[Code of Federal Regulations]

[Title 49, Volume 4]

[Revised as of October 1, 2005]

From the U.S. Government Printing Office via GPO Access

[CITE: 49CFR213.119]



[Page 109-111]

 

                        TITLE 49--TRANSPORTATION

 

       CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF 

                             TRANSPORTATION

 

PART 213_TRACK SAFETY STANDARDS--Table of Contents

 

                        Subpart D_Track Structure

 

Sec. 213.119  Continuous welded rail (CWR); general.



    Each track owner with track constructed of CWR shall have in effect 

and comply with written procedures which address the installation, 

adjustment, maintenance and inspection of CWR, and a training program 

for the application of those procedures, which shall be submitted to the 

Federal Railroad Administration by March 22, 1999. FRA reviews each plan 

for compliance with the following--

    (a) Procedures for the installation and adjustment of CWR which 

include--

    (1) Designation of a desired rail installation temperature range for 

the geographic area in which the CWR is located; and

    (2) De-stressing procedures/methods which address proper attainment 

of the desired rail installation temperature range when adjusting CWR.

    (b) Rail anchoring or fastening requirements that will provide 

sufficient



[[Page 110]]



restraint to limit longitudinal rail and crosstie movement to the extent 

practical, and specifically addressing CWR rail anchoring or fastening 

patterns on bridges, bridge approaches, and at other locations where 

possible longitudinal rail and crosstie movement associated with 

normally expected train-induced forces, is restricted.

    (c) Procedures which specifically address maintaining a desired rail 

installation temperature range when cutting CWR including rail repairs, 

in-track welding, and in conjunction with adjustments made in the area 

of tight track, a track buckle, or a pull-apart. Rail repair practices 

shall take into consideration existing rail temperature so that--

    (1) When rail is removed, the length installed shall be determined 

by taking into consideration the existing rail temperature and the 

desired rail installation temperature range; and

    (2) Under no circumstances should rail be added when the rail 

temperature is below that designated by paragraph (a)(1) of this 

section, without provisions for later adjustment.

    (d) Procedures which address the monitoring of CWR in curved track 

for inward shifts of alinement toward the center of the curve as a 

result of disturbed track.

    (e) Procedures which control train speed on CWR track when--

    (1) Maintenance work, track rehabilitation, track construction, or 

any other event occurs which disturbs the roadbed or ballast section and 

reduces the lateral or longitudinal resistance of the track; and

    (2) In formulating the procedures under this paragraph (e), the 

track owner shall--

    (i) Determine the speed required, and the duration and subsequent 

removal of any speed restriction based on the restoration of the 

ballast, along with sufficient ballast re-consolidation to stabilize the 

track to a level that can accommodate expected train-induced forces. 

Ballast re-consolidation can be achieved through either the passage of 

train tonnage or mechanical stabilization procedures, or both; and

    (ii) Take into consideration the type of crossties used.

    (f) Procedures which prescribe when physical track inspections are 

to be performed to detect buckling prone conditions in CWR track. At a 

minimum, these procedures shall address inspecting track to identify--

    (1) Locations where tight or kinky rail conditions are likely to 

occur;

    (2) Locations where track work of the nature described in paragraph 

(e)(1) of this section have recently been performed; and

    (3) In formulating the procedures under this paragraph (f), the 

track owner shall--

    (i) Specify the timing of the inspection; and

    (ii) Specify the appropriate remedial actions to be taken when 

buckling prone conditions are found.

    (g) The track owner shall have in effect a comprehensive training 

program for the application of these written CWR procedures, with 

provisions for periodic re-training, for those individuals designated 

under Sec. 213.7 of this part as qualified to supervise the 

installation, adjustment, and maintenance of CWR track and to perform 

inspections of CWR track.

    (h) The track owner shall prescribe recordkeeping requirements 

necessary to provide an adequate history of track constructed with CWR. 

At a minimum, these records must include:

    (1) Rail temperature, location and date of CWR installations. This 

record shall be retained for at least one year; and

    (2) A record of any CWR installation or maintenance work that does 

not conform with the written procedures. Such record shall include the 

location of the rail and be maintained until the CWR is brought into 

conformance with such procedures.

    (i) As used in this section--

    (1) Adjusting/de-stressing means the procedure by which a rail's 

temperature is re-adjusted to the desired value. It typically consists 

of cutting the rail and removing rail anchoring devices, which provides 

for the necessary expansion and contraction, and then re-assembling the 

track.

    (2) Buckling incident means the formation of a lateral mis-alinement 

sufficient in magnitude to constitute a deviation from the Class 1 

requirements



[[Page 111]]



specified in Sec. 213.55 of this part. These normally occur when rail 

temperatures are relatively high and are caused by high longitudinal 

compressive forces.

    (3) Continuous welded rail (CWR) means rail that has been welded 

together into lengths exceeding 400 feet.

    (4) Desired rail installation temperature range means the rail 

temperature range, within a specific geographical area, at which forces 

in CWR should not cause a buckling incident in extreme heat, or a pull-

apart during extreme cold weather.

    (5) Disturbed track means the disturbance of the roadbed or ballast 

section, as a result of track maintenance or any other event, which 

reduces the lateral or longitudinal resistance of the track, or both.

    (6) Mechanical stabilization means a type of procedure used to 

restore track resistance to disturbed track following certain 

maintenance operations. This procedure may incorporate dynamic track 

stabilizers or ballast consolidators, which are units of work equipment 

that are used as a substitute for the stabilization action provided by 

the passage of tonnage trains.

    (7) Rail anchors means those devices which are attached to the rail 

and bear against the side of the crosstie to control longitudinal rail 

movement. Certain types of rail fasteners also act as rail anchors and 

control longitudinal rail movement by exerting a downward clamping force 

on the upper surface of the rail base.

    (8) Rail temperature means the temperature of the rail, measured 

with a rail thermometer.

    (9) Tight/kinky rail means CWR which exhibits minute alinement 

irregularities which indicate that the rail is in a considerable amount 

of compression.

    (10) Train-induced forces means the vertical, longitudinal, and 

lateral dynamic forces which are generated during train movement and 

which can contribute to the buckling potential.

    (11) Track lateral resistance means the resistance provided to the 

rail/crosstie structure against lateral displacement.

    (12) Track longitudinal resistance means the resistance provided by 

the rail anchors/rail fasteners and the ballast section to the rail/

crosstie structure against longitudinal displacement.



[63 FR 34029, June 22, 1998; 63 FR 46102, Aug. 28, 1998; 63 FR 49382, 

Sept. 15, 1998]