I L
T R A I N
Rail Train Rail Pickup

Overview:
Rail is the single most costly asset of the fixed plant. Every effort must be made to
maximize rail life by wearing the rail out in place or by utilizing it in another suitable
location until the rail reaches condemnable wear limits.
Rail relay or abandonment projects generate used rail that may be reclassified and
reused or sold as scrap in the field. Frequently, jointed rail or rail on a heavy tonnage
line that was removed because of a high defect count is quite satisfactory for lower
tonnage lines, especially if the rail was previously located on a tangent. It is often cost
effective to pick up this rail in long strings, which greatly reduces handling costs.
When long lengths of rail are picked up as welded or bolted strings, a specialized Rail
Pickup Unit (RPU) and rail train are used to load and transfer the rail to a new field
location or to the rail yard for classifying and redistribution or scrapping.
Loading rail with a work train, RPU, and rail train involves threading rail through the
RPU and pushing lengths of rail into pockets of the rail train until all tiers of the rail
train are full.
Process:
I - Plan Rail Pickup Project
Along with recognized best practices, the following essential planning will help
maintain a safe work environment and ensure gang productivity:
Determine working direction for rail pickup

Determine clearing locations for work train and rail train
Determine size/length/locations of rail to be salvaged or scrapped
Determine availability of rail pickup unit and rail train
Discuss work train requirements with transportation officer
There are three general levels of planning to be considered to complete a rail pickup
project.
1. Pre-project planning: done weeks/months prior to job
2. Pre-job planning: done day(s) ahead of job
3. Pre-block planning: done hour(s) before job
Budget preparation
Emergencies
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P R O C E S S E S
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T R A I N
Work environment
Material and equipment requirements
Project impediments
Access, clearing, tie-up locations

Emergencies
Work environment
Material and equipment requirements
Rail size, length, and locations
Clearing/tie-up points
Job briefing
It is extremely important that a thorough job briefing be held with all
members of the rail pickup gang, including the train crew. The loading
procedure and type of communication to be used must be discussed with
and understood by all employees.
Rail loading plan
II - Prepare for Rail Pickup
Much work can be done ahead of the arrival of the rail train to ensure that the rail
pickup operation runs smoothly, and makes the most efficient use possible of available
track time.
Ensure logistics of work train are covered with the train crew. Depending on the
location of the rail pickup, it is often beneficial to tie-up on-line and taxi crew to train
(where proper arrangements have been made through the transportation officer).
Ensure fueling/servicing of train are also arranged as required.
Appropriate numbers and sizes of rail anchors, splice bars, bolts & washers must be on
hand for the various sizes of rail that may be picked up. Also, check the number and
condition of rail shoes. Estimate the available loading time. Determine work plan
based on location of rail and available time.
The location of all C&S equipment and other wayside items or obstructions such as
signs, bridges, road crossings, etc., must be identified prior to loading the rail, so that
they can be protected as necessary.
To maximize available track time, rail should be prepared for pickup before the work
train arrives at the site, taking into account the following:
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A P P E N D I X H
R A I L P I C K U P
P R O C E S S E S
R A I L
T R A I N
1. Prepare the rail in the field for pickup

Cut out rail defects in the field if rail is being cascaded to another location
Drill holes in rail ends as required and splice shorter strings together
Ensure that rail is set up on track shoulder for ease of handling and
threading through rollers
2. Ensure logistics of work train are covered (in conjunction with appropriate
Transportation officer)
Train and crew ordered
Arrangements for meals, taxi and tie-up
Arrangements for fuel and servicing of work train as required
3. Ensure the proper tools and equipment are available
Portable radios for the supervisor (and employees as required)
Rail shoe(s)
Rail anchors of the proper size for the rail to be loaded. (A dozen anchors
are required to anchor each string on the anchor car of the rail train.)
Splice bars, bolts and washers as required for various sizes of rail
4. Protect essential C&S and wayside installations
leads, fiber optic or other buried cable, etc.)
Crossing circuits
Adjacent tracks
Fixed signals
III - Thread Rail Through RPU
The rail pick-up unit (RPU) pushes lengths of rail onto the rail train. Two (2) strings of
rail may be loaded at the same time, one on each side of the RPU, with each string
being loaded independently of the other by the operator(s) of the power roller on the
RPU.
The first strings of rail to be loaded should be long enough to be threaded through the
rollers on the threader car, power rollers on the RPU and adjustable rack on the rail
car. Generally, 90m (300) will ensure that enough rail is available to hook the next
length up to without having to go through the process of threading rail each time.
Before spotting the train for rail pickup, the locomotive engineer must pull the slack
out of the train. Instructions must be given for the locomotive engineer to use only the
train line break (not independent breaks) when loading rail. This will eliminate any runin of slack (which could cause rails to buckle on the train, causing personal injury or
damage to equipment).
The following step/action table outlines the procedure for threading rail through the
threader car and RPU.
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P R O C E S S E S
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1. Spot the end of the first rollers on the threader car in position so that the rail
on the ground is approximately 0.3m (1) short of the threader box
2. Thread winch cables through RPU and threader car to allow rail to be pulled
through threader car and RPU
3. Use the hydraulic crane on the threader car to lift the rail
4. Install the rail shoe to be used for the first string of rail and attach winch
cables. Note: The rail shoe used on the first string(s) loaded on each tier is
different from the shoe used on subsequent strings on the same tier.
5. Adjust the first set of hydraulic roller boxes to the proper height and winch the
rail, threading it through the rollers on the threader car and the power rollers
on the RPU
Note: Rollers on RPU must be properly adjusted for size of rail
6. Once the rail is threaded through the RPU, the power rollers on the RPU are
clamped down on the rail
7. Adjust the roller rack on the rail train to match the level of racks that the rail
will be loaded on
IV - Load Rail on Rail Train
Loading full strings is the most economical approach in terms of utilizing the full
capacity of the rail train. However, in situations where shorter strings are loaded, the
rail ends must overhang the rack by at least 3.8m (15) and must be at least the same
distance from the next rack. At the ends of the rail train the rail ends must be kept at
least 2m (6) from the doors. This will ensure that rail ends do not fall off the rack or
bind on the racks or end doors due to slack action of the train when transporting the
rail.
When transporting, all rails on the train must be anchored with at least 6 rail anchors
on each side (total 12 per rail) on the anchor car, which is located at the center of the
train plus the bolted tie downs must be in place. This means that each rail loaded must
be at least half the length of the rail train or approximately 190m (750). If the rail being
loaded is not that long, it must be adjoined to another piece. These details should be
worked out before the work train arrives, so that unexpected problems are not
encountered in the field.
The first rails loaded are placed in the center of the bottom rack. Subsequent rails are
loaded, filling the bottom tier first by working from the center of the rack outward,
then moving to the next tier and filling it in the same manner.
A rail shoe of a different design from the shoe used to load the first rail(s) on each tier
is used to load the second and subsequent rails. This rail shoe is equipped with a
sliding clamp bracket which slides along the head of the adjacent rail.
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A P P E N D I X H
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P R O C E S S E S
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T R A I N
It is always advantageous to leave rail threaded through the RPU as this simplifies the
procedure and stabilizes any partially loaded rail when changing loading locations.
However, care must be taken to ensure that the adjustable threader boxes on the
leading end of the threader car will not contact any obstruction when the consist is
moved.
1. Instruct the locomotive engineer to provide full break application and start
the RPU rollers, which will pull the rail from the ground onto the train.
The height of the guide boxes on the RPU may need
adjustment
A point man must monitor the progress of each rail
while loading
If ...
the rail does not move
Then...
instruct the engineer to release
the train breaks and let the
power rollers pull the consist
along as the rail is loaded
2. Remove the rail shoe at lead end once the RPU has loaded the string
Leave at least 2m (6) clearance to rail train end
doors
Place six anchors on each side of each rail at anchor
car
Replace hold down clamps
3. Disconnect rail being loaded at RPU end of rail train
Train must be stopped while breaking connection
Salvage nuts/bolts/washers and joint bars
Install a guide shoe (for second and subsequent rails
on the same tier) on rail extending from RPU
Start loading each rail in new position with RPU
4. Repeat the above steps for each tier until the rail train is filled
Note: Ensure that all employees remain clear of the rail being loaded.
Only those employees so authorized may be situated on the threader and RPU cars.
V - Complete Paperwork
The final step in completing the rail pickup project is to complete all the necessary
paperwork, including recording a list of rail picked up, mileage etc., as well as
completing any way billing as required.
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A P P E N D I X
R E L A Y O N
H M A I N T E N A N C E P R O C E S S E S
W O O D O R C O N C R E T E T I E S
C W R
R A I L
CWR Rail Relay on Wood or Concrete Ties

Overview:
When rail is worn to condemnable limits or rail contains defects, which are deemed
excessive and/or severe, it will be removed from the main track and replaced as
necessary.
Where replacement of strings of continuous welded rail is required, it is cost effective
to program the replacement of large quantities of rail with a mechanized rail relay gang.
In addition to removal and replacement of rail where other track material (OTM) does
not require changing or upgrading, rail relay gangs may also complete:
Tie plate renewal

Rail anchor renewal
Pad, insulator, clip renewal
Destressing
Process:
The following process describes a Rail Relay crew changing out one or more string(s)
while also renewing tie plates, rail anchors and destressing.
If-Then tables are used in the various stages of the process outline to describe tasks
which may or may not be included in any particular gang consist. (i.e. concrete tie rail relay,
tie plate change out, or additional tasks that would otherwise not be required in every relay)
Shaded tables indicate steps that are optional to the basic rail relay procedure.
I - Planning for Rail Relay
There are three general levels of planning to be considered to complete a rail relay
project.
1.
2.
Pre-project planning (done week(s) prior to job)

Work environment
Specialized equipment requirements
Location details
Project impediments
Pre-job planning (done day(s) ahead of job)
Work environment
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3.
Pre-block planning (done hour(s) before job)

Conducting job briefing
Distributing material
Jump starting gang
C W R
R A I L
II - Preparing for Rail Relay

of work block time.
1.
2.
3.
4.
5.
Prepare cut-in and cutout points

Distribute material as required
If ...
using new spikes
changing tie plates
changing anchors
on concrete ties
Then...
distribute new spikes
distribute new plates
distribute anchors
distribute pads, insulators and
clips as required
Thread new rail to upright position

Add additional anchors to either side of relay limits on wood ties
Adjust anchors for at least 60m (200) to either side of cut point
III - Removing Old Rail

Match marks provide a reference to indicate any rail movement of adjacent strings,
which may cause or indicate rail stress problems.
At the time of rail removal, consider the method of rail pick-up to be used as this may
affect rail removal procedures.
1. Match mark an unanchored tie on each side of cut point
2. If cut-in was previously prepared, unbolt joint. Otherwise cut rail at starting end
and drill if not welding immediately.
3. Prepare rail for pick-up if necessary
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C W R
R A I L
If ...
CWR is to be scrapped
Then...
Cut through head of rail at
approximately 40 intervals
Jointed rail is to be picked up in Unbolt the rail while it is still
pieces
standing in track
4. Remove anchors/clips on string to be removed
5. Pull spikes on wood ties
If ...
Then...
changing tie plates
pull all spikes
not changing tie plates
pull only necessary spikes
6. Pick up used spikes, anchors, clips and insulators for reuse/recycling
7. Remove old rail
IV - Preparing for New Rail
If tie plates are being changed, or if rail is to be gauged, the ties must be adzed and in
some cases the tie plates pre-gauged. On concrete ties, often the tie pads and insulators
are changed as part of the relay.
1. Remove tie plates/pads
If...
changing tie plates
changing tie pads
2. Plug spike holes in wood ties
3. Install new plates/pads
Then...
remove and pile old plates
remove and pile old pads
If...
changing tie plates
Then...
Crib ballast from tie cribs
Adze ties and preserve cut
surfaces as required
Place new tie plates
Pre-gauge plates if equipment
available
Clean tie seat
Inspect for rail seat abrasion
Place new tie pads
changing tie pads
V - Laying & Fastening New Rail

New rail must be seated properly in plates/rail seats and gauged to standard.
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A P P E N D I X
R E L A Y O N
C W R
R A I L
Destressing, when necessary, is best performed when new rail is laid (CWR). Field
welds should be made immediately when relaying CWR. However, if welders are not
immediately available, rail joints should be laid tight to prevent rail end (joint) batter.
1. Set new rail into position
2. Join rail at starting end
3. Seat rail
If...
on wood ties
Then...
seat in tie plates ensuring plates
are properly situated on ties
install and seat insulators
on concrete ties
4. Gauge new rail
If...
Then...
rail laid on tangent
gauge every 4th tie
rail laid on a curve
gauge every 3rd tie
5. Determine whether destressing is required
If...
Then...
rail temperature is below the spike at least every fourth tie
PRLTR
and destress rail
rail temperature is above the plan to destress later when the
PRLTR
rail cools to within the PRLTR,
or below the PRLT
6. Complete closure connection
If...
Then...
welding immediately
leave 25mm (1) gap and dont
drill bolt holes
not welding immediately
leave no joint gap and drill only
outer 4 holes of 6 hole joint
7. Complete fastening of new rails
If...
Then...
on wood ties
finish spiking and anchoring or
clipping to standard
on concrete ties
apply remaining clips
VI - Completing Quality Control
Quality Control of the relay must be completed to ensure that the entire rail relay
operation meets established criteria.
1.
2.
3.
4.
5.
Check that rail is properly seated

Check that tie plates, pads and insulators are properly installed
Check for missing, high or bent spikes
Check that spikes are driven in standard spiking pattern
Install and/or properly adjust all anchors/clips
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A P P E N D I X
R E L A Y O N
6.
7.
8.
9.
10.
11.
Tighten any joint bolts to standard torque

Pick-up and pile all unused or recyclable materials
Fill cribs and trim ballast section to standard
Reinstall all road crossings and wayside appliances
Inspect track conditions for signs of overstress
Place Temporary Slow Order to protect track as required
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C W R
R A I L
A P P E N D I X H
T I E R E N E W A L
P R O C E S S E S
M E C H A N I C A L
Mechanized Tie Renewal

Overview:
Where large-scale tie replacement is identified, it is cost effective, on a per unit basis, to
use a specialized tie gang to replace the defective ties. Smaller tie gangs may be
arranged in a consist to perform small quantities of tie replacement, only removing
defective ties and installing new ties.
Tie gangs may perform gauging in addition to tie removal and replacement and
lining/surfacing operations. When not part of the tie gang consist, gauging on wood
ties is usually performed ahead of the tie gang. This eliminates the need to pull spikes
from and plug new ties (reduces spike killing of ties).
Process:
The following process description is based on a tie gang, which in addition to changing
defective ties also performs gauging and lining/surfacing. The shaded areas in the
following process outline indicate stages that may or may not be included in any
particular gang consist.
If-Then tables are used in various stages of the outline to describe tasks which may or
may not be included in any particular gang consist. (i.e. some machinery can remove ties
without first removing anchors, while other machinery is not designed to remove ties with the anchors still
on. This requires the gang to perform additional tasks that would otherwise not be required.)
I - Planning for Tie Renewal
There are three general levels of planning to be considered to complete a tie renewal
project.
2. Pre-job planning (done day(s)/weeks ahead of job)
Emergencies
Work environment
Project impediments
Access
Emergencies
Work environment
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A P P E N D I X H
T I E R E N E W A L
P R O C E S S E S
M E C H A N I C A L

Job briefing
Jump starting gang
Set up temporary slow order for the planned days work
II - Removing Old Ties
Various types of equipment are available for tie removal, any of which may or may not
exist in a particular gang consist. The general process for tie removal is similar,
whether performed manually or by machine:
1. Remove spikes/clips
If ...
Then...
using machinery capable of leave rail anchors on
removing ties with rail anchors
on
using machinery incapable of remove rail anchors
removing ties with anchors on
2. Pick-up spikes/clips and rail anchors (Reuse/Recycle)
3. Remove defective ties
4. Pick-up tie plates, tie pads and insulators (Reuse/Recycle)
If ...
Then...
plates are still on old ties
remove and set in convenient
location for reuse
5. Stockpile old ties
III - Installing New Ties
Various types of equipment are available for tie installation, any of which may or may
not exist in a particular gang consist. The general procedure for tie installation is:
1. Prepare for insertion of new ties
If ...
rail anchors are still on rail
tie bed requires
cleaning/scarifying
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2003 AREMA
Then...
spread or remove rail anchors
before tie insertion
clean/scarify, disturbing the
roadbed as little as possible
A P P E N D I X H
T I E R E N E W A L
P R O C E S S E S
tie cranes are used
M E C H A N I C A L
pile scrap ties and spot new ties

as required
provide for a method to ensure
the line end of ties is uniform
(mark line on ties or set machine
stops)
ensure tie is spotted with
marking upright and with line
end of tie in proper position
ties are unbored
ties are bored

2.
3.
4.
5.
6.
7.
Insert new ties, lifting track as little as possible

On concrete ties, distribute pads and insulators
Lift rail and place tie plates/pads
Tamp or Nip ties prior to spiking/clipping
On concrete ties, install insulators
Fasten ties to standard
If ...
Then...
gauging is to be performed refer to Gauging, Stage IV of
within the tie gang consist
this Recommended Method
8. Install and adjust all anchors to standard
9. Adjust temporary slow orders, if required
IV - Gauging
It is often cost effective for tie gangs to perform gauging operations when replacing
defective wood ties, particularly in heavily curved territory. While gauging is shown in
this stage of the tie gang consist, it is frequently performed ahead of the tie gang (with a
separate gang). A separate gang normally performs gauging on concrete. The general
procedure for gauging on wood ties is:
1. Eliminate dynamic wide gauge (line rail)
If ...
Then...
on the line rail tie plates show pull spikes on line rail
signs of moving under load
throughout area being gauged
plug all spike holes
If ...
Then...
gauging curves
remove spikes on the low
(inside) rail
gauging on tangent
line rail
1. Plug spike holes and seat plugs
2. Adze as required to provide level bearing surface (using tie router)
3. Apply approved preservative to adzed surfaces as required
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M E C H A N I C A L
4. Move gauge rail to proper gauge

5. Re-spike gauge rail
If ...
Then...
on a curve
gauge spike every 3rd tie
on a tangent
gauge spike every 4th tie
6. Re-spike remaining ties on gauge rail to standard
V - Completing Quality Control
1. Straighten ties
Ties may be skewed
Pads not shifted
Insulators seated
4. Check spikes
9. Place temporary slow order to protect track as required
VI - Line/Surface
Larger tie gangs perform lining and surfacing operations as part of the program
because of the extreme disturbance that tie change out causes to the ballast section and
track geometry. In addition, ballast compaction is uneven and therefore must be
corrected to ensure even settlement.
The general procedure for lining/surfacing is:
1. Regulate ballast up from shoulder for tamping
Transfer ballast if necessary
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A P P E N D I X H
T I E R E N E W A L
P R O C E S S E S
M E C H A N I C A L
Ensure enough ballast covers ties for required lift

2. Line and surface track
Use laser to align tangents
Use curve list to ensure spirals/curves lifted/lined to design
3. Check line and surface
Verify cross-level with level board
Ensure proper superelevation throughout spirals and on curves
Ensure proper alignment throughout spirals and curves
4. Spot dump additional ballast
Ensure cribs are full
Ensure shoulders are to standard
5. Trim shoulders to proper ballast section
Regulate shoulders to even out shoulder width
6. Broom track
7. Remove slow order if
Dynamic stabilizer is used, or
Specified railway policy involving time and/or number of trains
8. Complete final inspection for quality control
Check alignment, surface and cross-level
Check for damaged or tipped ties
Ensure standard ballast section
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A B A N D O N M E N T
P R O C E S S E S
T R A C K
Track Abandonment
Overview:
When profitability is not achievable and a once profitable rail line is deemed redundant
to the companys needs, the rail line may be considered for conveyance or
abandonment. If short line operators show no interest in the line, the line may be
decommissioned. When performed efficiently, decommissioning of the rail line will
often generate enough funds to pay for the abandonment. It may also generate
second-hand material that is of value in other locations.
Depending on the scope of abandonment, a rail sled, rail pick-up unit, and rail train
may be used in the abandonment process. Otherwise on-track locomotive cranes and
off-track hoisting equipment are used to load salvageable rail, plates and OTM (Other
Track Material).
Process
Track abandonment may consist of picking up a short stub track or unused siding, or
may involve the dismantling and pick-up of an entire subdivision. Depending on the
extent of abandonment, different equipment or techniques may be employed to
dismantle and dispose of materials. Often scrap or unusable material is sold on-site to
reduce handling and shipping costs. If classified as reusable, rail may be loaded in long
lengths utilizing a rail sled, rail pick-up unit, and rail train for cascading to another
location.
Below are the work stages for a typical track abandonment operation using a rail sled.
I - Plan Abandonment Project
Along with recognized best practices, the following essential planning will help
maintain a safe work environment and ensure gang productivity:
Ensure regulatory approval given to abandoned trackage

Determine working direction for track abandonment
Determine clearing locations for gang consist, crane, material cars, etc.
Determine which components/material are to be salvaged/scrapped
Determine availability of rail sled, rail pickup unit, rail train, etc.
Discuss work train requirements with transportation officer
There are three general levels of planning to be considered to complete a track

abandonment project.
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Emergencies
Work environment
Project impediments
Access
Emergencies
Work environment
Job briefing
Jump starting gang
II - Prepare Track for Work Train
Prior to operating the work train on a line to be abandoned, a thorough inspection
must be made of the track, bridges, ditches and crossings. Any sinkholes, slides,
broken rails, etc., must be repaired to allow hi-rails, roadway equipment, and the work
train to safely operate on the track.
1. Inspect track
Look for broken rails or bars, roadbed stability problems, etc.
2. Stabilize roadbed
Drain high water (break beaver dams, clear culverts/waterways)
Repair washouts
3. Perform basic track maintenance
Repair broken rail and joint bars
Repair pull-aparts and track buckles
Spot surface and line track as required
Gauge track as required
4. Clear any fallen trees or vegetation fouling the main track
5. Protect essential C&S installations
Crossing circuits
Adjacent tracks
Fixed signals
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III - Prepare Track for Abandonment

A small crew normally works ahead of the main gang to remove turnouts, sidings and
storage tracks. If a rail train is to be used to pickup reusable rail, rail joints are not
disassembled and some anchors are left to prevent pull-apart/track buckle problems
from rail creep. All material removed from the track must be either loaded in cars for
salvage or scrap, or stockpiled at designated locations for disposal.
1. Dismantle spurs, stub tracks and sidings
Remove stop blocks, derails, signs
Remove rail anchors and stockpile
Pull spikes at joints
Disassemble joints and stockpile bars and otm
Pull remaining spikes and stockpile
Stockpile rails for loading or disposal
If ...
Then...
rail on siding or other track is to DO NOT disassemble joints,
be picked up by rail train
but thread rail over to each side
of main track for pick-up in long
lengths.
2. Remove usable signs (that are no longer required)
If ...
Then...
salvaging entire turnout in panels load turnouts onto A-frame cars
and install panel in turnout area
preparing turnout for rail sled
straight-rail turnouts removing
points, bent stock rail, frog,
guard rails, all other rails except
main track running rails and
replace all turnout plates
(including brace plates on
straight stock rail) with standard
tie plates
scrapping turnout
remove
all
rails
and
components, keeping the points
and frog separate for possible
salvage
3. Pick-up all stockpiles of material (rail, major/minor OTM, etc.)
4. Remove turnouts
5. Remove rail anchors
If ...
Then...
preparing for rail sled
remove all but every 5th set of
abandonment
boxed rail anchors
performing conventional
remove all rail anchors and
abandonment
stockpile
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IVa - Remove Rail with Conventional Gang

Removing rail with a conventional abandonment gang involves pulling all spikes,
removing all bolts, dismantling joints, then stockpiling all released material for disposal
on-site or loading into gondola cars. Care must be taken to not mix track components,
rail, plates, joint bars and OTM in gondola cars. If necessary, different types of material
can be placed in each end of a car.
1. Ensure all anchors are removed from rails
Place in suitable location for pick-up with magnet
1. Pull all spikes and stockpile
Joint spikes may have to be pulled by hand
Do not mix stockpiled spikes with rail anchors
2. Disassemble rail joints
Stockpile bolts, washers, and nuts away from joint bars
3. Pick-up rail and move to location for loading
IVb - Sled Rails and Load on Rail Train
A rail sled and/or a rail pick-up unit (RPU) and rail train are used to load long lengths
of rail. It is always advantageous to leave rail threaded through the RPU and rail sled.
This simplifies the procedure, however, the procedure below includes steps to initially
thread the rail into this equipment.
1. Remove all anchors from track
This should be done for several miles ahead of the rail sled, however, track
inspection must be performed prior to operating the rail train on
unanchored track due to rail creep causing pull-aparts and track buckles
2. Set rail sled into position at end of rail behind rail train and RPU
3. Jack in-track rail up while pushing rail sled with loader to thread rail into rail
sled
4. Connect rail sled to end car of RPU
5. Move work train to thread rail through rail sled for about 15m (50)
6. Install spreader bar to guide loose rail to end of ties
7. Sled rail by moving work train the length of the rail train plus the length of the
distance from the end of the rail train to about 30m (100) behind the rail sled
Ensure that about 30m (100) of rail extends past the rail sled so that
connections on the rail train can be made before connections behind the
rail sled are required
8. Disconnect in-track rails about 15m (50) behind rail sled
9. Install a rail shoe on the free rails and thread these rails through the RPU and
onto the rail train
The height of the guide boxes on the RPU may need adjustment
A point man must monitor the progress of each rail while loading
10. Move the rail train the length of the rail train to sled another string
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11.
12.
13.
14.
The RPU continues to load rail while the work train sleds
It may be necessary to stop sledding when loading rail on sharp curves,
especially when in rock cut area
Remove the rail shoe at lead end once the RPU has loaded each string
Leave at least 2m (6) clearance to rail train end doors
Place six anchors on each side of each rail at anchor car
Replace hold down clamps
Disconnect rail being loaded at RPU end of rail train
Train must be stopped while breaking connection
Salvage nuts/bolts/washers and joint bars
Install a guide shoe on rail extending from RPU
Start loading each rail in new position with RPU
Disconnect the in-track rail behind sled and connect to the length of rail
extending from the RPU
Install rail spreader behind rail sled
Repeat steps 10 - 13 until rail train filled
V - Move Plates and OTM to Railhead

When performing conventional abandonment, the length of track being abandoned is
usually short or adjacent access to the track is available. Most material is normally
handled with machines equipped with magnets. Smaller piles are consolidated into
larger piles and usually loaded into gondola cars with a locomotive crane.
Subdivision abandonment with a rail sled creates a unique problem in that the rail
head is constantly being moved forward as the rail is loaded on the rail train. As
anchors are removed prior to the rail being loaded, a locomotive crane directly into a
gondola loads the anchors. This crane working ahead of the rail train also loads all
other stockpiled material at turnout, siding, or side track locations.
A work crew follows the rail sled to pickup plates and OTM and stockpile. Suitable
locations for stockpiling must be selected to enable night transfer crews room to turn
scrap buggies. At the end of the shift, a turn-around area must be constructed with the
loaders to enable the night crew to haul all stockpiled material to the rail head. A
night crew moves the stockpiles to the rail head where a locomotive crane transfers
the material into gondola cars. The night crew usually fuels all equipment at the end of
the shift.
1. Pull all spikes not removed by the rail sled
Most spikes are removed by the rail sled but some may not fully pulled
out, especially on curves
If spikes are not pulled from low side of rail on curves, the joint bars will
strike spikes causing the ties to roll or bunch-up
2. Pick-up and pile all spikes in center of tie cribs
3. Place spikes into loader bucket
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4.
5.
6.
7.
8.
9.
P R O C E S S E S
T R A C K
Lead loader bucket is filled first

Rear loader bucket is filled if necessary
Load plates with magnet into scrap buggy
The loaders each haul a scrap buggy and are followed by a speed swing
with a magnet
Normally each speed swing loads plates from one side only
Stockpile plates when scrap buggy is filled
Dump spikes from loader buckets at rail head
Make turn-around pad at rail head for night crew
Night crew haul stockpiled plates and OTM to rail head
Load all material stockpiled at rail head with locomotive crane
VI - Load and Bill Out Salvaged Material

A locomotive crane is normally used to pickup stockpiled materials and load into
gondola cars for transfer to other locations for possible reuse, or for shipment to scrap
dealers. There will always be some stockpiled materials even when performing
subdivision abandonment and loading rails as long lengths. Care must be taken to
ensure that materials are not mixed in cars, especially reusable and scrap materials.
Care should also be taken to ensure cars are not overloaded.
1. Load all 39 rails into gondola cars
Ensure reusable control-cooled rail is not mixed with non-control-cooled
rail
Scrap rail can be of mixed types
2. Load anchors into gondola cars
Keep different types of anchors separated if possible
3. Load plates into gondola cars
4. Load spikes and OTM into gondola cars
5. Load splice bars into gondola cars
6. Load turnout materials into gondola cars
Keep frogs and points separated from switch plates
7. Bill out cars as directed
VII - Clean-up After Abandonment
When the rail, plates, and OTM have been picked up, road crossing must be repaired
and ties marked for possible salvage. A contractor normally does pick-up of salvage
ties. A railroad representative marks reusable ties. The contractor as designated in the
contract delivers bundles of reusable ties. Old ballast sections are normally leveled so
as not to present a hazard to those using the property at a later date.
1. Repair road crossing following rail removal
Remove ties prior to backfilling crossings
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Road surface in old crossing location must be repaired to condition similar

to that of adjacent road surface
2. Remove any crossing protection no longer required
Includes all signs and S&C warning systems
Insure regulatory approval prior to removal
3. Mark ties for reuse
Either mark scrap or reusable ties
Ensure any marks on reusable ties will not be confused with markings on
scrap ties
4. Designate location for stockpiles of reusable ties
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A P P E N D I X
S L E D D I N G
P R O C E S S E S
T R A C K
Track Sledding
Overview:
Ballast is used to obtain:
a) Resistance against lateral, longitudinal and vertical movement of the track.
b) Distribution of tie loads uniformly over the subgrade.
c) Rapid and effective drainage to provide proper roadbed conditions and reduce
frost heaving.
Water trapped in the roadway material is the most common cause of rapid degradation
of the overall track structure. Ballast, which has broken down to the extent that there
is excessive fine material, or that has become fouled through external sources, must be
replaced. Fouled ballast will interfere with drainage, causing problems in maintaining
surface, line and cross-level.
In locations where the ballast is severely fouled and the percentage of ballast, which
could be reclaimed by undercutting, is not sufficient to justify the expense of
undercutting, and where an increase in the final elevation of the track is not a
constraint, sledding of the track is a cost effective alternative.
Sledding may also be performed where the ballast is severely fouled and the width of
the roadbed at the top of the sub-ballast is not sufficient to accommodate an increased
height of track (effectively using the fouled ballast as bank widening material).
Sledding gangs may vary in consist depending on a variety of factors such as, sledding
on concrete or wood ties and the extent of tie renewal taking place. The general
procedure, however, is consistent with the following outline.
Process:
Sledding involves raising the track and plowing and leveling the fouled ballast from
between the cribs and under the ties, onto the top and shoulders of the roadbed.
The old ballast section, when leveled, forms the top of the sub-ballast on the new
roadbed. Defective ties are changed and spaced as part of the operation. Additional
clean, large voided, free-draining ballast is placed and the track is given a major ballast
lift, and then lined to design alignment and appropriate cross-level applied. If
destressing is deemed necessary, it is completed following final surfacing.
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S L E D D I N G
P R O C E S S E S
T R A C K
Below are the work stages for a typical track sled operation with tie change out within
the consist and destressing following the gang. Stages in the process, which may not
be included in any one particular gang, are shaded in the following process outline.
I - Plan to Sled Track
There are three general levels of planning to be considered to complete a Track
Sledding project.
1.
2.
3.
Pre-project planning (done weeks/months prior to job)

Pre-job planning (done day(s) ahead of job)
Pre-block planning (done hour(s) before job)

Emergencies
Work environment
Project impediments
Access
Emergencies
Work environment
Job briefing
Jump starting gang
II - Preparation
Prior to operating the sled, a series of preparation tasks must be performed to ensure
defective ties are well marked, good ties are well spiked, obstructions are identified or
removed where appropriate, C&S or other installations are not damaged, etc.
1. Ensure defective ties to be removed are well marked (this is typically
performed by the Track Supervisor)
Plug and re-spike any good wood ties to ensure they will stay up
Install any missing insulators/clips on concrete ties
2. Remove or mark any obstructions
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3.
4.
5.
6.
7.
Move any pieces of rail, scrap ties, OTM, etc., out of the way for sled and
regulators
Mark locations that sled might damage or bury, i.e. culvert inlets, signal
apparatus, rail lubricators, etc.
Prepare road crossings
Erect signage
Assign flagmen as required
If ...
Then...
undercutting through gravel road remove crossing surface
crossings
Protect C&S installations
Install lift/line or offset stakes (usually done with/by surveyors)
Curve point transitions should be identified
Pre-mark tie spacing on the base of rail
Cut shoulder off existing grade using spreader or hydraulic regulator
III - Cut-in and Sled Track (includes tie change out)

The track sled must be cut-in by clamping onto and raising the track with the auto
sled jacking system. With the track raised, plows on the sled fold under the track and
lock in place. Sledding then begins by winching the plows along or pulling the plows
with a locomotive, leveling the old ballast section as it progresses.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
At cut-in location, set-up auto sled to raise track and set-up plows
Begin sledding by winching or pulling the sled
Manually pick up any down ties which may fall ahead of plow
Operator of liner on sled lowers track back to lining stakes
Operator of hammer on sled knocks off all marked defective ties
Any defective ties missed by operator must be knocked off manually and
removed from under the rail
Reclaim tie plates (from defective ties)
Remove and recycle all anchors
Space all ties remaining in the track (to the nearest tie spacing mark on the rail)
Spot the appropriate number of reclaimed tie plates on ends of ties which are
still in track
Pick-up and pile scrap ties
Distribute and spot new ties for tie inserter
Install new ties
Set tie plates
Clean off tie
Raise rail
Insert tie plates
Spike rail to proper pattern
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15. Space ties to marks indicated on base of rail

16. Install and adjust all rail anchors
17. Pre-line track before flooding with ballast
IV - Ballast Track
In track sledding programs, enough new ballast is added to ensure adequate depth of
clean material below the ties as part of the ballast rehabilitation project. The following
is a general outline for unloading ballast:
1. Crack all doors on ballast cars
Ensure proper unloading bars/cranks available for old/new cars
2. Move ballast train into position
Ensure that only loaded cars will move over ballast flooded track
Make up train so that new cars will be unloaded first
3. Flood track with ballast
Unload between rails first
Unload shoulder ballast
Use spreader nose or at least 2.8 m (9) ties under loaded car
5. Shake ballast cars outside of unloading limits
Do not shake cars on ballast flooded track
6. Close ballast car doors
If ...
Then...
old enterprise cars
clean all ballast off side doors
prior to closing
7. Place 10 mph temporary slow order until track is tamped
V - Surface and Line Track
Surfacing and lining is a major component of the gangs operation. Typically
surfacing/lining operations take place in stages over a few days. Temporary slow
orders are required following the various stages. The following is a general outline:
1. Regulate ballast for tamping
2. Perform first major ballast lift
May lift up to 100mm (4)
If ...
dynamic stabilizer is used
stabilizer is not used
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Then...
increase speed up to 30 mph
(Note:
Check individual
railways policy on appropriate
speed restriction.)
ensure appropriate temporary
slow order in place
A P P E N D I X
S L E D D I N G
P R O C E S S E S
T R A C K
3. Unload and regulate additional ballast as required

Repeat steps 1 & 2 if more lift is required (such as under cutter or sledding
operations, where 12 ballast required under ties)
4. Perform final ballast lift (where required)
Top of rail should be with 25 mm (1) of design
Emphasis on getting tangents in place (use laser)
5. Perform final surfacing
Emphasis on cross-level and alignment of spirals and curves
If ...
Then...
Remove temporary slow order
and resume track speed
Apply railways established slow
orders for designated period
and/or number of trains
7. Broom track
VI - Complete Quality Control
operation meets criteria established for the gang, as well as the railways standards
requirements.
1. Straighten ties
Ties may be skewed
Pads not shifted
Insulators seated
4. Check spikes
Install planks
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10. Place Temporary Slow Order to protect track as required
VII - Destressing
Unless methods have been employed to ensure that the track is returned to its original
location and alignment, destressing should be performed behind the final lift of the
sledding operation.
Destressing of CWR should be done when the rail temperature is at or below the
preferred rail laying temperature. However, it should be done before the advent of
warm weather.
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O F P A N E L I Z E D T U R N O U T S
P R O C E S S E S
I N S T A L L A T I O N
Installation of Panelized Turnouts

Overview:
Replacement of entire turnouts by installing panelized turnouts including the ties and
ballast section, has in most instances replaced the build-by-number method of the
past. Entire turnouts can be replaced in a shorter period of time than actually
rebuilding the turnout in place.
Panelized turnouts are built on a jig and shipped to the field on special A-frame cars.
Each turnout is assembled in four (4) pieces and unloaded at the worksite for assembly
in the field.
Process:
Decisions are made as to whether to build the turnout, as the panels are unloaded at
the site, or unload the panels and assemble the turnout at a later date. Assembling the
turnout at a later date is the usual method. Other decisions to be made are whether or
not the turnout will be welded as it is assembled or bolted in the field and welded at a
later date as well as whether or not the turnout will be installed as a fully assembled unit
or in separate sections.
Below, the work stages are outlined for a typical panelized turnout installation. Shaded
areas indicate steps or procedures that might not be performed, depending on the
method of installation.
I - Plan Panelized Turnout Installation
There are three general levels of planning to be considered to complete a panellized
turnout installation project.
1. Pre-project planning (done months/weeks prior to job)
2. Pre-job planning (done weeks/day(s) ahead of job)
Emergencies
Work environment
Project impediments
Access
.

Emergencies
Work environment
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P R O C E S S E S

Job briefing
Jump starting gang
II - Unload Panels
Panels are generally unloaded with a large crane, but can be unloaded with a large
loader if other hoisting equipment is not available.
1. Prepare to unload panels
Spot A-frame cars in location that allows crane to move while carrying
panels
Ensure dwarf and fixed signals do not interfere with equipment hoisting
panels
If ...
Then...
panels are not to be installed prepare level, dry area to
immediately when unloaded
stockpile panels
2. Release load binders and unhook securing chains
3. Remove each panel from A-frame car
Attach 2-part bridle sling to panel
Hoist panel clear of car
4. Handle panels with 4-part bridle sling
If ...
Then...
not installing panels immediately stockpile panels on dry, level
area
if stacking, ensure longer panels
are on bottom
installing panels directly into set panels down in order by
prepared opening in track, or laying the point panel first, as
installing panels on a prepared close as possible to marked
grade
Point of Switch (PS) to jumpstart C&S
lay following panels to butt
against previous panels
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III - Prepare to Install Panels

Depending on the method of installation, various preparation work can be completed
before the actual installation. This preparation work will reduce problems during the
installation process.
1. Prepare cut-in locations
Mark initial cut-in location to ensure location of Point of Switch (PS) is not
changed (and 1/2 point of frog is at proper location)
Measure rail wear to determine if transition rails required
Tighten anchors for at least 60 m (200) to either side of turnout
If ...
Then...
new panels are to be laid down determine appropriate overlaps
in-track one panel at a time
for particular installation
cut and drill rail at cut-in
locations if appropriate
2. Prepare old panels for handling
Plug and spike or add additional spikes as required
Adjust all anchors
Prepare area to place removed panels
3. Prepare head blocks for new point panel
Head block ties for point panel are laid flat to transport
Check plan to ensure proper gauge plates are supplied for head block ties
Attach head block ties ensuring proper order
4. Drill outer holes wherever temporary joints are required
5. Connect new turnout at side of track
If ...
Then...
welding panels together while thermite weld panels together
out of the track
(approximately 12 welds)
not welding panels out of track
join panels with splice bars and
at least 4 track bolts
IV - Exchange Panels
Turnouts may be changed out in panels under traffic or built as one large panel and slid
into place. It is best if the panels being removed are a little longer on the frog end than
the new panels being set in to reduce problems in placing the new panels. Closure rails
can be cut for the final closure.
After removing a panel, the roadbed must be dug out and leveled for the new, slightly
shorter panel.
1. Disassemble joints or make cut(s) at end(s) of panel
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If end location is...

Then...
at a joint
disassemble joint
not at a joint
cut rail at marked locations
2. Lift old panel from ballast
If ...
Then...
entire turnout is being changed use two large loaders, or crane at
as one panel
frog end and large loader at
point end
using panel by panel change out use crane or large loader(s)
method
3. Move old panel(s) out of way or to designated location
4. Excavate ballast and level roadbed
Dig to desired depth (minimum 75-125mm (3-5) below ties)
Level as much as possible
5. Install new panel(s)
Set panel(s) down in order by laying the point panel first, as close as
possible to marked Point of Switch (PS) to jump-start C&S
Lay each following panel tight to butt against previous panel
6. Repeat Steps 1-5 until all panels laid
V - Prepare Turnout for Surfacing
The final connection of rails should be welded immediately after placement, where
possible. All efforts to place turnout as close as possible to the final alignment of the
track will help reduce the amount of lining and surfacing required.
1. Make connections
If ...
welding
panels
immediately
2.
3.
4.
5.
6.
7.
Then...
together lay panels tight
cut 25mm (1) gap
complete field welding
not welding panels immediately join panels with splice bars and
at least 4 track bolts.
Pre-raise track using sandbags
Pre-line track
Complete final closures
Concentrate on mainline closure first
Straighten or reattach any skewed or fallen ties
Pre-ballast track
Assist C&S with initial adjustment of switch
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VI - Unload Ballast
Ballast must be placed to ensure adequate depth of clean material below the ties as part
of the turnout installation project. At times, dumping stockpiled material into the track
with loaders or hi-rail dump trucks completes all ballasting. In most instances, ballast
cars are used to dump the bulk of the ballast on panelized installations. The following
is a general outline for unloading ballast from ballast cars:
1. Crack all doors on ballast cars
Ensure proper unloading bars/cranks available for old/new cars
2. Move cars into position
Ensure that only loaded cars will move over ballast flooded track
3. Flood track with ballast
Unload between rails first
Unload shoulder ballast
Use ties under loaded car
5. Shake ballast cars outside of unloading limits
Do not shake cars on ballast flooded track
6. Close ballast car doors
7. Do not operate at speeds in excess of 5 mph until track is tamped
VII - Surface and Line Turnout
Surfacing and lining is a major component of a panelized turnout installation. Typically
surfacing/lining operations take place in stages. The following is a general outline for
surfacing and lining panelized turnout installations:
1. Regulate flooded track for tamper
2. Perform surfacing lift on mainline and turnout sides
Lift so that top of rail is within 25mm (1) of design
service
4. Perform final surfacing on mainline and turnout sides
Normally one pass with 25-50mm (1-2) lift and line
service
If ...
Then...
Remove temporary slow order
and resume track speed
Apply railways established slow
orders for designated period
and/or number of trains
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5. Hand tamp at locations where tamping tools cannot reach

Ties on each side of switch rods
Ties that support heel castings, toe of frog and heel of frog
Under frogs (especially if frog is sitting on a base plate)
6. Regulate ballast and add additional ballast if necessary
7. Check track geometry prior to releasing track to service
Surface, alignment and cross-level
Warp and twist behind frog on turnout side
8. Broom track
9. Apply temporary slow orders as necessary
VIII - Complete Quality Control
Quality Control of the panelized turnout installations must be completed to ensure that
the entire operation meets criteria established for the gang, as well as designated
railways standards requirements.
1. Adjust switch (with S&C)
3. Check plates
4. Check fasteners
None missing, high, bent or improperly installed
Inadequate ballast; track geometry; kinky rail or shifted anchors to either
side of installation
9. Ensure Temporary Slow Order is in place to protect track as required
IX - Load Panels
At times, old turnouts are cut into panels and shipped for reclaim or for cascading to
other territories as second-hand panellized turnouts.
Turnout panels are generally handled with a large crane, but can be moved with a large
loader if other hoisting equipment is not available.
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1. Prepare to load panels

Spot A-frame cars in location that allows hoisting equipment to move
while carrying panels
Ensure dwarf and fixed signals or overhead obstructions do not interfere
with equipment hoisting panels
2. Prepare A-frame car for loading
Lay out securing chains
Clean bottom of car
3. Load panels onto A-frame car
Attach 2-part bridle sling to panel
Hoist panel clear of car
Set panel in designated location on car
Secure panel with chains and load binders
4. Waybill car to destination
X - Destress Rail
Hot or cold weather may cause rods to bind on switch ties, alignment problems, or
problems in maintaining throw of switch. Unless panelized turnouts are installed at
temperatures within the designated rail laying temperature range, the entire turnout and
adjacent rails to each side of turnout should be destressed.
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P R O C E S S E S
U N L O A D I N G
Unloading Continuous Welded Rail (CWR)

From rail train (lengths up to 1600 feet)
Overview:
When properly maintained, CWR provides a smooth surface for trains. thereby
reducing damage to customers goods. Additional benefits are reduced maintenance
requirements on the track structure as well as on railroad equipment. Replacement of
worn, defective or jointed rail with CWR requires that rail be welded in lengths of up to
1600 feet to form strings of CWR. Welding and testing of CWR is performed more
efficiently under controlled conditions in the rail butt weld plant (as opposed to being
performed in the field). The strings of CWR produced at the plant must then be
delivered to the proper locations for installation in the track.
Delivery of CWR to the field is accomplished by loading it onto rail trains designed
specifically for this purpose. The rail trains transport the CWR to the desired field
locations where it is unloaded into position to be installed in the track. Preparation is
key in unloading rail efficiently, since unloading strings as close as possible to their final
position in the track reduces the amount of handling required when installing the rail.
Process:
The following process describes the unloading process. Because of the nature of the
work and often-extreme environmental conditions, the utmost regard for safety must
be given top priority.
If-then tables are used to describe where variations to the unloading procedure may
occur.
I - Planning for Rail Renewal
There are three general levels of planning to be considered to complete a rail unloading
project.
1. Pre-project planning (done months/year prior to job)
Emergencies
Work Environment
Material Requirements
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Project impediments
Access

Emergencies
Work environment
Job briefing
Material readiness & distribution
Jump starting gang
II - Preparation
Preparation is key to efficiently unloading rail. In addition to all the planning involved
and recognized Best Practices, the following essential preparations will help maintain
a safe and productive work environment:
o Job briefing with the entire unloading gang, including the work train
crew
o Ensuring all unloading equipment is on hand and in good shape.
Note: The following items may or may not be used with the rail train
provided. Railways will differ in their approach on how they connect
the winch cable to the rail string, how succeeding strings are connected
and how the first string is anchored on the ground.
o Rail shoe (for rail being unloaded)
o Winch cables (for threading rail through threader boxes)
o Rail grip (for anchoring strings on train to rail in track)
o Short cables, clevises and turnbuckles (for rail grip)
o Pigtails (for unloading more than one consecutive string)
Ensuring all location details are known, including:
o List of unloading locations
o Limits (staked out in the field)
o Obstructions in the unloading area (crossings, bridges, turnouts, etc.)
o Exact length of rail required at each location and side of track it is to
be unloaded on
o Single, double or multi-track territory
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III - Set up Ramp & Threader cars

In order to place the CWR beside the track, two specialized cars are utilized to guide
the rail into position.
1) Ramp Car
Contains adjustable height rollers (movable tables) to match the height of
the tier from which rail is being unloaded. This allows the proper angle to
be maintained for rail that is threaded through the threader car, to prevent
the rail from binding or kinking.
2) Threader Car
Used to guide rail off the rail train to its proper position on the shoulder
of the track by threading it through adjustable roller threader boxes
mounted on the sides of the car.
The following procedure is followed to thread rail through the ramp and threader cars,
prior to the actual unloading of rail.
NOTE:
If ...
Rail is already threaded in ramp
and threader cars
Unloading rail on both sides
Then...
Begin at Stage IV - Anchor rail
to be unloaded
Perform
the
following
procedure for the rail on each
side
1. Spot end of threader car at stake (or other mark) that indicates beginning of
unloading limits
2. Attach rail shoe to the leading end of the rail to be unloaded
3. Thread winch cable(s) through threader boxes, over movable table and
connect to rail shoe on string to be unloaded
4. Remove rail tie down on anchor car at middle of rail train, on string to be
unloaded
5. Winch rail over movable table and through first set of threader boxes
6. Hook head puller assembly onto rail and winch rail through end threader
boxes. Head puller assembly may have to be reset. (This assembly allows winching
of the rail through the last set of threader boxes which are located beside the winch at the front
of the threader car.)
Note: In order to reduce the risk of personal injury, unloading personnel must not be
allowed to occupy a position on the deck of the unloading cars or in the vicinity of the
winch cables while rail is being threaded.
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IV - Anchor Rail to be Unloaded

Locomotive(s) are used to push (or pull) the train from under the rail while the rail end
is secured to the existing track.
The following procedure is applicable once the rail has been threaded through the
threader boxes. If rail is being unloaded on both sides, perform the following
procedure for each rail and unload rails simultaneously:
1. Ensure the unloading end of the threader car is spotted at the stakes that mark
the beginning of the unloading limits.
2. Attach chain around a tie or to a rail grip, which will be placed on the head
of the in-track rail behind the unit.
3. Attach cable(s) and turnbuckle(s) to string(s) being unloaded and rail grip or
chain around tie. Ensure turnbuckles are adjusted to the short position so that
tension can be reduced later by lengthening them.
4. Once connected, remove all slack in the chain or cable.
V - Unload Rail
Once rail has been threaded and secured, the actual unloading process begins.
1. Slowly move the train in the direction of unloading to pull rail off the rail train.
(unload slowly so that rollers do not overheat and wear excessively)
If ...
Then...
unloading more than one string connect the additional string(s)
on the same side of the track at a to the trailing end of the
particular location
preceding string using short
cable connectors (pigtails)
through the drilled holes in the
rail ends
2. Stop the train when the end of the threader car reaches the stake which marks
the end of the unloading area
If ...
Then...
the end of the string being unload the entire string.
unloaded is near (i.e. only a short OTHERWISE cut the rail with
piece is left on the train)
an oxy-acetylene torch at the
required length
next unloading area is close
travel at slow speed with rail in
threader box to next location
next unloading area is not close
cut hole in rail, install clevis to
secure rail to side of threader car
before moving to next unloading
area
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3. When finished unloading at a particular location, loosening off the turnbuckle

to reduce the tension will retrieve the rail grip.
VI - Move to Next Unloading Location
The initial process of threading rail through the ramp and threader cars is time
consuming in comparison to the time it takes to unload one string (generally in the
vicinity of 40 minutes to thread and 20 minutes to unload per string). Therefore it is
advantageous to keep rail threaded through the unloading cars as much as possible.
Limiting the amount of travel between unloading points, i.e. unloading rail at locations
that are in close proximity to one another, can greatly reduce the amount of set up time
required. However, DONT leave rail in the threader boxes unless moves are short.
When traveling with rail in the threader boxes, restrict speeds to a maximum of 15
mph if train is making a reverse movement and 25 mph if train is making a forward
movement. If rail is fully on the racks and tie downs applied, train may travel at track
speed.
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GLOSSARY
GENERAL RAILWAY DEFINITIONS
AND COMMON RAILWAY TERMS
A End:
In a railway freight car, the end that does not
have the brake handle; opposite to the B end
SEE B End.
AAR:
See Association of American Railroads
Adjacent Track:
In relation to excepted track and for the purposes
of the Track Safety Standards, any track or tracks
next to a track that is designated as an excepted
track. Any tracks or tracks with centerlines that
are 30 feet or closer to the excepted track in
question are considered as adjacent and speeds on
those tracks must not exceed 10 m.p.h.
Adjustment, Rail:
A process whereby the neutral temperature of
continuous welded rail (CWR) is raised or
lowered through the removing or adding of rail.
Administrator:
The chief officer of the Federal Railroad
Administration. That person has the authority to
issue safety regulations and other emergency
directives.
Advanced Signal:
A fixed signal used in connection with one or
more signals to govern the approach of a train or
engine to such signal.
Advanced Train Control System: (ATCS)
Term referring to the next generation of train
control. Aspects of control include accurate train
location, train and locomotive monitoring and
reporting, computerized analysis and track orders,
and automatic order enforcement.
Adzing Machine:
Portable power-operated machine designed to adz
(smooth) the rail seat on ties to provide proper
bearing for rail or tie plates.
AEI:
See Automatic Equipment Identification System
Air Dump Car:

Hopper Car with air dumping capabilities.
Alinement [or alignment]:
The position of the track or rail in the horizontal
plane expressed as tangent or curve.
Angle Cock:
An appliance used for the purpose of opening or
closing brake pipe on ends of cars, rear ends of
tenders, and front ends of switch engines so
equipped. Provision is made for the supporting
hose at proper angle.
Antisplitting Iron:
A piece of steel strip, beveled on both sides at
one edge, and bent to a desired shape, for
application by driving into the end (cross section)
of a tie or timber to control its splitting.
Approach Track:
In signaling, the section of track on the approach
side of a signal which is equipped with a circuit to
detect the arrival of a train and transmit its
presence to the controlling circuits of the signal
and its associated route. Used to lock a route and
prevent it from being altered once a train has
approached within a safe braking distance, known
as approach control. This prevents the route
being changed at a time when the train could run
onto it and be derailed.
Also use to clear signals normally maintained at
danger until a train has approached within a given
distance. This distance is calculated to ensure the
locomotive engineer sees a red signal as he
approaches. This has the effect of causing the
locomotive engineer to reduce train speed to a
required level, at which point the signal will clear.
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Apron Track:
A railway track along the apron of a pier or dock
used for the direct transfer of cargo between
railways and ships.
AREMA:
American Railway Engineering and Maintenance
Association. North American body for
determination of railway engineering standards.
Articulated Car:
Articulated cars are multi platform cars, which
share a set of inboard trucks.
Two permanently connected rail cars, which for
car accounting purposes are, considered as a
single car each having the same car number. Car
hire charges are assessed as though both cars are a
single unit.
Asbestos:
The name used to describe a group of natural
fibers that are known for their strength and fireresistant properties. Inhaling asbestos fibers
increases the chances of developing lung cancer,
mesothelinoma and asbestosis.
location of trouble spots and to monitor recurring

problems on the same car.
Automatic Train Control:
A train control system for a complete line or lines
supervised from a central control room, often
with a computerized train regulation system and
some degree of automation of the trains.
If a train passes a restricted signal, and the
engineer does not comply with the speed within
20 seconds, a penalty brake application is
administered, which reduces the speed of the
train until lit comes to a complete stop.
Auxiliary Train (Wreck Train):
An auxiliary train is a train ordered to assist in
cleaning up a derailment. It is comprised of
various cars, such as a tool car, kitchen and dinner
car, and a crane car (or derrick), which can lift
derailed cars or units.
B
Back Track:
Is a track which is adjacent to a siding, secondary
track or even another backtrack.
Association of American Railroads (AAR):

An organization of railroads serving the United
States, Canada and Mexico for the purpose of
improving transportation services.
Back-up Valve:
A device, either portable or permanently
connected to the brake pipe, for the purpose of
controlling brakes from the rear end of the train
during back-up movements.
Authority:
An authority is permission to occupy or foul a
track. It is granted in three ways:
signal indication in CTC, ABS, Interlocking
in writing
verbally
Bad Order Car:

A car (rolling stock), with a mechanical problem
serious enough to make car unavailable for use,
which is in need of repair.
Automatic Air Brake:

An arrangement of air brake equipment. A
reduction in the brake pipe pressure, once the
system is charged, causes a brake application and
increasing the brake pipe pressure causes the
release of the brake.
Automatic Block Signal System (ABS):
A series of consecutive blocks which are
governed by block signals, cab signals, or both,
activated automatically by a train engine, or other
certain conditions affecting the use of a block.
Territories in which ABS operating rules apply.
Automatic Equipment Identification (AEI):
Automatic Equipment Identification (AEI) can
be used in connection with the detectors to relay
precise car identification and location. Such
location information is helpful in identifying exact
Balance Speed:
The velocity through a curve whereby the
elevation (superelevation) fully counteracts the
centrifugal force in the train. This may also be
expressed as balancing the forces to equal
amounts on the outside and inside rails of a
curve.
Ballast:
Rock, gravel or other granular material placed on
a road bed to support cross ties and rails and to
aid in holding the desired track geometry.
Ballast Car:
Hopper car equipped with special doors designed
to control the unloading of ballast onto the field
side or gauge side.
Ballast Cleaner:
Any tool used to remove foreign material from
the track.
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Ballast Compactor:
Machine designed to compact loose ballast.
Ballast Curb:
A longitudinal timber placed along the outer edge
of the floor on ballast deck bridges to retain the
ballast.
Ballast Regulator:
Production machine used to smooth and shape
the ballast section.
Ballast Scarifier:
Production machine that removes and loosens
ballast to facilitate the installation of new ties
where old ties have been removed.
Ballast Spreader:
Production machine used to spread ballast evenly
on both sides of the track.
Batter:
Batter occurs when the rail ends at joints are not
secure. As a train passes, the rail ends are
alternately pushed down and then up. When the
rails touch, the ends can become chipped or
cracked.
The deformation of the surface of the head of the
rail in the immediate vicinity of the end.
B End of Car:
In a railway freight car, the end on which the
hand brake is located or toward which the brake
cylinder piston moves when the brakes are
applied.
Best Management Practices (BMP):
Polices, practices, procedures or structures
implemented to mitigate the direct and indirect
degradation of surface water quality from an
activity.
Big Hole:
Emergency application of brakes.
Block:
A length of track of defined limits, the use of
which by a train or engine is governed by block
signals, cab signals, or both, indicating whether or
not the block ahead is occupied.
In signaling terminology, a physical length of
track, the use of which by a train or an engine is
governed by block signals, cab signals, or both.
Also rail cars in a train, grouped together for
movement to the same destination or terminal.
Block Signal:
A block signal is a fixed signal at the entrance to a
block to govern trains and engines entering and
using that block. Block signals prevent a train
from ramming the train or crew ahead by dividing
the main line into segments or blocks and
allowing only one train in the block at a time.
Signals can be set by hand, by remote operation,
or by the passing train itself.
Blocking:
The manner of placing cars in a train to form a
Block.
Blocking Device:
A blocking device is a device that prevents a
controlled signal from being changed to show an
indication less restrictive than stop or prevents
the movements of a controlled switch. It is a
means of sectioning off, or protecting, a segment
of track for a specific purpose such as to protect
maintenance of way personnel, or to route traffic
around an accident.
Block Signaling:
Dividing track into section or blocks and
improving train safety by allowing only one train
at a time within each section. Wayside or cab
signals indicate train-operating messages.
Blue Signal Protection (or Blue Flag
Protection):
Protection provided to protect people working
on, under, or between rolling equipment, in yards,
main lines, or servicing areas, typically through
the use of a clearly distinguishable blue light or
blue flag, and/or the lining and locking of
switches to prevent access to the equipment. The
only person allowed to remove a blue flag is the
person who put it there in the first place.
Bogie:
An assembly of two or more axles and wheel
units, which can be removed from trailers or
containers.
Bolted Track:
Bolted track comes in length usually 39 feet in
length. Bolts and plates to the adjacent sections
fasten it. Rail joints are staggered to reduce the
bounce of cars as they pass over. Bolted rails do
not touch each other to prevent binding as trains
pass over.
Bottom Dumps:
Trailers or rail cars that can be unloaded through
bottom chutes or gates.
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Brake Pipe Hose:

A reinforced tubing with a fitting that a screws
into the angle cock at the end of the brake pipe of
each car or locomotive. The other end of the
hose is fitted with a coupling (gladhand), which
engages with an identical coupling on the
adjoining car. The complete arrangement forms a
flexible air connection between the brake pipes of
the cars and locomotives throughout the train.
Brake Valve, Independent:
A device, manually operated, to control the
application and release of the locomotive brakes.
A feature whereby the locomotive brakes can be
released and applied independently of the train
brakes.
Branch:
A portion of a division designated by a time table.
Rules and instructions pertaining to subdivisions
apply on branches.
Branch Line:
A secondary, local or feeder line of railway
connecting with the main line; also any line other
than a main line. See Main Line.
Branch Line Tracks:
These are secondary line track(s) on a railway.
Trains and engines might be operated with or
without Time Table, train order, or block signal.
Branding:
The identification markings hot rolled in raised
figures and letters in the rail web indicating the
weight of rail and section number, type of rail,
kind of steel, name of manufacturer and mill, and
year and month rolled.
Brownfield:
An abandoned, idled, or underused industrial and
commercial facilities where expansion or
redevelopment is contaminated.
Buckled Track (Sun Kink):
Major irregularity in track alignment that is caused
by excessive compression of the rails. The
formation of a lateral mis-alignment sufficient in
magnitude to constitute a deviation. Normally
occurs when rail temperatures are relatively high
and are caused by high longitudinal compressive
forces. This condition is usually unsafe for train
passage.
Buff Forces:
Compressive coupler forces when slack is in or
running in.
Buffing:
Slack between the couplers running in and
causing compressive (buff) forces in the cars.
Bull Switch:
A yard switch that divides lead tracks.
Bumping Post:
Braced block placed at the end of a track to
prevent equipment from running off the track.
Also called a car stop.
Burro Crane:
A self-propelled crane on railway wheels. The
crane equipped with drawbars can be moved in a
train or can move one or two flat or dump cars
under its own power. The crane can be equipped
with dragline, shovel, rail hooks, or electromagnet.
Burrs:
The rough edges left at the end of a rail when
sawed; or on the side of the web when drilling
bolt holes.
Bus Bar:
A termination point for multiple electrical
conductors.
C
Cab Signal:
A signal located in the locomotive engineers
compartment or cab, indicating a condition
affecting the movement of a train or engine and
used in conjunction with interlocking signals and
in conjunction with or in lieu of block signals.
Special instructions are issued to govern the
operation of cab signals where in use.
Camp Cars:
Cars used to house Maintenance of Way and
Structures (MW&S) employees on line of road
near work sites.
Canadian Rail Operating Rules (CROR):
This is the operating rule book that governs
Canadian railroads.
Cant:
The inward inclination of a rail, affected by the
use of inclined: surface tie plates, usually
expressed as a rate of inclination, such as 1 in 40,
etc.
Cant Deficiency:
The difference between the actual superelevation
and calculated equilibrium superelevation. See
Balance Speed.
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Car Department Personnel:

Their duties include the maintenance of railway
rolling stock equipment.
Car Retarder:
See Retarder, Car.
Catenary:
The overhead contact wire and the associated
system of support wires used on an electric
railway.
Cautionary Limits:
Limits indicated in a time table in which
cautionary rules apply.
That portion of the main track or main tracks
within limits defined by cautionary limit signs.
Cautionary Limits Sign:
A yellow, reflective square placed to define
cautionary limits.
Center of Gravity:
That position in a rail car where it would be
balanced in all directions if supported from a
single point. Typical center of gravity for freight
equipment is about 96 inches above the top of
rail. On passenger equipment, center of gravity
is about 84 inches above the rail. The lateral
forces encountered in a car body are of a greater
magnitude for equipment with higher center of
gravity.
Centralized Traffic Control (CTC):
This method of control consists of controlled
block signals and dual control switches controlled
by the Rail Traffic Controller, from a central
location, for both opposing and following
movements on the same track. Train movements
are authorized by block signals whose indicators
supersede the superiority of trains.
Change in Crosslevel:
The mathematical value between two crosslevel
measurements. Adding two opposing rail values
or subtracting two same rail values obtains
change.
Chord:
A straight line of specified length between two
points on the gage line on the high rail of a curve.
A wire or string called a stringline is used in the
field to project a chord, which is used to measure
the mid-chord offset.
Classes of Track:
A categorization of track based on the maximum
allowable operating speed.
Classification:
The act of switching rail cars for sorting,
segregating or grouping according to their kind,
contents or destination.
Classification Yard:
A set of tracks where rail cars are sorted,
segregated or grouped according to their kind,
contents or destination. (classification)
Clearance:
An authority issued to permit trains to operate
outside of yard limits, cautionary limits or
switching zones. The time table may require a
clearance to operate in yard limits, cautionary
limits, or switching zones.
Clearance Limits:
The dimensions beyond which the size of, or
projections of a shipment may not extend in
order to clear such things as switch stands,
platforms, tunnels, low bridges, etc.
Clear a Track:
Is a term used to describe a train/engine or other
movement, which has moved off the main track
or out of the way (e.g. of a siding, backtrack).
Clear Block:
A block not occupied. Sometimes used to denote
a clear signal indication.
Closure Rails:
The rails between the parts of any special
trackwork layout, as the rails between the switch
and the frog in a turnout (sometimes called the
Lead Rails or Connecting Rails); also the rails
connecting the frogs of a crossing or of adjacent
crossings, but not forming parts thereof.
Coach Yard:
A set of tracks where rail passenger cars are
stored, cleaned, generally maintained and
assembled into trains.
Collective Bargaining Agreements:
The labor contracts between the Company and its
trade unions.
Compromise Joint:
A joint for uniting the abutting ends of
contiguous rails of different rail weights, or of
rails of the same rail weights but of different
drillings.
Concrete Ties:
Ties made of concrete are gaining wider use as
the demand and cost of wood increases. For
large-scale projects, the cost for concrete ties is
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generally comparable to wooden ties. Concrete

ties are reported to be stronger and have a longer
life than wooden ties, but they lack the elasticity
of wood. Some companies use concrete ties on
curves or grades where their strength is an asset.
Abrasion from the ballast sometimes leads to
concrete tie failure. Rail clips are used to fasten
the rail concrete ties.
Conductor:
The person officially in charge of the trains
overall operation. S/he also does most of the
paperwork associated with the handling of the
train.
Conflicting Movement:
An engine or train is authorized to move in the
same direction as another engine or train or is on
converging routes.
Consist:
A listing showing the train number, the dates and
times of departure as well as arrival; the
locomotive, radio and caboose number; the initial
and car numbers of each car on the train; the
billing of these cars; the special handling of the
cars and the name of the conductor. It reflects all
activities that took place on the movement of cars
between any two stations.
Consolidated Code of Operating Rules:
An operating rule book formerly used in much of
the USA.
Continuous Welded Rail (CWR):
Traditionally, track was laid in lengths of 39 with
a joint between each to allow for expansion and
contraction due to heat and cold. Joints were
points of high maintenance. Continuous Welded
Rail typically consists of lengths between 400 and
1600 feet in length and the joints between them
are eliminated by in-place welding using portable
equipment. Without joints, expansion and
contraction can result in buckling in high
temperatures and breaking in cold conditions.
Control Cooled:
A method of controlling the cooling rate of steel
products. For rails this is accomplished by placing
75 to 150 rails in an insulated container. Control
cooling common after about 1936.
Controlled Block:
A block in CTC between consecutive controlled
locations.
Controlled Block Signal:
A block signal at a controlled location in CTC,
which is capable of displaying a Stop indication
until, requested to display a less restrictive

indication by the RTC.
Controlled Location:
A location in CTC consisting of one or more
controlled block signals.
Controlled Point:
A location designated by number where a control
operator controls signals and/or switches of a
CTC system.
Controlled Siding:
A siding within CTC or interlocking limits, the
authorization for use of which is governed by
signal indication or control operator.
Controlled Signal:
A control operator controls an absolute signal,
the aspect of which.
Conventional (Jointed Track):
Track consisting of rail joined together and
fastened to the ties by spikes and tie plates.
Corrugated Rail:
A rough condition on the Rail treads of alternate
ridges and grooves, which develops in service.
(Corrugation)
Creep:
Creep refers to the longitudinal stretching of the
rail under the loads. Related to lipping, it involves
the stretching of the entire rail and not just the
ends. Rail creep is a problem associated with
CWR and manifests itself by rail ends touching or
by rail buckling.
Crew Calling:
The process in which train crews are called for
assignment.
Crib:
1. The space between two adjacent ties.
2. A retaining structure.
Critical Habitat:
A
geographic
area,
which
maintains
biological/physical,
features
essential
to
conservation of a species and which may require
(by law) special management consideration, or
protection.
Crossbucks:
A term for railway crossing sign with crossed
arms.
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Crossing (Track):
A structure, used where one track crosses another
at grade, and consisting of four connected frogs.
(Rail Crossing, Diamond)
Bolted rail: A crossing in which all the
running surfaces are of rolled rail, the
parts being held together with bolts.
Manganese steel insert: A crossing in
which a manganese steel casting is
inserted at each of the four intersections,
being fitted into rolled rails and forming
the points and wings of the crossing
frogs.
Solid manganese steel: A crossing in
which the frogs are of the solid
manganese steel type.
Movable point: A crossing of small angle
in which each of the two center frogs
consists essentially of a knuckle rail and
two opposed movable center points with
the necessary fixtures.
Single-rail: A crossing in which the
connections between the end frogs and
the center frogs consist of running rails
only.
Two-rail: A crossing in which the
the center frogs consist of running rails
and guard rails.
Three-rail: A crossing in which the
the center frogs consist of running rails,
guard rails, and easer rails.
Crossing plates: Plates interposed
between a crossing and the ties or other
timbers to protect the ties and to better
support the crossing by distributing the
loads over larger areas.
Center frogs: The two frogs at the
opposite ends of the short diagonal of a
crossing.
End frogs: The two frogs at the opposite
ends of the long diagonal of a crossing.
Knuckle rail: A bend rail, or equivalent
structure, forming the obtuse point
against which the movable center points,
of a movable point crossing or slip switch,
rest when set for traffic.
Movable center point: One of the
movable tapered rails of a movable point
crossing or slip switch.
Running rail: The rail or surface on
which the tread of the wheel bears.
Crosslevel:
The relationship in altitude that the two rails of a
track has in relation to each other. Where both
rail treads are of equal altitude, the track is
considered as having zero crosslevel at that point.
See Level.
Crossover:
Two turnouts with the track between the frogs
arranged to form a continuous passage between
two nearby and generally parallel tracks.
Double: Two crossovers in which a
movement may cross from the first to the
second track in either direction or from
the second track to the first track in either
direction.
Cross-spans:
Catenary wire system, which permits continual
contact with the energized conductor at street or
other trolley crossings.
CTC:
See Centralized Traffic Control.
Cultural Resource:
Any phenomenon associated with prehistoric or
historical events, themes or individuals. They are
in most cases unique, fragile and non-renewable.
Section 106 of the National Historic Preservation
Act requires all Federal Agency undertakings to
take into account their effect on historic
properties.
Current of Traffic:
The movement of trains on a main track, in one
direction, specified by the rules.
Curved Lead:
The distance between the actual point of switch
and the half-inch point of the frog measured on
the outside gage line of the turnout.
Curved Track:
Curved track is measured by degrees, with most
main track curves falling between 1 and 5 degrees.
The degree of curvature is the angle subtended at
the center of a simple curve by a 100_foot chord.
Curves require more power from locomotives,
and the forces present while a train negotiates a
curve increases rail and car wear. Stronger track,
ties and additional spikes are used in curves in
order to take the added loads.
Cut:
String of cars.
Cut Spikes:
Cut spikes are driven into the wooden ties and
help to keep the rail upright. For tangent
(straight) track, generally only two spikes per rail
per tie are used. On curved or graded track,
additional spikes are necessary.
CWR:
Continuous Welded Rail
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Daily Operating Bulletin (DOB):

Instructions regarding track condition restrictions
and other information which affect the safety and
movement of a train or engine within limits
indicated in the time table or specified in special
instructions.
Dangerous or Hazardous Goods:
Articles or substances, which are capable of
posing a significant risk to health, safety or
property when transported.
Dark Territory:
A section of track that is unsignaled.
Dating Nail:
A nail with a head having a raised or depressed
number of symbol which is driven into a
longitudinal surface of a pile, pole, tie, or timber
to identify the year in which the material was
treated.
Deadhead:
Transportation of employee at companys
expense. Also applies to equipment, i.e., engines,
passenger, coaches, etc.
Debris Shoots:
Locations where rock or snow slides are prone to
move down from mountains or high hills.
Depth (Ballast):
The distance from the bottom of the tie to the
top of the subgrade.
Depressed Point:
A frog design that incorporates a profile with the
tip of the frog point that is slightly lower than the
rail tread. This design reduces the wheel tread
impact that would otherwise occur if the tread
adjacent to the point and the frog point were
level.
Depressed Track:
Track lower than ground level.
Derail:
Derails are mechanical devices in the track that
intentionally derail a car or train. The idea behind
a derail is that it is often better to derail a car
rather than to have it continue on the track and
cause more damage to life or property. Typically,
derails are used to prevent trains from running
through an open bridge, or are set as a safety
measure to protect workers or other trains. (See
also Switch Point Derail.)
Designated Switch:
A main track switch, at the station at either end of
a subdivision, which is marked by a sign
displaying the symbol and indicated in the time
table by location.
Desired Rail Installation Temperature:
The optimum temperature that continuous
welded rail (CWR) should be installed or adjusted
and anchored based on the local temperature
range. Such a temperature will keep the axial
(compression and tension) forces within
acceptable limits during the extreme temperatures
throughout the calendar year. It is possible to
obtain this temperature by artificially heating the
rail or by physically stretching the rail with
hydraulic rail pullers.
Deviation:
A geometric measurement or physical attribute of
the track that is beyond the minimum specified
regulatory requirement.
Diamond:
A place where two railway tracks cross each
other.
Difference in Crosslevel:
The change in crosslevel between any two points
less than 62 ft apart.
Direct Train Control:
Dispatcher-directed authority issued to permit
track usage not contained in the operating rules
using specified blocks to identify the limits of
track authorization.
Dispatcher:
See Rail Traffic Controller.
Distant Signal:
A fixed signal outside of a block system, used to
govern the approach to a block signal,
interlocking signal or switch point indicator. It
will not convey information as to conditions
affecting the use of the track between the distant
signal and block signal, interlocking signal or
switch point indicator to which approach is
governed. A specific sign on the signal mast
identifies it.
Disturbed Track:
Track that has been shifted or loosened from the
ballast thereby reducing the ability of the track to
maintain required geometry during thermal or
dynamic forces.
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Ditch Lights:
Lights on a locomotive that shine off to the sides
of the path in front, instead of directly in front
like a headlight.
Division:
A portion of the railroad designated by time table.
Double-heading:
The use of two or more locomotives to pull a
train.
Doublestack:
A SPINE CAR that can accommodate containers
placed one on top of the other, maximum two
containers high.
Some doublestacks are articulated and exceed two
hundred feet in length.
Double Track:
Two main tracks, on one of which the current of
traffic may be in a specified direction and on the
other in the opposite direction. In CTC, trains
generally may operate in either direction on either
track.
Downed Tie:
When the track is jacked up, a tie that does not
come up with the rail.
momentum to a different track than that being

used by the engine.
Dual Control Switch:
A switch equipped for powered operation, also
equipped for hand operation.
Dump the Air:
Emergency application of the air brakes causing a
train to stop abruptly, usually causing damage to
the merchandise being carried or to the train
equipment itself.
Dwarf Signal:
A signal, usually proportioned smaller than a high
signal, mounted low, on the ground or just above
it. Usually intended for use in low-speed areas
such as terminals or yards, for trains traveling
against the current of traffic. Dwarf signals
aspects may or may not match high signal aspects
of the same name. On some railroads, dwarf
signals can only display the lowest speed aspects.
Dynamic Brake Interlock (D.B.I.):
A device installed on a locomotive to prevent the
locomotive brake from applying, when an
automatic brake application is made during
dynamic braking operation.
Draft Gear:
Draft gear act as shock absorbers between
railroad cars.
Dynamic Braking:
A method of train braking where the kinetic
energy from the train movement generates
current at the locomotive traction motors and is
dissipated in a resistor grid on the locomotive.
Drag:
Slow freight train.
Dynamite:
Emergency application of brakes.
Drawbar:
The part of a railway car that connects the car to
the coupler. Its usually not fastened directly to
the car frame, but connects to the car through a
spring-loaded draft gear that allows the coupler to
move in or out slightly, cushioning the impact of
sudden starts and stops.
Drift Bolt:
A piece of round or square metal, with or without
head or point and of specified length, driven into
timber to secure a connection between members
such as caps and stringers.
Drill Track:
See Track: Drill
Drop or Running Switch:
When a car being pulled by an engine in a facing
point movement toward a switch is cut off in
motion and allowed to proceed under its own
Electric Switch Lock:

An electric lock connected with a hand-operated
switch to prevent its operation until the lock is
released.
Elevation:
See superelevation.
Emergency Application:
A rate of brake pipe reduction fast enough to
cause the control valves to move to emergency
position.
Emergency Stop:
An application resulting from an emergency rate
of brake pipe reduction which causes the brakes
to apply quickly and with maximum braking force
for the shortest practical stopping distance.
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Endangered Species:
Any animal or plant species that is in danger of
extinction. Regulations regarding endangered
species vary from Country to Country.
End Hardening:
Heat treatment of the top portion of the heads of
rails at the ends to minimize rail batter.
End of Train Device (EOT):
A device, which enables the operation of a train
without a manned caboose. This device serves as
a marker and provides information regarding the
train line air pressure to the engineer.
End Overflow:
A projection of metal into the joint gap at the top
or side of the head of a rail.
Engine (Eng):
A unit propelled by any form of energy, or a
combination of such units operated from a single
control, used in train or yard service.
Engine Burns:
See Rail Defects: Engine Burn Fracture
Equilateral Turnout:
See Turnout: Equilateral.
Event Recorder:
A device that records operator activities such as
throttle position, dynamic brake position, horn
and bell operation as well as train parameters
(speed, air pressures, relative location).
Excepted Track:
Low speed track exempted from meeting certain
requirements of the Track Safety Standards.
Exemption or Waiver:
A procedure by which a railroad may not be
obligated to comply with a specific regulation
based on special circumstances. The FRA may
grant a waiver when a railroad submits a petition
that demonstrates that the regulation in question
is burdensome and compliance will not affect
safety.
F
Facing Point Movement:

A movement toward or over a switch, in which
the movement approaches the switch points first.
Fastenings:
Joint bars, bolts, and spikes.
Auxiliary: Nutlocks, spring washers, tie
plates, rail braces, and anticreep-devices.
Federal Railroad Administration (FRA):

A U.S. Federal agency attached to the
Department of Transportation. The FRA serves
as the principal organization for assistance to the
Secretary of Transportation on all matters relating
to rail transport and safety.
Field Side:
The side of the rail away from the center of the
track.
Fish-Plate:
A short piece lapping a joint, secured to the side
of two members, to connect them end-to-end.
Fishing Space:
The space between the head and base of a rail
occupied by the joint bar.
Fixed Signal:
A signal or sign at a fixed location indicating a
condition affecting the movement of a train or
engine.
Flagging Distance:
The distance a flag must be placed before and
after a location where movement of a train is
restricted and not protected in another way.
Flagging distance and location are regulated by
government regulations and/or rules.
Flagging Equipment:
Flagging equipment consists of red flags, red
fusees and torpedoes and by perhaps by nights, a
white light. Quantities and exact equipment
required can vary from one railway to another.
Flag Man:
An employee authorized to restrict the movement
of trains through the use of flags.
Flag Protection:
A method of protecting track using colored flags
to notify a train of a situation ahead.
Flange Bearing Frog:
A frog designed with a shallow flangeway depth
whereby wheel flanges will contact the casting
and raise the wheel treads slightly up thereby
eliminating the impact that otherwise occurs on
conventional frogs.
Flanger:
A car with special blades used to remove snow or
gravel from between the rails.
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Flangeway:
The space between a running rail and an active
guard rail, which provides a passageway for wheel
flanges.
Depth: The depth of the wheel flange
passageway, or the vertical distance from
the top of the tread surface to the top of
the filler or separator introduced between
the tread portion and the guard portion of
a track structure.
Flare: A tapered widening of the
flangeway at the end of the guard line of a
track structure, as at the end of a guard
rail or at the end of a frog or crossing
wing rail.
Opening: The distance between the gage
line and the guard line of a track structure
at the wider end of the flare.
Width: The distance between the gage
line and the guard line of a track structure,
which provides a passageway for wheel
flanges.
Flat Spot:
Loss of roundness of the tread of a wheel, caused
by wheel-sliding.
Flat Yard:
A yard where car switching is dependent on
locomotive power with little assistance from
gravity.
Foot Guard:
A filler for the space between converging rails to
prevent the feet of persons from becoming
accidentally wedged between the rails.
Foreign Car:
A car on the rails of a carrier by which it is not
owned.
Foreign Line Foreign Carrier:
A term used by a carrier in making reference to all
other rail companies, collectively.
Foul a Track:
Obstruction of the train profile envelope by men
and equipment on or about a track. Under
Roadway Worker Protection Regulations,
encroachment closer than 4 feet of the field side
of the rail.
Fouling Point:
Location on the turnout back of the frog at which
insulated joints or derails are placed at or beyond
a clearance point.
Foul Time:
Means of establishing On-Track Safety inside the
limits of a controlled interlocking
Frog:
A track structure used at the intersection of two
running rails to provide support for wheels and
passageways for their flanges, thus permitting
wheels on either rail to cross the other.
Bolted rigid frog: A frog built essentially
of rolled rails, with fillers between the
rails, and held together with bolts.
Clamp: A frog built essentially of rolled
rails, with fillers between the rails, and
held together with clamps.
Moveable Point Frog: A frog with
movable rails at a shallow angle, which
form a continuous path. The movable
point frog is used in track crossings and
slip switches
Railbound manganese steel frog: A
frog consisting essentially of a manganese
steel body casting fitted into and between
rolled rails and held together with bolts.
Rigid Frog: A frog made of tee rails
milled and fitted to form an assembly held
together with frog bolts and filler blocks.
Self-guarded (flange frog): A frog
provided with guides or flanges, above its
running surface, which contact the tread
rims of wheels for the purpose of safely
guiding their flanges past the point of the
frog. Used only in low speed areas such as
yards and industry tracks.
Spring-rail frog: A frog without fillers
between the frog point and one wing rail
and with springs holding the wing rail up
against the frog point. Traffic on the
main track side of the frog has an
uninterrupted surface for the passage of
wheels. The diverging traffic opens the
spring wing rail when each wheel passes.
Spring frogs are right and left-hand
depending on which track requires the
unbroken path.
Spring-rail frog, right hand and left
hand: Standing at the toe end of a springrail frog and looking toward its point, a
right-hand frog has the movable wing rail
located on the right-hand side, and a lefthand frog has the movable wing rail
located on the left-hand side.
Angle: The angle formed by the
intersecting gage lines of a frog.
Half-inch: A point located at a
distance from the theoretical point
toward the heel equal in inches to
one-half the frog number, and at
which the spread between the
gage lines is inch. It is the
origin from which measurements
are usually made.
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Guard: The point formed by

guards introduced or extended
into the toe portion of a frog.
Heel end of: That end of a frog,
which is the farther from the
switch; or, the end which has both
point rails or other running
surfaces between the gage lines.
Heel length: The distance
between the heel end and the halfinch point of a frog, measured
along the gage line.
Heel spread: The distance
between the gage lines at the heel
end of the frog.
Number: The number of units of
centerline length in which the
spread is one unit.
Point: That part of a frog lying
between the gage lines extending
from their intersection toward the
heel end.
Theoretical: The point of
intersection of the gage lines of a
frog.
Throat of: The point at which the
converging wings of a frog are
closest together.
Toe end of: That end of a frog,
which is nearest the switch; or, the
end, which has both gage lines
between the wing rails or other
running surfaces.
Toe length: The distance
between the toe end and the halfinch point of a frog, measured
along the gage line.
Toe spread: The distance
between the gage lines at the toe
end of the frog.
Wing wheel risers: Raised
portions provided on the top
surfaces of the wings of a frog,
more particularly when of
manganese steel design, directly
opposite the point and gradually
sloping down to the general level
of the running surface, thereby
providing additional metal at
those parts of the frog which
usually wear out first, and also
making the transverse contour
conform more closely to that of
the tread of a tapered wheel.
Wing Rail: The rails of the frog
that are the running rails in the toe
of the frog and flare out to nonrunning rails in the body of the
frog.
Frost Heaves:
Frost heaves occur when cold weather expands
the water trapped in the ballast. Frost heaves can
promote deterioration of the ballast or might
even throw track out of alignment.
Fusees:
Red flares used to signal approaching trains.
Operating rules govern the use of fusees.
G
Gage (of Track):

The distance between the rails, measured at right
angles thereto 5/8 inches below the top of the
rail. (Standard gage is 4 feet 8-1/2 inches or 561/2inches.)
Gage (Track Tool):
A device by which the gage of a track is
established or measured.
Gage Rod:
Gage rods are pieces of metal that connect rails
(parallel to the ties) to prevent rail separation or
rollover and to maintain gage. Generally, gage
rods are used on bridges and other structures
where rail gage is extremely important.
Gage Side:
The side of the rail towards the center of the
track.
Gauging of Track:
To reposition rails to the required track gauge and
holds in position with spikes or a resilient
fastener.
General Bulletin Orders (GBO):
Instructions regarding track condition restrictions
and other information, which affect the safety
and movement of a train or engine.
Grade Line:
The line on the profile representing the tops of
embankments and the bottoms of cuttings ready
to receive the ballast; and is the intersection of the
plane of the roadbed with a vertical' plane
through the centerline.
Grade Rail:
One track is designated as the line rail. When
laying new track, the line rail is laid first. One
existing track, the line rail is usually the right hand
rail running either north or west. Around curves,
the line rail is always the outside rail. On double
track, the line rail is generally the outside of each
track pair. Whenever adjustments to gage are
necessary, the line rail remains stationary, and the
other rail is brought into line with it. Line rails are
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Switch: A rail or other track structure laid

parallel with the running rail ahead of a
split switch and forming a flangeway with
the running rail, to hold the wheels of
rolling stock in correct alignment when
approaching the switch
One-piece: A guard rail consisting of a
single complete unit, either fabricated or
cast, so designed that no auxiliary parts or
fastenings other than spikes are required
for its installation.
Adjustable filler block: A metal block of
two or more parts acting as a filler
between the running rail and the guard
rail and so designed as to provide varying
widths of flangeways.
Brace: A metal shape designed to fit the
contour of the side of the guard rail and
extend over the tie, with provision for
fastening thereto, to restrain the moving
or tilting of the guard rail away from the
running rail.
Brace, adjustable: A guard rail brace
which may be adjusted laterally with
respect to the rail, to vary the distance
between the guard rail and the running
rail.
Clamp: A device consisting of a yoke and
fastenings designed to engage the running
rail and the guard rail and hold them in
correct relation to each other.
also used for determining and correcting track

surface.
Gravity Yard:
See Hump Yard.
Grooved:
A cross tie which has had machine-gouged
depressions across its top into which ribs on the
bottom of a tie plate may fit.
Gross Ton:
2,240 pounds, essentially same as Metric Tonne.
Gross Ton Miles:
The movement in line-haul service of
transportation equipment and contents, for a
distance of one mile. The weight of the haul is
expressed in tons of 2,000 pounds.
Gross Ton Miles Per Train Mile:
The number of gross ton miles divided by the
number of train miles. Gross ton miles of
locomotive and tender are excluded unless
otherwise stated.
Grossly Negligent Violation:
Ignoring an obvious condition when there is a
serious hazard exposing railroad employees or the
general public to death or injury.
Guard Check Gage:
The distance, measured at a right angle to the
track, between the guarding face of a guard rail
and the gage line at a frog point.
Guard Face Gage:
The distance, measured at a right angle to the
track, between the guarding face of a guard rail
and the face of a frog wing rail.
Guard Line:
A line along that side of flangeway, which is
nearer the center the track, and at the same
elevation as the gage line.
Guard Rail:
A rail or other structure laid parallel with the
running rails of a track to prevent wheels from
being derailed; or to hold wheels in correct
alignment to prevent their flanges from striking
the points of turnout or crossing frogs or the
points of switches. A rail or other structure laid
parallel with the running rails of a track to keep
derailed wheels adjacent to running rails.
Frog: A rail or other device to guide the
wheel flange so that it is kept clear of the
point of the frog.
Guard Rail, Active:

Any rail other than a running rail that the back of
wheels makes contact. An example is a frog
guard rail.
Guard Rail, Passive:
Any rail other than a running rail that wheels do
not normally make contact. An example is an
emergency guard rail on a bridge.
Guard Rail, Timber:
A longitudinal timber placed outside of the track
rail, to maintain the spacing of ties.
H
Harmonics:
The side-to-side motion of rolling stock that
occurs due to repeated crosslevel changes that are
spaced in such a manner that the speed of the
movement, truck spacing and the track
irregularities are synchronized.
Hazardous Materials:
Cargo that poses a risk to individuals and/or the
environment, the movement of which is governed
by the Department of Transportation
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Regulations. Hazardous Materials (hazmat)

include corrosive materials, poisons and
explosives among other substances.
Head Wear:
Head wear refers to the normal wear that occurs
to the rail head. Over time, the rail head becomes
deformed because of the constant rubbing of the
wheel flanges as they bump into the track. Head
wear is especially seen in curves where flange-rail
friction is greatest.
Heel of Switch:
The end of a switch rail closest to the frog.
Helper Service:
Additional locomotive power used to assist trains
while climbing ascending grades.
Highball:
OK to go. All OK.
High/Wide Load:
A load that exceeds clearance limits.
Clearance Limits
See
Highly Visible Marker (HVM):

A marker light present on an End-of-Train device
indicating the tail end of a train.
Hi-rail Equipment:
Equipment designated to travel on rail as well as
on pavement, used primarily for the inspection of
track conditions and for maintenance of way.
Hi-rail Inspection Vehicle:
A self-propelled vehicle equipped with both steel
wheels and rubber tires for movement on either
railway tracks or highways. Normally used by
division personnel conducting track inspections.
Hog Head or Hogger:
Locomotive Engineer; controls the locomotive.
Holddown Housing:
An upside down U shaped steel strap attached to
a spring frog.
Hole:
Slang for a passing track, which allows one train
to pass another.
Hood:
The part of the locomotive behind and/or in
front of the cab. Most freight locomotives have a
long hood behind the cab and a short hood in
front of the cab. Most modern freight
locomotives run short hood forward.
Horn (Spring Frog):

A metal prong on the side of a spring wing rail, it
projects into a hold down housing on a spring
frog to prevent vertical movement of the spring
wing rail.
Hospital Train:
A hospital train is a train that is carrying damaged
cars.
Hostler:
A person who operates engines in engine house
area and works under the direction of a
Mechanical Department foreman or supervisor.
Hot Box:
Where a journal on the wheel of any rolling stock
has run hot due to lack of lubrication or internal
defect.
Hot Box Detector (HBD):
The device is located at track level. It detects
overheated journal bearings. A train must be
immediately stopped and inspected when
evidence of an overheated bearing or other
defective condition is suspected. Overheated
bearings, etc. are critical as they can easily derail a
train at speed. Sometimes supplemented by
smart acoustic sensors that listen for stuck
brakes and failing bearings.
As bearings on car axles begin to fail, the turning
axle creates heat that can cause axles to freeze or
break off. Special roadside detectors can sense
heat or excessive noise coming from the bearings
as the train passes. If a fault is detected, the hot
box detector sends a message directly to the train
giving side and axle locations. Such detection
devices are typically spaced 20 50 miles apart.
They can catch many but not every fault.
Hot Wheel Detectors:
Similar to hot box detectors, hot wheel detectors
sense excessive wheel heat caused by stuck or
unreleased brakes.
Hours of Service:
A government regulation which determines the
number of hours covered employees (defined by
law and regulations) may work before going offduty for a specified length of time.
Hump:
A small hill in a rail yard.
Hump Yard:
A yard where freight trains are broken up and rail
cars are classified (sorted and segregated).
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Trains are pushed by motive power to the summit

of an artificially constructed elevation, uncoupled
and allowed to run down the other side by means
of gravity.
Remote control operated switches are used for
classification of rail cars and the speed is
controlled by Automatic Car Retarders.
Hunt, Hunting:
A lateral instability of a train truck, generally
occurring at high speed, and characterized by one
or both wheelsets shifting from side to side
(hunting) with the flanges striking the rail. The
resulting motion of the car causes excessive wear
in car and truck components, and creates
potentially unsafe operating conditions. In freight
equipment, this generally occurs when empty or
lightly loaded with worn wheelsets.
I
Idler Car:
Usually a flat car used in the transportation of an
article or shipment, the length of which extends
beyond the limits of the car carrying the
shipment. The shipment extends over but does
not rest on the idler car.
In the Clear:
When equipment or train is clear of main line.
Incident:
Any event involving the movement of railroad
on-track equipment that results in a death, a
reportable injury, or a reportable illness, but in
which railway property damage does not exceed
the reporting threshold.
Inclined Catenary:
Main messenger wire in a catenary system that is
offset to the field side of the contact wire
supported by the main messenger.
Independent Brakes:
Independent brakes are the brake controls in the
locomotive that apply the brakes on the
locomotives only.
Initial Station:
For a regular train, it is the station at which its
schedule is first time on each subdivision.
Inner Guard Rail:

A longitudinal member, usually a metal rail,
secured on top of the ties inside of the track rail,
to guide derailed car wheels. Used mostly on
bridges.
Insulated Joint:
A rail joint designed to arrest the flow of electric
current from rail to rail by means of insulation so
placed as to separate the rail ends and other metal
parts connecting them.
Interchange or Interchange Point:
A place where the line of a railway company
connects the line of another railway company and
where loaded or empty cars may be stored until
delivered or received by that other company.
Interlocking:
A configuration of switches and signals
interconnected to direct trains along different
routes, the limits of which are governed by
interlocking signals.
An arrangement of interconnected signals and
signal appliances for which interlocking rules are
in effect.
An arrangement of signal appliances so
interconnected that their movements must
succeed each other in proper sequence. It may be
operated manually or automatically.
Interlocking consists for most of them of
controlled block signals with dual-control
switches that are controlled by the dispatcher.
Interlocking Limits:
The tracks between the extreme or outer
opposing interlocking signals of an interlocking.
Interlocking Signals:
The fixed signals of an interlocking, governing
trains and engines using the interlocking limits.
Intermodal Traffic:
Traffic, which moves in containers, trailers on
flatcars.
Traffic, which moves in via two or more different
modes of transport.
J
Initial Terminal:
Where train is originally made up.
Initials, Car:
Initials, which signify the name of the railway car
owner.
Job Briefing:
When two or more employees meet to discuss the
task to be performed, including work plans,
awareness of safety issues, etc.
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Joint Authority:
Two or more parties involved in train operations
or track maintenance who must work together
and ensure protection against each other.
Joint Facility:
Two or more railways jointly operating on the
same segment of tracks, covered by agreement
between the affected railroads.
Joint Gap:
The distance between the ends of contiguous rails
in track, measured at a point 5/8 inch below the
top of the rail on the outside of the head.
Joint, Rail:
Joint Bar, also know as an Angle Bar A
fastening design to unite the abutting ends of
rails.
Ladder Track:
A multiply branched track allowing train
movements from one track to one of many
tracks. Frequently found at the ends of yards or at
both sides of large passenger stations. A series of
turnouts providing access to any of several
parallel yard tracks.
Lading:
That which constitutes a load. The freight in a
car, vessel, or truck.
Lap (RR):
A surface defect on metal appearing as a seam
caused from folding over hot metal, fins, or sharp
corners and then rolling or forging, but not
welding them to the surface.
Joint Stagger:
Conventional track with bolted joints placed in
such a manner that the joints are placed in an
alternating position. In a staggered configuration,
each joint will be positioned in the center two
thirds of its opposite rail.
Lateral Mis-alignment:
A departure in the desired horizontal alignment
of a track.
Journal:
The bearing in which an axle turns.
Lead:
The distance between the actual point of the
switch and the half-inch point of the frog.
Actual: The length between the actual
point of the switch and the half-inch
point of the frog measured on the line of
the parent track.
Curved: The distance between the actual
point of the switch and the half-inch
point of the frog, measured on the outside
gage line of the turnout.
Theoretical: The distance from the
theoretical point of a uniform turnout
curve to the theoretical point of the frog,
measured on the line of the parent track.
Journal Box:
The metal housing on a plain bearing truck that
encloses the journal bearing, and the wedge. It
also holds the oil and lubricating device.
K
Kick:
When a car being pushed by an engine is cut off
in motion and allowed to move under its own
momentum while the engine stops or slows.
Kicker:
A common expression for an emergency brake
application, which occurs when a service brake
application is intended, or when no application is
intended.
Kinky Rail Condition:
A series of short departures in the desired
alignment of the track, usually an indication of
thermal stress.
Knuckle:
The Knuckle is the opening and locking
mechanism of the coupler. With the Knuckle
open, on-coming cars will couple and lock
automatically. To release, pressure on the
Knuckle is removed and the lock pin is removed.
Lateral Turnout:
See Turnout: Lateral.
Lead Curve:
The curve in a turnout interposed between the
switch and the frog.
Level:
The condition of the track in which the elevation
of the two rails transversely is the same.
(Crosslevel)
Light Engine:
A locomotive proceeding under its own power,
not pulling a train. Two or more locomotives may
be coupled together and still be referred to as a
light engine.
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Limits:
A segment of track that can be controlled by
signals or other identifiable means.
Locotrol:
A system that enables a Locomotive Engineer to
control locomotives mid-train.
Line:
The condition of the track in regard to uniformity
in direction over short distances on tangents, or
uniformity in variation in direction over short
distances on curves.
Longitudinal:
A conceptual reference to a force that occurs
along the length of the track.
Line Capacity:
The maximum possible number of trains capable
of being operated over a line in one direction.
Usually expressed as trains per hour, it will
depend on all trains running at the same speed,
having equal braking capacity and on how the
signaling is arranged.
Line Wires:
Wire supported by poles or other overhead
supporting structure, which convey signal and
communication circuits.
Lining Track:
Shifting the track laterally to conform to the
established alignment
Lipping:
Lipping occurs when the weight of the cars
pushes some of the steel in the rails toward the
ends, causing the metal to be higher. Lipping is
more likely to occur when trains consistently
travel in one direction more than in the other.
Load Limit:
See Marked Capacity.
Local Train:
A train, which stops at all, stations, as required,
on its route.
Location:
The established position of the centerline and
grade line of a railroad preparatory to its
construction.
Locomotive:
A unit propelled by any energy form, or a
combination of such units, operated from a single
control, as defined in the railroads Operating
Rules (an engine).
Locomotive Engineer (Engineer):
The person in charge of the engines and in charge
of the train handling. S/he is the person that runs
the train, i.e. permits the train to move to track
speed, apply the brakes whenever or wherever
needed, blows whistles at crossings and so on.
Also known as "hoghead" or "hogger".
Long Ton:
2,240 pounds. Same as Metric Ton.
Lost motion:
Excessive motion, usually due to worn
components, which can reduce the effectiveness
of a device. This concept is used in relation the
movable components of a switch.
M
Main Line:
A main line track is the principal line of a given
railroad companys rail network. Main lines
consist of either single, double or multiple track
lines extending between major stations. Trains are
operated by time table, train order, or governed
by block signals.
A track extending through yards and between
stations, upon which trains or engines are
authorized and operated by time table or train
order, or both, or the use of which is governed by
block signals by one or more methods of control.
May not be occupied without proper authority or
protection.
Main Track:
For the purposes of the Track Safety Standards, a
track other than an auxiliary track extending
through yards and between stations.
Maintenance of Way (M.O.W.):
On-track maintenance of repairing, testing, and
inspecting track, including ties, ballast, and rail.
M.O.W. work is usually conducted by the
Engineering Department of a railway.
Mandatory Time Off Duty: See Hours of
Service
Manifest Train:
Manifest traffic refers to the freight trains that
carry the bulk of the freight along regularly
scheduled runs. Manifest traffic routes are
advertised as regularly occurring, yet the actual
composition of the train will vary from day to day
based upon the specific commodities being
shipped. Regularly scheduled mixed freight trains
can be referred to as manifest trains.
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Manual Block Signal (System):

A system of track blocks that are controlled and
operated manually, and which relies on
communication between the beginning and the
end of block limits to determine when a block is
clear.
A series of consecutive blocks, governed by block
signals operated manually, upon information
received by telegraph, telephone or other means
of communication.
Marked Capacity:
The weight carrying capacity of a rail car, which is
stenciled on the car. The "Load Limit" which is
also stenciled on the car, indicates the total weight
which may be loaded with safety and which is
greater than the marked capacity.
Marker:
A train signal that is used to indicate the end of a
train.
Marshaling:
The procedure(s) for positioning of railway
equipment in a train.
Maximum Gross Weight Carrying Capacity:
The maximum tare weight of rail car and lading
must not exceed 286,000 pounds on any line of
track.
Generally, certain branch lines are
restricted to lesser gross weights. The maximum
weights may vary from railroad to railroad.
Mechanical Services:
The Mechanical Services Department is
responsible for the maintenance, repair and
inspection of engines and rail cars.
Mechanical Stabilization:
The accelerated consolidation of ballast by
specialized equipment to reduce or eliminate the
time that would be otherwise required to produce
the same effect by the passage of trains.
Meet:
A location at which two opposing trains clear one
another or at which one train overtakes another
train moving in the same direction.
Metric Ton:
A Tonne: 2,240.6 Imperial (English) pounds.
Mid-offset:
The distance between a chord and the gage line at
the center of the chord in tangent track.
Mile Post:
Post along a railroad right of way, which indicates
the distance, in miles, to, or from a given point.
Milling Rail:
The cutting of the ends of rails with a milling hob
to eliminate roughness and inaccuracies of
sawing.
Million Gross Tons Of Traffic (MGT):
The total amount of traffic on a track based on
the sum of the weight of all trains that operate
over the track over a period of one year.
Momentum Grade:
A grade that is not long enough to actually impact
the normal operation of the typical train.
Mother:
A locomotive that produces electricity to power
an attached slug.
Motive Power:
Railway Locomotives.
Motor Car:
A small self-propelled flanged wheel vehicle for
used for inspection and maintenance of track.
The size may range from 2000 pounds with a 30
hp engine to one weighing 750 pounds with a
four to six hp engine. The small car is capable of
being handled on or off the track by two men.
Moveable Bridge Lift Rail Assembly:
The special trackwork assembly that spans
between the fixed and movable span of a bridge.
Multi-platform Cars:
Any intermodal car with two or more platforms
which share a set of in-board trucks or which are
connected by solid drawbars.
Multiple Unit (MU):
Two or more locomotive units coupled in such a
manner that control is from a single control
point.
N
Mid-Chord Offset or Mid-Ordinate:

The distance between a chord and the gage line at
the center of the chord in curved track. Also, the
distance between the center of a chord positioned
on the top of a track and the top of rail when
measuring profile
Narrow Gauge:
The distance between the rails of a railway track
that is less than Standard Gauge. See Standard
Gauge.
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National Transportation Agency:

It is the regulatory body, which governs the
transportation of goods by rail in Canada.
Non-shunting Equipment:
On-track equipment that does not activate block
or interlocking signals.
Nosing:
A transverse, horizontal motion of a locomotive,
which exerts a lateral force on the supporting
structure.
Notching Up:
An increase in the throttle position of an electric
locomotive or cab control car.
O
Occupancy Control System (OCS):

This method of control consist on giving
authority on a clearance to a train and engines or
a Track Occupancy Permit to a track unit by the
Rail Traffic Controller (dispatcher), most of the
time on the radio, to permit them to occupy a
block of track.
Out:
In radio communications a term meaning
"transmission is ended and no response is
expected."
Out-of-Face (Referring to Track Work):
Work that proceeds completely and continuously
over a given piece of track as distinguished from
work at disconnected points only.
Over:
In radio communications a term meaning
"transmission is ended and a response is
expected."
Overbalance Speed:
Traveling through a curve slower than balance
speed. This may also be expressed as the curve
being over elevated for the speed.
Overspeed:
A speed greater than the maximum authorized
speed for the locomotive, cars, track or
components; often associated with an overspeed
penalty brake application (locomotive overspeed).
Off Line:
A car on a foreign line.
Oiler:
A rail lubricator mounted on the track.
On Company Service:
Carloads, moving on non-revenue waybills,
containing company materials for movement over
company owned lines. Also includes the
distribution of mail/stationery using a companys
internal facilities.
On Duty Time:
Means the total elapsed time from when an
employee is required to report for duty until the
time when an employee goes off-duty.
On-track Equipment:
A machine that operates on a railway track and is
used in connection with construction or work on,
or inspection of, a railway track.
Operating Employee:
Means on board train employees directly involved
in operating or assisting in the operation of the
train, including those employees who are trainee
candidates for such positions.
PPE:
Personal Protective Equipment such as hard hat,
safety glasses, safety toed boots, hearing
protection, etc.
Paired Track:
Paired tracks result when two or more rail
companies own duplicate track. An agreement is
reached whereby each railroad can use the others
track. Traffic flowing in one direction uses one
set of tracks, and the other set of tracks is used
for the opposite direction. Each railroad retains
ownership of its own tracks and its responsible
for all maintenance costs.
Pandrol Clip:
Where used, a G shaped piece of metal used to
attaching the rail to the crosstie with a specific
type of tie plate.
Panel Track:
Sometimes when new track is needed, the track is
assembled on ties at another location and
transported to the work site. The panel pieces are
then set into place and bolted together. Turnouts
are almost always pre-constructed because of the
complexity of parts in the turnout.
Opposing Movements:
An engine or train moving in the opposite
direction of another engine or train.
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Pantograph:
Collector bar extending up from the locomotive
to make contact with the overheads catenary
wires to receive electrical current.
Points:
The movable rail that moves when lining a
switch.
Penalty Brake Application:

An automatic brake application caused by
operation of a safety control device.
Power Operated Switch:

A switch equipped for powered operation but not
equipped for hand operation.
Person In Charge:
A person appointed by the company to ensure
the safe conduct of an operation or they work of
employees, and who is certified or qualified
according to the appropriate Transport Canada or
Federal Railroad Administration rules and
regulations.
Private Siding:
A track built for the exclusive use of a shipper,
and not to be used by the railroad for its own
general purposes.
Phase I Environmental Assessment:

An essential first step in determining whether
contamination exists on a property.
Piggy Packer Top Lifter:
A machine used to load and unload containers
from railcars.
Piggyback:
The service of hauling highway trailers or
containers on specifically designed flat cars. (Also
known as TOFC, trailer on flat car.)
Piggyback Cars:
A steel railway flat car equipped with retractable
hitches for transporting highway trailers or
containers by rail.
Pilot:
An employee assigned to a train when the
engineman or conductor, or both, are not fully
acquainted with the physical characteristics or
rules of the railroad, or portion of the railroad
over which the train is to be moved.
Pin:
A pin used to lock the knuckles in place after
coupling.
Pitting:
Localized corrosion.
Placard:
Paper Forms of various designs used to identify
cars requiring special attention e.g., dangerous or
hazardous material.
Plug, Tie:
Rectangular sections of wood, shaped somewhat
like spikes, for driving into holes from which
spikes have been withdrawn.
Profile:
A line representing the ground surface or an
established grade line, or both, in relation to the
horizontal.
The top of rail geometric position of a track
expressed over its length.
Proper Authority:
Term used to mean the Rail Traffic Controller or
the Roadway Worker in Charge.
Protection:
A means specified in the Operating Rules to
prevent collisions between personnel, equipment,
and trains.
Pull:
Picking up loaded cars and moving them to
switching districts or yards where they will be
classified according to destination.
Pull-offs:
Insulated horizontal guy wire used to center
catenary system main messenger wire in a curve.
Pull Apart:
The unintentional opening between rails ends
caused by broken parts of a bolted rail joint or a
broken rail. Pull aparts are also attributed to cold
temperatures and rail creep caused by moving
trains.
Pusher:
A locomotive(s) used to assist a train over an
ascending grade.
Q
Qualified Person:
A person who has the knowledge, training and
demonstrated experience to perform a specific
duty safely and properly.
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Rail (Track):
A rolled steel shape, commonly a T-section,
designed to be laid end to end in two parallel lines
on crossties or other suitable supports to form a
track for railway rolling stock. It has three main
parts:
1. The head that comes into contact
with car wheels.
2. The web, which is the thinner,
middle part of the rail; and
3. The base.
Rail Anchors:
Rail anchors are fastening devices that put contact
pressure on the rail to keep it stationary. Rail
anchors are used with CWR to prevent
longitudinal movement due to thermal expansion
or train movement.
Rail Clips:
Rail clips perform the same function as cut and
screw spikes. Clips have the added advantage of
easy attachment and removal. Re-attachment of
rail clips does not arm ties as do cut or screw
spikes. Clips require the use of rail plates. They
are always used for concrete and steel ties.
Rail Defects:
Broken Base: Any break in the base of a
rail.
Compound Fissure: A progressive
fracture originating in a horizontal split
head which turns up or down in the head
of the rail as a smooth, bright or dark
surface, progressing until substantially at a
right angle to the length of the rail.
Compound fissures require examination
of both faces of the fracture to locate the
horizontal split head from which they
originate.
Detail Fracture: A progressive fracture
originating at or near the surface of the
rail head. These fractures should not be
confused with transverse fissures,
compound fissures, or other defects,
which have internal origins. Derail
fractures usually have their origins in the
following types of defects, and progress
crosswise into the head of the rail.
Head checks: Usually at or close
to the gage corner where
movement or flow of surface
metal is sufficient to start a
hairline crack.
Glossary-21
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Shell: Where a thin shell of metal

becomes separated from the head,
usually at the gage corner.
End Chipping: The loosening of the
metal on the top or gage side of the end
of a rail.
Engine Burn Fracture: A progressive
fracture originating in spots where driving
wheels have slipped on top of the rail
head. In developing downward they
frequently resemble the compound or
even transverse fissure with which they
should not be confused or classified.
Flaking: A rail condition consisting of
the gouging of metal on the rail head. It
is indicated by small chipping and cavities.
Flowed Head: A rolling out of the metal
on top of the head of a rail toward the
sides without showing any indication of a
breaking down of the head structure.
Head Checks: A rail condition
consisting of shallow surface cracks in the
rail head usually found on the gage corner
of the rail.
Horizontal Split Head: A horizontal
progressive defect originating inside of
the rail head, usually inch or more
below the running surface and
progressing horizontally in all directions,
and generally accompanied by a flat spot
on the running surface. The defect
appears as a crack lengthwise of the rail
when it reaches the side of the rail head.
(See Compound Fissures.)
Internal [Rail] Defect: An internal
metallurgical defect caused by a
discontinuity in the steel that originated
during the manufacturing process.
Ordinary Break (Square or Angular
Break): Any partial or complete fracture
in which there is no sign of a fissure, and
in which none of the other defects or
damage is visible.
Piped Rail: One with a vertical split,
usually in the web, due to failure of the
sides of the shrinkage cavity in the ingot
to unite in rolling.
Progressive Crosswise Fracture: A rail
flaw in the transverse plane that increases
in size in incremental stages over time.
Shatter Cracks: Minute cracks in the
interior of rail heads, seldom closer than
inch from the surface, and visible only
after deep etching or at high
magnification. They may extend in any
direction. They are caused by rapid (air)
cooling, and may be prevented from
forming by control cooling the rail.
Shatter cracks also occur in other steel
products.
G L O S S A R Y
Shelly Spots: A rail flaw consisting of

shell like flakes of steel that come off the
rail head.
Split Web: A longitudinal or diagonal
transverse crack in the web of a rail.
Transverse Defect: For defects found by
detector cars, a tentative group
classification, applied prior to the
breaking of the rails, of all types of rail
defects,
which
have
transverse
components, such as transverse fissures
(TF), compound fissures (CF), and detail
fractures (DF).
Transverse Fissure: A progressive
crosswise fracture starting from a
crystalline center or nucleus inside the
head from which it spreads outward as a
smooth, bright or dark, round or oval
surface substantially at a right angle to the
length of the rail. The distinguishing
features of a transverse fissure from other
types of fractures or defects are the
crystalline center or nucleus and the
nearly
smooth
surface
of
the
development, which surrounds it.
Vertical Split Head: A split along or
near middle of the head of a rail and
extending into or through it. A crack or
rust streak may show under the head close
to the web, or pieces may be split off the
side of the head.
Rail Diesel Car (RDC):
A self-propelled passenger car with a diesel
engine.
Rail End Mismatch:
The uneven rail head surface that produced an
exposed rail end on the gage or tread of a rail at a
joint. Mismatch is caused by loose joints or
installing an unworn or new rail against a worn
rail.
Rail Fasteners:
Contrary to what one may think, most rail
fasteners are not used to hold the rail down. In
fact, moderately loose spikes pose no danger to
the track or train. The major function of rail
fasteners (except for rail anchors) is to keep the
rail in gage and to prevent rail roll over. The
weight of the train and the design of the rails keep
the rails upright. Another function that fasteners
perform is to prevent the rail from stretching
lengthwise under the force of the train.
Rail Grinder, Self-Propelled:
A machine pulled by its own locomotive to grind
lateral ridges from the top of the rail to remove a
washboard effect.
Rail Head Cross-Sectional Area:

The dimension in square inches of the rail head as
viewed from the end of a rail.
Rail Joints:
Rail joints are plates of metal with holes used to
join two pieces of rail end-to-end.
Rail Section:
The shape of the end of a rail cut at right angles
to its length. The rail mills identify the different
shapes and types of rails by code numbers, as for
example 131-28 for the 131 RE rail section.
Rail Temperature:
The temperature in the steel of the rail, which
may not be the same as the ambient temperature.
Rail Traffic Controller (RTC):
The person responsible for the good usage of the
main track(s), so that trains may be expedited
from one point to another in the smoothest and
fastest manner, allowing also responsible
maintenance of way personnel to make repairs
and enhancements to our main tracks with as few
delays as possible to trains so that everybody gets
a fare share of the main track to be able to
perform their duties accordingly. Same as
dispatcher.
Railway Association of Canada (RAC):
An organization representing all railroads
operating in Canada, for the purposes of
collective action.
Rate of Change:
See runoff.
Re-Consolidation:
The compaction of ballast for stabilization either
by train or specialized equipment.
Reconstituted Wood Ties:
Reconstituted wood ties are similar to plywood, in
that wood and wood fibers are glued together to
create the tie. Metal brackets are sometimes
driven into the tie to increase the strength.
Reconstituted wood ties are strong, but often lack
the elasticity of natural wood. Holes for spikes
must be pre-drilled.
Regular Train:
A train authorized by a time table schedule.
Remedial Action:
To eliminate a track defect by repair or imposing
movement restrictions over the track.
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Remote Controlled Switches:

Switches controlled from a central location by the
rail traffic controller/dispatcher.
Renewals/Restoration:
Repair or maintenance of track whereby that
activity disturbs the track structure.
Repair Track:
See Rip Track.
Rerailer:
Manually handled devices used to rerail derailed
equipment. May also be called replacers.
Retarder, Car:
A braking device built into a railway track to
reduce the speed of cars being switched over a
hump. Power activated shoes press against the
lower portions of the wheels and slow the car to a
safe coupling speed.
Retarder, Inert:
A braking device, without external power, built
into a railway track to reduce the speed of cars by
means of brake shoes against the sides of the
lower portions of the wheels and sometimes
provided with means for opening it to nullify its
braking effect.
Right of Way:
The property owned by a railway company on
which tracks have been laid, including the track
and land surrounding that track.
Rigid Harps:
Wheel shaped fixture at top of a trolley pole that
maintains contact with the trolley wire.
Road:
Term often used to mean a railway line.
Roadbed Shoulder:
That portion of the subgrade lying between the
ballast covered portion and the ditch in cuts and
the top of slope on embankments.
Roadrailer:
An intermodal trailer, which has the ability to
operate on railway tracks as well as on a highway,
utilizing steel wheel sets and rubber wheel, sets.
Rubber wheel sets are a permanent part of the
unit and are raised when on railway tracks.
Steel wheel sets are detached and rubber wheel
sets are lowered for movement over the highway.
These cars are not equipped with hand holds, step
sills or ladder.
Roadway Sign:
Any marker displaced on or near the right-of-way
for instruction or information of employees or
others.
Roadway Worker in Charge (RWIC):
Roadway Worker means any employee of a
railroad or of a contractor to a railroad engaged in
inspection, construction, maintenance, or repair
of railroad track, bridges, roadway, signal and
communications systems, electric traction
systems, roadway facilities fouling a track or
capable of fouling a track. The RWIC is the
roadway worker that obtains the authority from
the rail traffic controller/dispatcher to occupy
or foul the track and is responsible for the ontrack safety of other roadway workers under
his/her charge.
Roll Angle:
The geometrical relationship between the position
of a rail car and the track it is on. Roll angle will
show as a rail car leaning to one side when acted
upon by the lateral forces encountered in a curve.
Rotary Couplers:
Rotary Couplers allow a car to be rotated to
dump its contents. Rotary couplers lock vertically
and are used mostly with unit trains carrying bulk
commodities.
Roundhouse:
A building used to house locomotives while being
serviced or stored.
Running Rail:
The rail on which the tread of the wheel bears.
Rail that is inadequately anchored and is moving
through the plates.
Run-off (Superelevation):
A gradual transition from zero crosslevel to full
superelevation in an area usually encompassing a
spiral.
Run-off (Surface):
A section of track between an undisturbed
portion of track and a track that was raised during
a surfacing operation that can be described as a
ramp.
S
Safety Control:
A device or devices, which will cause an
automatic brake application to be initiated when
the locomotive engineer becomes incapacitated.
Glossary-23
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Sanded Rails:
Rails on which sand has been applied by the
locomotive to increase traction between the
locomotive wheels and rail.
Short Spiral:
A spiral of a length less than standard dimension
due to a limiting physical characteristics such as a
bridge, building, etc.
Schedule:
Information pertaining to the movement and
times of a passenger train. A schedule does not
convey operating authority.
Short Ton:
2,000 pounds.
That part of the time table, which prescribes class,

direction, number and movement of a regular
train.
Scouring:
Where water running alongside the track has
washed away the roadbed from beside, or under
the end of the ties.
Screw Spikes:
Screw spikes are screwed rather than driven into
the ties. Their construction puts less stress on the
tie (leading to a longer tie life); broken screws
typically are driven down rather than removed.
Seam:
A crack on the surface of metal which has been
closed but not welded; usually produced by blow
holes which have become oxidized.
Set Off (Set Out):
A car left by a train at a station. Also when a
railroad delivers a car to another railroad at one of
its terminals so that it can be placed within that
terminal.
Service Equipment Cars:
A term for cars used to house employees at work
sites, material cars used to transport maintenance
of way equipment or for other railway purposes
(not revenue).
Shells:
See Rail Defects: Shelly Spots.
Shelled Wheel:
A wheel tread defect where portions of the tread
surface are missing.
Shim:
A small piece of wood or metal placed between
two members of a structure to bring them to a
desired relative elevation.
Shoo Fly:
A temporary diversion track built around an
obstruction such as a derailment or bridge under
construction.
Shoulder of Track:
The outside portion of the track comprised of the
ballast. The width of the shoulder is usually
expressed as the level top portion of the ballast
up to the point where is begins to slope down.
Shoulder (RR):
That portion of the ballast between the end of the
tie and the toe of the ballast slope.
Shunt:
In signaled track, to make an electrical connection
across both rails of the track
Side Track:
An auxiliary track which is used to perform a
variety of different functions, such as to allow the
set off of cars, change crews, etc.
Siding:
A track auxiliary to the main track, for meeting
and passing trains, which is so designated in
Timetable, General Bulletin Order, or
Dispatchers Operations Bulletin.
Siding Agreement:
Contract between a railroad and a shipper
establishing rights as to the use and operation of
an industrial track.
Signal:
Visual indication passed to the locomotive
engineer to advise the speed, direction or route of
the train. There are almost as many types of
signals as there are railways. Some are:
Engine whistle signals, Display of
headlights,
Markers,
Blue
signal
protection, Signals imperfectly displayed,
and emergency protection
Signal Aspect:
The appearance of a fixed signal conveying an
indication as viewed from the direction of an
approaching train; or the appearance of a cab
signal conveying an indication as viewed by an
observer in the cab.
Signal Block:
A mechanism applied to prevent clearing a signal.
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Signal Indication:
The information conveyed by the aspect of a
fixed signal or cab signal.
Signaled Siding:
A siding, which is controlled by manual or
automatic signals.
Signaled Turnout:
A turnout that is controlled by signals.
Single Track:
One main track upon which trains are operated in
both directions.
Sink Hole:
Where a section of track has sunk below the
normal level.
Skeleton Trailer Cars:
These are specialized trailer cars tripped of all but
the essentials. A center beam supports the weight
of the trailer on the wheels and secures the trailer
with a built-in hitch.
Skeleton Track:
See Track: Skeleton
Skidded Wheel:
A wheel that has flat spots.
Slab Track:
Track constructed without ties with the rail
attached to a concrete base by means of a resilient
rail fastening system.
Slack:
Unrestrained free movement between cars in a
train, created by movement in the coupler
assemblies.
Slack Action:
The slack between drawbars on cars, which
bunches and/or stretches while running.
Slip-out:
(Canadian Term) When a track has moved out
sideways, leaving the track out of line.
Slow Order:
Is a term sometimes used for train speed
restriction order.
Slug:
A locomotive that has no diesel engine or electric
generator but only traction motors powered by
the electricity produced by another locomotive.
Sometimes known as a booster unit
Speed:
Note speed definitions may vary from one
railroad to another and from one country to
another.
Caution Speed: Used within cautionary
limits. A speed that will permit stopping
within one-half the range of vision of
equipment or a track unit.
Limited Speed: A speed not exceeding
45 miles per hour.
Maximum Authorized Speed: The
fastest speed that trains are permitted to
operate over a track as designated in a
railroad timetable or special instruction.
Medium Speed: A speed not exceeding
thirty miles per hour.
Reduced Speed: A speed that permits
complying with flagging signals and
stopping short of train or obstruction.
Restricted Speed: A speed that will
permit stopping within one-half the range
of vision of equipment, also prepared to
stop short of a switch not properly lined
and in no case exceeding SLOW SPEED.
At restricted speed, the engineer should
be on the lookout for broken rails.
Slow Speed: A speed not exceeding
fifteen miles per hour.
Yard Speed: A speed that permits
stopping within one-half the range of
vision.
Special Control Systems (SCS):
A method of control usually supervised by the
RTC, governed by special instructions.
Special Control Zone (SCZ):
A designated length of track in which all
movements are coordinated by the site
supervisor.
Special Inspection:
An inspection of the track that is required after
any significant storm that could damage or
obstruct the track.
Special Instructions:
Instructions locate in a time table or other
publication that modify railroad operating rules
and procedures.
Special Track Unit Track Occupancy Permit:
A TOP that authorizes occupancy of a track by
one-track unit.
Special Trackwork:
Special components such as RR crossings, frogs,
switch points, guard rails, and special related
plates, fastenings, and other components.
Glossary-25
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Speed Restriction:
An imposed speed restriction of a train to below
the maximum speed for the railroad, division, or
subdivision, caused by track, signal, train
equipment, or environmental conditions.
Seeder:
A small, low rail vehicle with gasoline engine used
to transport work crews; sometimes called a
jigger.
Sperry Car:
A unit owned and operated by a private company,
Sperry Rail Service, for non-destructive rail
testing for flaws by electronic or ultrasonic means
while in motion.
Spike:
Square steel rods, with a tapered end and off-set
head, used for attaching the rail to the crosstie.
Spine Car:
251-foot car capably of handling 10 x 20 foot
containers; 5 x 40 foot containers or 5 x 48 foot
domestic containers. Unlike double stack cars,
spine cars can only accommodate one container
high.
Spiral (When used with respect to track):
A form of easement curve in which the change of
degree is uniform throughout its length.
Ten chord: An approximate spiral
measured in 10 equal chords and whose
change of degree of curve is directly
proportional to the length measured
along the spiral by such chords.
Spot Board:
A sighting board placed above and across the
track at the proposed height to indicate the new
surface and insure its uniformity.
Spotting (Car):
Placing of cars by a railroad where they are
required for loading or unloading.
Spreader:
Maintenance equipment used to spread snow or
ballast away from the rail.
Spring Washer:
A member designed to prevent backward
movement of the nut and looseness in the bolted
members of a rail joint due to wear, stretch, rust,
or other deterioration.
Spur Track:
See Stub Track
Stamping:
The figures and letters indented after hot sawing
in the center of the rail web, parallel with the
direction of rolling, indicating the serial heat
number, the ingot number as cast or rolled, and
one letter designating the position of each rail
with reference to the top of the ingot.
Stand Alone Cars:
These are multi platform cars that do not share a
set of in-board trucks but are connected by solid
drawbars.
Standby:
In radio communications a term meaning,
"monitor this channel for my next transmission.
Standard Gauge:
The distance between the rails of railway track.
Standard gauge in North America is four feet
eight and one-half inches (56-1/2 inches).
Station:
A location designated in the time table by name.
Steel Ties:
Another alternative to wooden ties are ties made
of steel. Stronger than wood and reportedly less
susceptible to damage than concrete, steel ties
have not undergone widespread testing. Steel ties
are thinner and often are used in tunnels and
other locations where height is a concern. They
are also used in turnouts where they help to
maintain the track gage.
Stock Guard:
A barrier of wood, metal, or other material placed
between and alongside of track rails to prevent
the passage of livestock on or along the railroad
track or tracks.
Stock Rail:
A running rail against which the switch rail (point)
operates.
Stock Rail Bend:
The bend or set, which must be given the stock
rail at the vertex of a switch to allow it to follow
the gage line of the turnout.
Structurally Supported:
Track constructed on an initial structural
component other than ballast. Examples include
slab track and open deck bridges.
Stub Track:
Same as Spur Track Side track that is connected
at one end only to a running track. Some form of
bumping post or other solid obstruction usually
protects the other end.
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Subballast:
Any material of a superior character, which is
spread on the finished subgrade of the roadbed
and below the top ballast, to provide better
drainage, prevent upheaval by frost, and better
distribute the load over the roadbed.
Subdrain:
A covered drain, below the roadbed or ground
surface, receiving water along its length through
perforations or joints.
Subgrade:
The finished surface of the roadbed below the
ballast and track.
Sun Kinks:
Continuous Welded Rail is especially sensitive to
weather changes. Warmer weather causes the
track to expand. In places where the track is
unable to expand longitudinally and the resulting
compression is not adequately constrained by the
use of rail anchors, strong and properly tamped
ties, and sufficient ballast section, buckling or
kinking can result.
Superelevation:
As a train goes around a curve, the cars tend to
tip towards the outside of the curve, especially
with tall and top-heavy loads. To compensate, the
outside rail is raised or superelevated to force the
load back toward the inside of the curve. The
amount of superelevation is determined by the
degree of the curve and the intended train speed.
Surface (Track):
The condition of the track as to vertical evenness
or smoothness. Track surface may need to be
measured while under load, since some setting of
the track can occur.
Surface, running (tread):
The top part of track structures on which the
treads of the wheels bear.
Surface Transportation Board:
An organization in the United Sates Department
of Transportation that regulates certain business
elements of ground transportation.
Sweep, Rail:
Two flexible parts attached to the front of a track
car in such a location as to brush from the rail any
easily removable obstruction on the top of the
rail, as the car moves forward.
Switch:
A track structure used to divert rolling stock from
one track to another.
Samson: A switch in which the tips of the

switch points are beveled and fit into a
special undercut stock rail. These type
switches are usually used where there is
heavy and/or high-speed traffic or the
switch is located in a curve.
Semi-automatic: A yard switch equipped
with a mechanism, which permits an engine
to trail through the switch points thus
setting the switch for the route being used.
Slip, Double: A combination of a crossing
with two right-hand and two left-hand
switches and curves between them within
the limits of the crossing and connecting the
two intersecting tracks on both sides of the
crossing and without the use of separate
turnout frogs.
Slip, Single: A combination of a crossing
with one right-hand and one left-hand
switch and curve between them within the
limits of the crossing and connecting the
two intersecting tracks without the use of
separate turnout frogs.
Split: A switch consisting essentially of two
movable point rails with the necessary
fixtures.
Split, with uniform risers: A split switch in
which the switch rails have a uniform
elevation on riser plates for the entire length
of the switch, and therefore not having a
heel slope, the point rail rise being run off
back of the switch in the closure rails.
Split, with graduated risers: A split switch
in which the switch rails are gradually
elevated by means of graduated riser plates
until they reach the required height above
the stock rail, and therefore having a heel
slope.
Split, manganese tipped: A split switch in
which the head of one or both of the switch
rails is cut away in the point portion and
manganese steel pieces fastened to the rail to
form the point.
Split, insulated: A switch in which the
fixtures, principally the gage plates and the
switch rods, connecting or reaching from
one rail to the opposite rail are provided
with insulation so that the electric track
circuit will not be shunted.
Spring: A switch in the operating
mechanism of which is incorporated a spring
device so arranged as to automatically return
the points to their original or normal
position after they have been thrown over
by the flanges of trailing wheels passing
along the other track from that for which
the points are set for facing movements. A
SS sign usually identifies spring switches.
When operated by hand, rules governing
hand operated switches apply.
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Tongue: A switch piece consisting

essentially of a movable tongue with a
suitable enclosing and supporting body
structure, designed for use on one side of
the track while on the other side there is
used either a mate or another tongue switch.
(A tongue switch is termed "inside" or
"outside" depending upon whether it is
placed on the inside or on the outside of the
curve, the "outside tongue switch" being
comparatively little used.)
Angle: The angle included between the gage
lines of the switch rail at its point and the
stock rail.
Detector bar: A strip of metal mounted
alongside the track rail and connected with
the throwing mechanism of the switch to
prevent the moving of the switch under
trains.
Head separation: The point on a switch
rail where the head of the rail attains its full
width.
Heel of: That end of a switch rail, which is
the farther from its point, nearer the frog.
Heel spread: The distance, at the heel,
between the gage line of a switch rail and the
gage line of its stock rail. (This has been
standardized at 6-1/4 inches for straight
switches.)
Heelslope: The inclination produced by
graduated risers in that part of the switch,
which reduced the elevation (as the height of
the risers decreases) toward the heel of the
switch.
Point of, actual: That end of the switch rail
which is the farther from the frog; the point
where the spread between the gage lines of
the stock rail and the switch rail is sufficient
for a practicable switch point.
Point of, theoretical or vertex: The point
where the gage line of the switch rail, if
produced, would intersect the gage line of
the stock rail.
Point rail, switch rail, or switch point:
Tapered rail of a split switch.
Point rail rise: The elevation of a switch rail
to allow the overhanging part of hollowedout treads of worn wheels to pass over the
stock rail.
Planing, bottom: The cut planed at an
angle on the bottom of the base of the
switch rail from the point and toward the
heel to allow the switch rail to rest on the
top of the base of the stock rail when the
switch rail is closed.
Planing, side: The cuts made on the sides
of the head of the switch rail to form the
taper.
Planing, top: The cut made on the top of

the head of the switch rail from the point
and to approximately the head separation.
Planing, chamfer cut: The vertical beveling
of the gage side of the switch point to
produce a sharp edge, so as to prevent wheel
flanges from striking the point.
Rail brace: A metal shape designed to fit
the contour of the side of the stock rail and
extend over the switch plate, with provision
for fastening through the plate to the tie, to
restrain the movement of the stock rail.
Rail brace, adjustable: A rail brace which
may be adjusted laterally with respect to the
stock rail, to compensate for variations in
the dimensions of the rail and to permit of
adjusting for wear.
Throw of: The distance through which the
points of switch rails are moved sidewise,
measured along the centerline of the No. 1
switch rod or head rod. (This distance is
about 4-3/4 inches.)
Switch:
The act of rearranging rail cars on railway tracks.
See Switching.
Switch Heaters:
Because some switches operate in cold weather,
and because switch operators cannot visually
inspect or maintain all switches, switch heaters
guarantee operation. Snow or ice is melted from
the switch mechanisms so the switch can be
thrown. Remote sensors on some heaters allow
them to come on automatically when weather
conditions warrant.
Switch Latch:
Latching device installed on switch stands that
prevents the switch lever arm from moving as
trains pass. Latch must be released before switch
lever can be thrown.
Switch Point Derail:
A derail consisting essentially of a split switch
point with the necessary fixtures.
Switch Point Lock:
Device installed on a switch point that prevents
the switch point from moving under passing
trains. Manual release is required before the
switch can be thrown.
Switch Rail:
The entire moveable rail assembly from the
switch point to the heel of the switch.
Switch Stand:
A device for the manual operation of switches, or
of movable center points.
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Switching:
The physical movement of rail cars from one
place to another within the limits of a yard,
terminal or station. (as opposed to Line Haul)
T
Tail Room:
In yard operations, the track space available to
pull out of one track and then switch over to
another. Desirable tail room is as long as the
longest yard track.
Talker System:
A system located at the hot box detector location,
which automatically transmits by train radio a
recorded voice message of alarm data.
Tamper:
Production machine that tamps the ballast under
ties.
Tamping:
After the track has settled, special machines go up
and down the track tamping or compacting the
ballast around and beneath the track.
Tare Weight:
The weight of a railcar, trailer or container when
empty.
Temperature Range:
The preferred temperature of a rail during
installation or adjustment that is between an
upper and lower of limit to keep the axial force
within acceptable limits throughout the calendar
year.
Terminal Area:
A location that includes one or more yards
together with the tracks connecting the yard or
yards and the industries within that area.
Threatened Species:
Any animal or plant species that is likely to
become endangered in the near future.
Regulations regarding threatened species vary
from Country to Country.
Tie Plate:
A plate interposed between a rail or other track
structure and a tie.
Tie, Adzed:
A tie, which has had the plate-bearing areas of its
top, made plane and smooth by passage through a
machine designed for the purpose. Generally
done when laying new rail or larger tie plates on
existing ties.
Tie, Bored:
A tie which has had holes for spikes provided by
passage through a machine designed for the
purpose.
Tie, Cross:
The transverse member of the track structure to
which the rails are spiked or otherwise fastened to
provide proper gage and to cushion, distribute,
and transmit the stresses of traffic through the
ballast to the roadbed.
Tie, Grooved:
A crosstie which has had machine-gouged
depressions across its top into which ribs on the
bottom of a tie plate may fit.
Tie, Heart:
A tie with sapwood no wider than one-fourth the
width of the top of the tie between 20 and 40
inches from the middle of the tie.
Tie, Incised:
A tie which has machine-made indentions across
its top to facilitate penetration of preservatives
and reduce the width and depth of checks (small
cracks) that develop during seasoning.
Tie, Sap:
A tie with sapwood wider than one-fourth the
width of the top of the tie between 20 and 40
inches from the middle of the tie.
Tie, Slabbed:
A tie sawed on top and bottom only. (Known
also as "pole" tie and "round" tie.)
Tie, Substitute:
A tie of any material other than wood or of wood
in combination with any other material.
Tie, Switch:
The transverse member of the track structure,
which is longer than but functions as does the
crosstie and in addition supports a crossover or
turnout.
Time Table:
The document, which contains subdivision
information footnotes and special instructions
relating to movements of trains, engines and track
units.
Time Windows:
Prearranged blocks of time in which all trains are
held for the performance of track or bridge work.
Tongue and Mate:
See Switch: Tongue.
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Same as a Siding. The correct term to

use is Siding.
Pullback: Same as Drill.
Repair: A track on which cars placed
for repairs.
RIP: Same as Repair.
Receiving Track:
Tracks where
incoming trains are received.
Running: A track reserved for
movement through a yard.
Scale: A track leading to and from and
passing over a track scale.
Secondary Track: These types are
subordinate to the main line tracks and
major branch line tracks. Secondary
tracks can be described as a track on
which trains and engines can be
operated without time table authority,
train order, or block signal.
Skeleton Track: Track that has no
ballast.
Side: A track auxiliary to the main
track for purposes other than for
meeting and passing trains.
Sorting: One of the body tracks in a
sorting yard or a track used for sorting
purposes.
Spur: A stub track diverging from a
main or other track.
Storage: One of the body tracks in
storage yards or one of the tracks used
for storing equipment.
Stub: A track connected with another
one at one end only.
Team: A track on which cars are
placed for transfer of freight between
cars and highway vehicles.
Thoroughfare: Same as Running.
Wye: Railway tracks arranged in the
form of a Y which are used for
turning locomotives and rail cars in the
opposite direction.
Tonne:
See Metric Ton.
Top Ballast:
Any material of a superior character spread over a
subballast to support the track structure,
distribute the load to the subballast, and provide a
good initial drainage.
Track:
An assembly of rails, ties, and fastenings over
which cars, locomotives, and trains are moved.
Bad Order: Track on which bad order cars
are placed for either light running repairs or
for subsequent movement to allow track
repair.
Body: Each of the parallel tracks of a yard
upon which cars are placed or stored.
Classification: One of the body tracks in a
classification yard, or a track used for
classification purposes.
Connecting: Two turnouts with the
track between the frogs arranged to
form a continuous passage between
one track and another intersecting or
oblique track or another remote parallel
track.
Crossover: Two turnouts with track
between, connecting two nearby and
usually parallel tracks.
Departure: Tracks where rail cars are
classified and assembled into trains for
line-haul movement.
Drill: A track connecting with the
ladder track, over which locomotives
and cars move back and forth in
switching.
Hold: One of the body tracks in a hold
yard or a track used for hold purposes.
House: A track alongside of, or
entering a freight house, and used for
cars receiving or delivering freight at
the house.
Interchange: A track on which cars
are delivered or received, as between
railways.
Ladder:
A
track
connecting
successively the body tracks of a yard.
Lead: An extended track connecting
either end of a yard with the main
track.
Main Track: For the purposes of the
Track Safety Standards, a track other
than an auxiliary track extending
through yards and between stations.
Make-up Tracks: Railway tracks
where trains are assembled.
Passing: A track auxiliary to the main
track for meeting or passing trains.
Track Assembly Fittings:

Track components commonly
fastenings
called
track
Track Bolt:
A bolt with a button head and oval, or elliptical,
neck and a threaded nut designed to fasten
together rails and joint bars.
Track Block:
A track block is planned track work that is
authorized for larger work gangs. When a track
block is issued, it will completely close the track
line segment where the work is being performed.
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Track Circuit:
An electrical circuit carried in the rails for the
purpose of sensing the presence of a train in
signaled territory or for highway grade crossing
signals.
Track Gage:
Measured at right angles, the distance between
running rails of a track at the gauge lines, which
are 5/8" below top of rail.
Track Geometry Car:
A type of equipment handled as occupied
passenger equipment and is used to measure the
geometry of track.
Track Occupancy Permit (TOP):
Permit(s) issued for the protection of track units
and track work.
Track Owner:
The corporation holding title to the track in
question. A corporate entity that leases a track
and maintains such a track may be held
accountable for the track safety standards in the
same manner as a track owner.
Track Panels:
Short, pre-assembled sections of track complete
with rails and ties. Used for temporary repairs or
shooflys.
Track Patrol:
Is a term used to describe a track maintenance
employees inspection of the track. Track patrols
include the inspection of rail, ties, spikes and the
surrounding environment in order to ensure that
movements in the area are safe and in keeping
with company standards and governmental
regulations.
Track Release:
Is a term used to describe the release of a portion
of track by a train crew. A track release is given
when a train has cleared a section of track, in
order for that portion to be used for other
purposes (e.g. another train movement or a Track
Occupancy Permit)
Track Unit (TU): See On-Track Equipment
Track Work:
Any work that may, during the course of work,
render the track unsafe for engine or train
movements at normal speed and any work on or
near the track that necessitates protection of
employees or machines.
Tractive Effort:
See Tractive Force.
Tractive Force:
The amount of force at the wheels available for
pulling a train. Tractive force varies with
locomotive weight and adhesion values
Traction Motor:
An electrical motor on a diesel locomotive. The
diesel engine drives a generator, which produces
electrical power to drive traction motors. There is
usually one traction motor on each axle.
Trailing Movement:
A movement toward or over a switch in which
the movement trails through the switch points.
Trailer on Flat Care (TOFC):
Today's term for piggyback service.
Trailing Tonnage:
The total weight of the contents and tare
excluding the weight(s) of the locomotive(s).
Train:
An engine or more than one engine coupled, with
or without cars, or a track unit(s) so designated by
its operating authority, displaying a marker(s).
Transport Canada:
Regulates Canadian Railways in matters of Safety.
Trolley Shoe:
The shoe that picks up the electrical current from
third rail electrically powered systems.
Truck or Trucks:
An assembly that contains the wheels, bearings,
springs, and connecting frames that supports the
car on the rail.
Turnout:
An arrangement of a switch and a frog with
closure rails, by means of which rolling stock may
be diverted from one track to another.
Equilateral: A turnout in which the
diversion due to the angle of the turnout is
divided equally between the two tracks.
Lateral: A turnout in which the diversion
due to the angle of the turnout is entirely on
one side of the track from which the turnout
is made.
Turnout Number:
The number corresponding to the frog number of
the frog used in the turnout. SeeFrog: Number.
Turns:
Runs, which go out to a designated point, turn,
and come back.
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Unbalanced:
The superelevation in a curve that is less than a
calculated value that will otherwise equally
distribute onto both rails the dynamic force of
trains that are traveling at the maximum
authorized speed.
territorial seas, and (6) wetlands adjacent to

waters.
Warp:
See Difference-in-cross-level
Welded Rail:
Two or more rails welded together.
Unbalance Speed:
Traveling through a curve faster than balance
speed. This may also be expressed as the curve
being under elevated for the speed. The amount
of reduction in elevation from balanced can be as
much as 3 inches for conventional equipment.
Wetlands:
The transitional land between the terrestrial and
aquatic environment where the water table is
usually at or near the surface, or the land is
covered by shallow water.
Undercutter:
Production machine that removes the ballast
from the track in one continuous operation.
Wheel Impact Load Detector (Wild):

A device found in some Hot Box Detectors or as
stand alones, which measure excessive wheel
impact on rail.
Under balanced:
See unbalanced.
Uniform Code of Operating Rules:
An operating rules book formerly used in the
U.S.A.
Unit Train:
A freight train consisting of carloads of the same
commodity moving from origin to one
destination, on one day from one shipper to one
consignee on one bill of lading.
V
V-max:
The maximum speed, based on a mathematical
formula, permitted on a curve based on the
average curvature and average superelevation.
Variation (Crosslevel):
The change in crosslevel between two points
exactly 31 feet apart in a short spiral. [see
definition of short spiral]
W
Waivers:
See exemption.
Waters of the U.S.:
Regulated by the U.S. Army Corps of Engineers
and sometimes state and local authorities they
include: (1) Waters used for interstate or foreign
commerce, (2) all other waters including lakes,
rivers, streams, mudflats, sandflats, wetlands,
sloughs, prairie potholes, wet meadows, playa
takes, or natural ponds, (3) impoundments,
(4) tributaries of waters of the U.S., (5) the
Wig Wag:
A reference to the motion of lights on railway,
vehicle-crossing signals.
Willful Violation:
To intentionally circumvent or ignore a regulatory
safety requirement.
Wing Rail:
See Frog: Wing Rail.
Wing Wheel Riser:
See Frog: Wing Wheel Riser.
Wood Trestle:
A wood structure composed of bents supporting
stringers, the whole forming a support for loads
applied to the stringers through the deck.
Work Train:
A train engaged in railway maintenance or repair
work.
Written Authorization:
The formal procedure where a person is
designated in a document generated by a railroad
to conduct certain safety related functions such as
track inspection or maintenance of track under
traffic conditions.
Wye Track:
See Track: Wye.
Y
Yard:
A system of tracks within defined limits provided
for making up trains, storing cars, and other
purposes, over which movements not authorized
by time table or by train-order may be made,
Glossary-32
32
2003 AREMA
G L O S S A R Y
subject to prescribed signals and rules, or special

instructions. Under freight yard, the definition is:
A network of tracks set aside for a railways own
working purpose, such as classification, switching
and holding rail equipment. It is common to use
the words yard and track interchangeable in some
instances but they are basically tracks used for a
specific purpose and located within the yard
limits.
Classification: A yard in which cars are
classified or grouped in accordance with
requirements.
Departure: A yard in which cars are
assembled into trains for forwarding.
Hold: A yard for the temporary holding of
cars.
Receiving: A yard for receiving inbound
trains and cars.
Storage: A yard in which idle equipment is
held awaiting disposition.
Flat: A yard in which the movement of cars
is accomplished by a locomotive without
material assistance by gravity.
Gravity: A yard in which the classification
of cars is accomplished by a locomotive with
the material assistance of gravity.
Hump: A yard in which the classification of
cars is accomplished by pushing them over a
summit, beyond which they run by gravity.
Marshaling Yard: A large set of sidings
used to marshal trains i.e. put together cars,
which are going to the same destination into
one train.
Retarder: A hump yard provided with
retarders to control the speed of the cars
during their descent to the classification
tracks.
Yard Limits:
That portion of the main track or main tracks
within limits defined by yard limit signs.
Yardmaster:
The railroad employee in charge of the operation
of larger yards.
Glossary-33
33
2003 AREMA

Appendix - AREMA

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AMERICAN RAILWAY ENGINEERING AND

MAINTENANCE OF WAY ASSOCIATION

Practical Guide to Railway Engineering

AREMA COMMITTEE 24 - EDUCATION & TRAINING

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Applied Science for Railway Tracks

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Jordan spreader ditchers pushed by a locomotive

Snowplows and snow spreaders also pushed by a locomotive

Surfacing and lining

Drainage and ditching improvements

Weed and brush control

Road crossing maintenance

Track gauging and replacement of flawed or worn out rails.

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

In the winter the section gang was responsible for:

Snow removal from turnouts

Road crossings and station platforms

Shimming track where there were frost heaves

Replacement of flawed or worn out rails.

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Optical (laser) measurement of rail wear.

Maintenance planning computer models.

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Chemical tie plugging

Better electronic rail lubricators

Improved maintenance procedures and specifications for concrete ties

Replacement of track motor cars with hi-rail vehicles

All welded turnouts with integral base plates

Improved switch point geometry

Improved rail grinding technology

Gauge restraint measuring vehicles

Wheel impact load detectors

Hot wheel detectors

Continuing improvement of all machines, i.e. quality, reliability and ease of

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Power rail drill

Power rail saw

Power spike puller

Power spike driver

Power hand tampers

Damage to the materials being handled

Use of costly work trains

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Carrying with it all of the new track spikes and ties

Removing the defective ties

Unloading and installing the new ties

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Picking up and loading the released track spikes

Spreading and distributing ballast

Surfacing, lining and stabilizing the track

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

their voice heard and if a Track Maintenance Supervisors request warrants

Lots of common sense, creativity, long-term vision and patience.

A solid knowledge of what is happening in other areas of the operation of the

Possess excellent oral and written communication skills.

APPENDIX A APPLIED SCIENCE FOR RAILWAY TRACKS 1946 TO 2002

Robert R. Morrrish, P.Eng., Retired Chief Engineer, Canadian Pacific Railway

APPENDIX B - TURNOUTS, CONNECTIONS AND CROSSINGS

Turnouts, Connections and