FRA Safety Standards

vs.
General Inspection

FRA Track Standards

North America
FRA regulates safety condition of railroads
Similar rules in Canada
Minimum track conditions based on speed or service
Passenger, freight and hazardous materials
Speeds 10 90 mph (other standards for > 90 mph)
No regulation on material specifications
No regulation on maintenance standards
AAR does NOT regulate track standards in North
America
Similar FRA regulations for mechanical standards
However, AAR does regulate mechanical standards
Interchange issues
2

FRA Track Standards

Undergo yearly updates
Most recent key changes
CWR inspection
Concrete tie RSA
Track strength

measurement
No change to basic
standards
Geometry
Tie, rail and joints

Most current version

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?
c=ecfr&sid=7d8e45b8b9133f203b6c20d1394175e1
&rgn=div5&view=text&node=49:4.1.1.1.8&idno=49

AREMA Recommended
Practices
Are recommended practices, not standards
Most railroads modify (increase severity) of AREMA

based on site specific needs and operating conditions

As such AREMA is not enforceable by law, however:
All railroads will follow minimum recommendations
Potential liability issues if accidents occur
Recommendations developed by railroads and suppliers based
on experience, latest technology, new materials
Many agencies quote AREMA in specifications
Have become default specifications for some operators

Note: ~ 1995 AREA became AREMA

Older publications were reissued by AREMA

Brief Overview of Key

Items
Inspection covers wide range of topics
Numerous categories
Processes based (i.e.: qualified individuals)
Limits and classes
Measurement hard numbers (i.e.: gauge, defect
size)
Interpretation vegetation blocking site distances
Inspection types visual, ultrasonic

Key FRA Track Standard

Items
1

Minimum requirements for inspectors

One or more years of acceptable experience

Training, understanding of track
Reporting requirements

Options for track found to be inadequate

Halt operations
Repair track to minimum level
Reduce speed to level specified by conditions

Key FRA Track Standard

Items
2
Classes of track

Speeds shown in MPH

Note that these are minimum

standards
Maintenance must bring track
to above minimum
Any degradation will reduce
speeds to next lowest class
Any item not meeting
standards reduces entire
segment to next lowest
class
Track can be better than
stated class!
7

Key FRA Track Standard

Items
3
FRA geometry specifications are shown as if measured
under load
Free play movement must be accounted for in
measurement
Most common errors

Gauge tie plate movement

Surface hanging ties

Waivers Allowed
FRA allows waivers, but track must be in compliance during

waiver process
Rarely issued

Requires significant paperwork and proof by railroad

Liability issues
Cost vs. following standards
8

Key FRA Track Standard

Items
4
Roadbed Issues
Drainage

Track drainage systems must allow water to drain

Vegetation

Not obstruct grade crossings

Interfere or obstruct signals
Become fire hazard, tripping or obstruction hazard

NOTE: FRA rules do not prohibit vegetation, however:

Excessive vegetation impairs ballast performance
Is an indicator to poor drainage
Both are economical issues, not immediate safety concerns

Key FRA Track Standard

Items
5

Track Geometry
Gauge

Between rails at 5/8 below top running surface

Below metal flow, upper gauge wear on curves

All classes minimum gauge 0.5 inches tight

For class 1 allows 1.5 inches wide
For class 2, 3 allows 1.25 inches wide
For class 4, 5 allows 1 inch wide

10

Key FRA Track Standard

Items
6
Alinement
North American practice is

to use 62 and 31 foot

chords
Alinement deviations
Measure offset at
midpoint of stated chord
(string)
Deviation from design
Examples

True tangent = 0
True 5 curve = 5

11

Key FRA Track Standard

Items 7A

Crosslevel issues
Most limits based on 3 unbalance
Design maximum 6 actual E
See table next page

Lower classes allow deviations

Class 1,2

2 deviation

Normally localized low rail dipping

Does not allow higher speeds

FRA allows 4 or more unbalance

for specific equipment
Must have FRA waiver/approval for

each type of equipment

Railroad must show certain
performance traits

<60% unloading vs. static wheel load

Equipment roll angle limits
Test results with data must be provided
Track limits for operation
Maintenance and inspection of
equipment
12

13

Key FRA Track Standard

Items

7C
Other superelevation issues
Elevation runoff
Spirals normally used to transition between curve and

tangent

Full body of curve = full elevation

Tangent = 0 elevation (level)

Normally uniform change in elevation along length of

spiral
Full elevation in curve unless limited by local conditions

Short or no spiral
Use Surface (profile) limits for elevation runoff within curve or
tangent

14

Key FRA Track Standard

Items - 8
Track Surface (profile)
To measure:
Use same chords as
Alinement
Shows runoff limits in spirals
Twist difference in

crosslevel over distance <

62 feet
Critical with long
wheelbase equipment
Excessive twist, stiff
suspension can result in
wheel lift
15

Key FRA Track Standard

Items
9

Ballast

Transmit and distribute loads to subgrade

Restrain track under dynamic loads

Lateral
Longitudinal (train and thermal expansion)
Vertical

Provide adequate drainage

Maintain proper crosslevel, surface and alinement

FRA has no specifications for ballast

Limited to performance items shown above
16

Key FRA Track Standard Items

10A
Ties
States: Ties shall be made of a material to which rail can be securely
fastened
FRA does not specify tie material, size, shape
As long as it functions, tie is acceptable

Functions specified
Hold gauge to limits for class of track
Provide surface as stated for class of track
Maintain Alinement as stated for class of track

GRMS (Gauge Restraint Measuring System) can substitute for

Minimum crossties at joints
Minimum number of crossties/39 feet
Fastener performance/missing fasteners
Applied GRMS forces must meet severity requirements

17

Key FRA Track Standard Items

10B

Ties under joints

Class 1,2
One functioning crosstie
within 48 of joint (top
left)
Classes 3-5
One functioning crosstie

within 36 of joint
or
Two functioning crossties
within 48 of joint

18

Key FRA Track Standard

Items 10C
Minimum number of crossties per 39 foot rail
Regardless of tie material
Defective tie
Broken
Split so that Ballast can work through tie

Cannot hold fastener/spikes

or more lateral movement of plate

or rail base (i.e.. Gauge widening)

Tie plate cut depth >40% of thickness

Additional limits for concrete ties

under development, being

implemented

Relates to Rail Seat Abrasion

Under load, deep RSA cab allow

Negative/outward rail cant tipping

Wide gauge
Lack of fastener hold down tipping, running rail

19

Gauge Restraint
Measurement System (GRMS)
Recent FRA Ruling

Gauge restraint measurement

Measures track performance

Vertical and lateral loads

Measure gauge change (no load to
load)
Apply load severity formulas
Measure every 16 inches
Performance is regardless of tie
condition
FRA allows instead of tie standards
Railroad must notify FRA
Significant reporting required
Requires use of production vehicle to be cost
effective (manual method on right)
Some railroads find it cost effective for
branch, low traffic lines
Cost of tie replacement high
Can reduce tie costs if track is shown to
be adequate
Not wide spread implementation due to costs

20

Production GRMS
Vehicles

Test at speeds up to 40 mph

Apply vertical and lateral loads
30,000 lb V
10,000 to 15,000 lb L

Measure gauge before (unloaded)

and at applied load (below right)

Compare loaded and unloaded

gauge
Report exceptions to FRA standards

Rail based equipment (right)

Can apply high vertical loads
Active (constant) forces

Highway/Rail based equipment

Limited vertical load
Often gravity controlled
Use FRA equivalent Severity index
21

Key FRA Track Standard

Items
11

Rail Defects
Require non-destructive inspection
techniques

Ultrasonic and magnetic induction internal

Dye penetrant, magnetic particle external

Defect size dictates action

Limit operating speed until defect replaced or

joint bars applied

Generally for class 3 or higher
22

Table of defects (left)

Action notes
(right)

23

Key FRA Track Standard

Items
12
Rail end mismatch limits
Often occurs when joining

worn and new rail

Creates localized vertical
and lateral impacts
Can lead to derailment

Limit by grinding a taper

FRA does not specify

distance for taper!

Use engineering judgment
Need to reduce impact

24

25

Key FRA Track Standard

Items
13
CWR
FRA has added significant requirements
Inspection and record keeping
Record keeping of broken angle bars
Record keeping of incorrect stress corrections
Cold weather emergency repairs
Defective rail plug installations
Record rail installation dates, temperatures, location, etc
Railroad must develop training, inspection procedures
FRA to approve
Class 2 with passenger 1 annual inspection
Class 3 with passenger 2 annual inspections
Freight only Class 3 1 annual inspection

26

Key FRA Track Standard

Items
14

Tie plates

Required 8 out of 10 consecutive ties on class 3

to 5

Class 3-5
If no tie plate present, no point load on ties
e.g. Unfinished base of Thermite weld

27

Key FRA Track Standard

Items - 15
Rail Fastening System
Primarily covered in tie condition
specifications
FRA requires fasteners to:

Hold gauge as shown in track gauge section

28

Key FRA Track Standard

Items

16A
Turnouts
Requires fastenings to hold components securely in place
Class 3-5 requires rail anchors to prevent movement which
could alter position of frogs, switch points, guard rails

Minimum flangeway width 1.5 inches

Key frog, guard rail gauge specified (next page)
Other components
Ensure proper fit
Repair chipped, broken components
Limited speed if vertical frog point wear or chip damage >
5/8
Limited speed if vertical frog tread wear > 3/8

29

Key FRA Track Standard

Items 16B

30

Key FRA Track Standard

Items 17A

Inspection Intervals by track class

Inspection by foot or from vehicle
Speed slow enough to allow inspection
Automated equipment can be used to

supplement visual
5 mph maximum over turnouts

If deviations found, inspector

must initiate appropriate

remedial action
Slow order
Repair
Stop traffic
31

Key FRA Track Standard

Items 17B
Records
Prepare and signed day of inspection
Date of inspection
Inspector

Special Intervals for Turnouts

Inspect on foot monthly
Class 3 5 (single rod
switches)
Operate throw mechanism
both positions every 3
months to ensure proper
Alinement

Track limits inspected

Limits of tracks skipped or not

inspected

Location , nature of defects found

Remedial action taken

Retention of records
2 years minimum
1 year after remedial action taken

Electronic options are permitted

FRA may request records
Access for derailment investigations
32

Other Key Areas

Bridges
FRA track standards provide general bridge inspection details
Advisory rather than regulatory guidelines
FRA inspectors conduct periodic bridge inspections
Bridge capacity determined by engineering principals

FRA refers to AREMA Bridge sections for recommend inspection cycles and
procedures
Rating system Cooper

FRA recommends periodic inspection by competent inspectors

Typically on an annual basis
Underwater and stream bed details
After special occurrences Seismic, flood, physical damage
Discipline where railroads remain in control (for now!)

Similar approach for other special structures

Tunnels
Noise abatement walls
33

Bridge Issues
Need to look on top and

under
Many defects hidden from
track view
Low water aids inspection of
piers, support

34

Summary of FRA Defect Codes (14

pages)
Defect codes
Provides
overview
referencedto range of
to each standard
inspection
needs
section/subsection
Used by FRA to enforce

standards
Defines

Defect not found

Incorrect procedures
Incorrect inspections
Improper personnel

Can be used to apply

fines
35

36

37

38

AREMA Recommended
Practices

Annual revisions
Input from railroads, suppliers and
researchers
Upgraded material, designs and acceptance
tests
Sections on track, design, maintenance,
bridges

39

Repair Levels
Rail/Wheel Lubrication

40

Two Common Topics

FRA standards vs. Maintenance standards
Rail/wheel lubrication

41

Maintenance Standards
Each railroad develops internal maintenance

standards
Goal is to ensure track maintenance provides
economical return
Long lasting
Avoid repeated maintenance activities
Maintain good ride quality
Avoid FRA related defects and resulting slow

track
42

Maintenance Standards
Some users site FRA standards based on train speeds as minimum
for trackwork repairs or new construction
Frequent policy by municipalities and owners of transit, local

railroads with no operating experience

Used to rate contractor work
Means to measure final conditions
Can result in more frequent maintenance
Track is not maintained to adequate standards
Constant slow orders and speed limiting defects
Suggested minimum is to maintain >2 standard above current
Example: For class 2 speed operation, use class 4 as a minimum
level for repairs and maintenance
Allows for some degradation before maintenance is again
needed
Can be useful if no other in-house standards are available
43

Rail/Wheel Lubrication and Friction

Control
Why lubricate the rail?
Increased rail life
Can reduce curving forces (friction control)
Reduced noise, vibration
Reduces energy needed to move train
Reduces development and growth rate of corrugations
Things to watch out for
Cost
Train handling issues traction, braking
Can cause increased curving forces (improper
lubrication)
44

Rail Wear Comparison

More wear with no lubrication
Factor of 10+ increase in wear life

High Rail Dry

140 MGT

Especially on
gauge face

High Rail Lubricated

140 MGT
45

Rail Wheel Lubrication

Currently two concepts for friction control
Gauge Face Lubrication (rail gauge face and
wheel flange) - GFL
Top of Rail Friction control - TOR

46

Friction Control vs.

Lubrication
Lubrication
Applied to gauge and wheel flanges
Fundamental
Concept
Lubricant reduces friction to < 0.25
Migration of product to top of rail is generally not
controlled
Differences
Can lead to problems

Primarily addresses wear and energy

Friction control

Applied to top of rail (variety of methods)

Product controls friction to 0.30 -0.34
Little migration to gauge face
General

rule - gauge lubrication still required

Primary interest is in reduced curving forces
Secondary benefits to wear and energy, depending
on deployment method
47

48

Coefficient of Friction

Target Friction Value

Optimum Lubricant

Optimum FM

Increasing Thickness/Amount of Product

Friction Modifier
Lubricant
49

GFL and TOR Application

Systems

Wayside/fixed
Locomotive based

Car or Locomotive

Mobile based (Hy-rail in North America)

Can be used for both TOR and GFL concepts
Specific modifications usually needed to
product and/or application system for TOR or
GFL
50

Locomotive Based Application

For TOR applications, use of Friction Modifiers allows end of
train product carryover and limited detrimental effect to
following trains

51

Deployment Guidelines for

Locomotive-Based
Systems
Large percentage of road going fleet must be equipped
Local servicing staff must be part of program
Training:

Inspection, Repair, Adjustment, Refilling

Time Allotment
Additional duties before locomotives released
Train crew buy-in and education
Need to provide feedback on system status
Do not deactivate system (lubricators are bad)

52

Hy-Rail Vehicle Based

Application
Limited industry demonstrations

to date show:
Effective for 5-8 trains after
application (14,000-20,000
tons/train)
Approximately every 0.2 MGT
When properly and reliably
implemented data suggests
reduction in rail wear
Reapplication is required too
frequently for typical 40 MGT+
line
Generally considered viable for
lower tonnage lines
Work in progress by others to
improve material durability,
application techniques

Wayside-Based
Application
Significant interest by track department

Presently
most common
method
in use
by North
American
Familiarity
Similar
concept
used
for last
100 years
Freight
Railroads
Seen
as quick fix to address local issues

Deployment questions
Carry distance from applicator
Applicator

spacing
Product output rate
Single or bi-directional traffic
Influence on rail fatigue
Localized wheel slip or traction problems

54

Typical Wayside TOR

Applicator

Similar equipment to GFL, but applies TOR friction modifier to outside

top of rail

55

Results from one TOR demonstration

exhibiting damage/premature wear of
applicator bar seals
Damage is likely from

false flanges
Reduces amount of
material applied to
central top of rail
Material is wasted to
side and ties ($$$)
Little or no effective
material carry no
reduction in curving
forces ($$$)

Deployment Guidelines for

Wayside TOR
Tangent, recommend 100 from spiral
Inspect rail surface 100 each side of applicator
Remove field side metal flow for blade placement
If no surface cracks no placement issues

Options: If surface cracks present

Consider alternate location
Grind rail surface to remove cracks
Monitor site performance after installation
Spacing up of two miles can reduce curving forces by more
than 30%
New rail profiles may not carry product as effectively or as
far as on worn/conformal rails
Applicator bar design still not optimized inspect site for
damage or worn components leading to wasted product

57

Other Application
Concepts
Car based TOR applicator
TOR system installed on revenue producing ore car
Operated as a hi-rail/locomotive concept

Initial demonstrations on QCM (captive ore trains)

Similar reduced curving forces as other TOR
Concept is currently intended for captive fleets with

limited variables
Control system tuned to specific route conditions
Consideration being given to demonstrations on
lines with wider variations

58

Car Based TOR Application

System

Lead Axle, Loaded Trains

Car Based TOR Applicator System
with no car based
TOR application
system

25
Lateral (Kips)

Top typical train

Axle by Axle
07/12/2004 - 13:40:53

20
15
10
5
0
-5
0

100

200

300

400

500

600

700

500

600

700

Axle#
Low Rail

Axle by Axle
08/09/2004 - 09:15:53

Bottom initial run

Lateral (Kips)

with car based

TOR set to lowest
application rate
Shows reduced
forces during
first 100 axles

25
20
15
10
5
0
-5
0

100

200

300

400

Axle#

Low Rail

Friction Control Offers Considerable

Savings
Economic issues: North American Class 1 Railroads
Fuel, Ties & Fasteners, Rail & Wheel Wear, Derailments
Annual costs: $ 3.6 billion
5%-20% reduction addressable by friction control
Potential of $ 240 million annual savings

However, need to consider

Projected savings require implementation plan and high
system reliability
Cost of applicators, products and maintenance must be
less than savings

61

Ongoing Improvements

62

Biggest Change in Last 40

Years
Safety awareness and activities

Not Materials, Not

Significant increase in safety awareness
equipment
Employee training programs
On track safety procedures
Job briefings
Prior to any track occupancy
Includes basic inspection tasks

63

AREMA is industry leader and

clearing house for documenting
Considered to be
independent
improved
materials

No commercial ties to sales, marketing or products

However, suppliers are taking increased role on
committee decisions

Major categories of improved products and screening

tests
Rail hardness, quality
Tie materials
Fasteners
Repair materials
Tie plugging

Turnout designs
Ballast specifications
64

Rail (Chapter 4)
Current rail quality, life and maintenance
Higher hardness 320 to 480+
Cleaner steels

Improved fatigue performance

Optimized profile

Periodic review of wheel/rail shape factors

Upgraded lubrication guidelines/best practices

Rail grinding and reshaping guidelines

65

RCF in Premium High Rail

Area where industry is still improving quality
Light

Medium

Heavy

Severe

66

Tie Materials (Chapter

30)
Improved concrete tie specifications
Materials specifications
Materials to inhibit Rail seat abrasion

Wood tie specifications

Environmentally sound tie treatment techniques
Plastic/polymer tie fillers replacing wooden tie plugs
Composite Ties
Generic performance and testing specifications
Temperature , loading and environmental tests
67

Fasteners (Chapters 5,
30)
New fastener tests
Load cycles, loading fixture, procedures
Intended to address fatigue due to higher wheel

loads

Fastener fatigue shown to contribute to RSA

New tests to screen components
Improved insulator and pads

68

Broken Insulators Concrete

Ties
Broken or cracked insulators
Often field side
All conventional suppliers

Found by visual inspection

Typical of what is seen at

revenue sites
New design insulators and
materials are under
investigation
Older AREMA laboratory proof
tests are being updated
New procedures
Cull less robust designs
69

Turnouts (Chapter 5)
New geometry for turnouts
Fit existing lead lengths
Improved switch point designs
Improved frog materials
Guard rail designs
Flange Bearing Frog concepts

70

Ballast /Subgrade
(Chapter
10)for subgrade
Design specifications
improvement
Geogrid
Geotextile (filter fabric)
Asphalt underlayment

Improved laboratory tests for ballast

screening
Tri-axial test standards
Ballast particle and shape standards

71

Summary
Discussion
Open Questions

72