Stage 2 Technical Specification

Track Works

Revision Log – Internal

Revision Date Name Description of Review Changes

AA1 01-NOV-11 Steven Nuttall Author
AA2 01-NOV-11 Rob Macdonald Reviewer
AB 12-JAN-12 Arthur Durham Reviewer
AC 25-MAR-12 Steven Nuttall Reviewer

Revision Log – To Client

Revision Date Description of Changes

AA 01-NOV-11 First Release
AB 22-JAN-12 Second Release
AC 17-MAY-12 Third Release
00 28-JUNE-12 Approved

Distribution

Controlled Copy No Issued to

1 Etihad Rail
2 Office Copy

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ABBREVIATIONS AND ACRONYMS

AAR Alkali Aggregate Reaction
AAR Association of American Railroads Gauge Plate H
Plate H
AAR Association of American Railroads Gauge Plate L
Plate L
ALARP As Low as Reasonably Practicable
AREMA American Railway Engineering and Maintenance-of-Way
Association
AS Australian Standard
BS British Standard
C3A Tricalcium aluminate
CBR California Bearing Ratio
CEN Comité Européen de Normalisation
CWR Continuously Welded Rail
DIN Deutsches Institut für Normung eV (German Institute for
Standardisation)
ELR Engineers Line Reference
EN European Standard
ER Etihad Rail (Employer)
ERN Etihad Rail Network
EU European Union
GCC Cooperation Council for the Arab States of the Gulf
HBW Hardness Brinell Tungsten Carbide Ball Indenter
HDPE High-density Polyethylene
IEC International Electro-technical Commission
IHHA International Heavy Haul Association
IRJ Insulated Rail Joint
ISO International Organisation for Standardisation
ITP Inspection and Test Plan
JHA Job Hazard Analysis
KSA Kingdom of Saudi Arabia
LWR Long Welded Rail
MGT Million Gross Tonnes
MGTPA Million Gross Tonnes per Annum
NCR Non-Conformance Report
NR Network Rail (UK)

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ORE Office of Research and Experiments

PQP Project Quality Plan
PVC Poly Vinyl Chloride
QMR Quality Management Representative
QMS Quality Management System
RAMS Reliability, Availability, Maintainability and Safety
S&C Switches and Crossings
SFT Stress Free Temperature
SG Spheroidal graphite
SI International System of Units
SNCF Société Nationale des Chemins de Fer Français
UAE United Arab Emirates
UIC International Union of Railways / Union Internationale des
Chemins de Fer
UK United Kingdom of Great Britain and Northern Ireland
USA United States of America
UV Ultra Violet

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Contents
1. Preamble ......................................................................................................................................... 7
1.1. Introduction ............................................................................................................................ 7
1.2. Use of this Specification .......................................................................................................... 7
1.3. Enabling Legislation ................................................................................................................ 7
1.4. Definitions and Abbreviations................................................................................................. 8
1.5. Standards, Codes and Regulations........................................................................................ 11
1.6. Requirements ........................................................................................................................ 16
1.7. Track Performance Requirements ........................................................................................ 16
1.8. Environmental Requirements ............................................................................................... 18
2. Safety Requirements ..................................................................................................................... 20
2.1. Standards .............................................................................................................................. 20
3. Technical Requirements................................................................................................................ 22
3.1. Interoperability Requirements.............................................................................................. 22
3.2. Train Characteristics.............................................................................................................. 22
3.3. Systems Assurance ................................................................................................................ 24
4. Materials Specification.................................................................................................................. 25
4.1. Track Structure - General ...................................................................................................... 25
4.2. Rails ....................................................................................................................................... 25
4.3. Sleepers ................................................................................................................................. 27
4.4. Fastenings ............................................................................................................................. 32
4.5. Rail Pads ................................................................................................................................ 35
4.6. Shoulders/Inserts .................................................................................................................. 36
4.7. Clips ....................................................................................................................................... 36
4.8. Insulators............................................................................................................................... 37
4.9. Delivery & Handling of Fastenings ........................................................................................ 37
4.10. Fasteners for Slab Track .................................................................................................... 37
4.11. Ballast ................................................................................................................................ 39
4.12. Switches and Crossings (S&C) ........................................................................................... 42
4.13. Insulated Rail Joints........................................................................................................... 48
4.14. Track Signage and Markers ............................................................................................... 52
4.15. Other Track Work items .................................................................................................... 53
4.16. Slab Track .......................................................................................................................... 55
5. Track Construction / Installation................................................................................................... 57
5.1. General.................................................................................................................................. 57
5.2. Rails ....................................................................................................................................... 59
5.3. Sleepers and Fastenings ........................................................................................................ 63
5.4. Ballast .................................................................................................................................... 63
5.5. Switches and Crossings ......................................................................................................... 65

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5.6. Other Track Works ................................................................................................................ 66

5.7. Track Installation Tolerances ................................................................................................ 68
6. Track Maintenance ....................................................................................................................... 74
6.1. Use of track prior to handover.............................................................................................. 74

Table 1-1 Applicable International Standards....................................................................................... 16

Table 1-2 Design Life in Years ............................................................................................................... 16
Table 3-1 Provisional Rolling Stock details............................................................................................ 23
Table 3-2 Estimated Annual tonnage by route ..................................................................................... 24
Table 4-1: Performance Requirements of Slab Track Fastners ............................................................. 38
Table 4-2: Configuration Requirement of Slab Track Fasteners ........................................................... 39
Table 4-3: Material Requirement of Slab Track Fasteners.................................................................... 39
Table 4-4: Ballast Particle Size .............................................................................................................. 40
Table 5-1: Proposed Rail Grind tolerances............................................................................................ 67
Table 5-2: Track Construction Tolerances Main Line Track .................................................................. 70
Table 5-3: Track Construction Tolerances Depot Track ........................................................................ 71

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1. Preamble
1.1. Introduction
[Link]. Etihad Rail is responsible for the development of a new rail network within the United Arab
Emirates. The rail network is part of the international rail network being developed by the
Gulf Cooperation Council. As such it is necessary to develop a set of standards for design,
procurement and implementation of the initial Etihad Rail Network, as well as for any
further development in the future.
1.2. Use of this Specification
1.2.1. Purpose
[Link]. The purpose of this document is to define specifications and requirements for materials
and workmanship in relation to the construction of the trackform above formation level on
the Etihad Rail Network.
[Link]. The purpose of the specification is to ensure that the completed track system:
a) Is safe, reliable, economic, durable, and functional and provides safe guidance and
support to the rolling stock under all maintenance conditions that can be
anticipated for this region; and
b) Satisfies the requirements for interoperability within the wider, proposed Gulf
Cooperation Council (GCC) railway network.
1.2.2. Scope
[Link]. This document defines the minimum requirements for:
a) The materials used in railway track and track related items
b) The workmanship in installation and construction of the track and track related
items
c) The testing, commissioning and acceptance of trackwork and related items
d) Track maintenance until handover to the Employer (Etihad Rail).
[Link]. This document does not define the interface requirements between contractors, or
between disciplines. These shall be defined in separate documents.
[Link]. The contractor is responsible for producing the design of the track structure for approval
by the Employer.
1.2.3. Related Documents
[Link]. This document is to be read in conjunction with the Track Design Criteria X0103-UAE-ERT-
PO-100002 which relate the general design requirements for trackwork items, and other
Etihad Rail Materials and Workmanship Specifications e.g. for bridges, tunnels, and
earthworks as required.
1.3. Enabling Legislation
[Link]. United Arab Emirates (UAE) government legislation, regulations and high level
requirements for design, construction and maintenance of Etihad Rail are detailed in
Document Number 25379-UAE-GES-PO-00263.

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1.4. Definitions and Abbreviations

1.4.1. Standard for Terminology
[Link]. The railway terminology used within this document is accordance with the application of
BS 6100-4:2008 Building and civil engineering – Vocabulary – Part4: Transport unless noted
otherwise.
1.4.2. General Terminology
[Link]. The following terminology is used generally through the Trackwork Specification
Applied Cant The amount of cant specified for application to a circular
curve.
Ballasted Trackform Ballasted Trackform comprises the running rails, rail
fastenings, insulators, rail pads, baseplates, sleepers or
bearers, ballast, and sub-ballast on an engineered formation.
Baseplate A rolled steel or cast iron rail support mounted on sleepers,
bearers, or a concrete base by means of holding down bolts or
other fastening system.
Bearer The equivalent of a sleeper used to support the turnout on
ballasted track.
Branch Line A track acting as a feeder to a main line.
Buffer Stop A device used to prevent a train from traversing beyond the
physical end of a track
Cable trough A method of containing cables located either on the formation
or buried beneath it.
Cant The amount by which one rail on a curve is raised above the
other rail. It is positive when the outer rail of curved track is
raised above the inner rail and negative when the inner rail is
raised above the outer rail.
Cant Deficiency The amount by which the applied cant is less than that
needed to keep a train negotiating a curve at a particular
speed in lateral equilibrium.
Check Rails Rails provided inside running rails to guide wheels through
crossings in junctions, or in tight radius curves.
Column Protector A tapered concrete protection structure in a “cut water”
shape placed at the base of columns supporting overhead
structures to deflect a derailed vehicle.
Contractor Contractor may refer equally to a design consultant, or to a
construction contractor appointed by Etihad Rail to undertake
services for Etihad Rail.
Crossing An assembly which permits the passage of wheel flanges
across other rails where tracks intersect.
Derailer A device used to deliberately derail a train to prevent an
unauthorized movement which would bring the train into
conflict with other train movements
Derailment Upstand A structure located outside the running rails at specific
locations to provide lateral guidance to derailed vehicles.
Design Speed The speed used for the geometric design of horizontal curves
and transition curves.

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Double Track; Two, essentially parallel, single tracks, whose separation is

controlled solely by Railway Engineering requirements.

Down Track The running line on which a train normally travels in the
opposite direction to increasing kilometerage. On Etihad Rail
this will be the left hand track when observed looking in the
direction of increasing kilometerage.
Drawpit A chamber used to access buried cables, and/or perform a
change of cable route direction.
Equilibrium Cant The cant required to enable a train to negotiate a curve at a
particular speed without being subjected to an unbalanced
centrifugal force such that both rails are loaded equally. The
speed at which this condition applies is known as the
Equilibrium Speed.
Excess Cant The amount by which the applied cant is more than that
needed to keep a train negotiating a curve at a particular
speed in lateral equilibrium.
Fishplates A pair of plates providing, via a number of nuts and bolts, a
clamping action joining two rail ends together.
Grade Rail The reference rail used for defining the vertical track
alignment; the lower rail on canted track.
Gradient A tangent line in the vertical plane; positive gradients are
uphill, negative gradients are downhill in the direction of
increasing kilometreage.
Guard Rails Rails or steel channels located inside the running rails to keep
derailed wheels adjacent to the running rails. Occasionally
guard rails may additionally be placed outside the gauge rails
if the consequences of a derailment are severe.
Horizontal Alignment The longitudinal locus of the track centreline.
Insulated Rail Joint A rail joint assembly consisting of fishplates and electrically
insulating separators, in which one rail end is electrically
isolated from the other.
Insulator A non-conductive insert located between the rail fastener and
the rail foot to transmit holding down force to the rail in
certain fastening systems, and to insulate the rail from the
sleeper/ fastening assembly for signalling, or traction power
requirements.
Kilometreage (Also may be The measurement of horizontal distance along a planar
referred to as Chainage (UK) or centreline track alignment, measured from a reference point
Stationing (USA)) such as the centreline of platform. The actual travelled
distance will differ when allowance for the vertical alignment
is made.
Level Crossing An intersection at the same level of a road or footpath and
one or more railway tracks.
Line reference code; Unique Engineer’s line reference prefix and suffix numbers
that indicate sub-divisions and their boundaries.
Main Line A principal track on the railway network.
Maximum Civil Speed The theoretical maximum attainable speed at which any train
may travel on a section of track based on the track design

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criteria.
Maximum Operating Speed The maximum speed permitted for trains operating on a
section of track.
Non-ballasted Trackform Non ballasted trackform comprises running rails, rail
fastenings, insulators, rail pads, baseplates or concrete blocks,
resilient pads, and concrete trackbase.
Permanent Civil Speed Restriction The maximum allowable train speed as determined by
constraints on the alignment due to physical features on the
infrastructure.
Plain Line A section of track without switches or crossings.
Private Siding A siding on premises not owned by Etihad Rail.
Rail Expansion Joint A device used to allow movement of the rails caused by
thermal effects.
Rail Grade The required strength and quality of the steel used in the rail
section.
Rail Level The design elevation, with respect to survey datum, of the top
of both rails on uncanted track and of the inside lower (grade)
rail of a curve on canted track. The rail condition is taken as
new.
Rail Pad A resilient insulating material located between the rail foot
and the sleeper, or baseplate surface.
Rerailer A device used to attempt to re-rail a derailed vehicle.
Reversible (or Bi-directional) line A track operated in both directions of travel.
Running Line The railway track over which freight and/or passenger services
operate.
Shoulder A cast iron component cast into the concrete sleeper or block
used to retain the rail fastener in particular fastening systems.
Siding A track used for marshalling and/or stabling vehicles.
Spring Clip A metal fastener made of spring steel which clamps the rail
foot to the sleeper or baseplate.
Sub-grade Sub-grade is defined as either the natural ground, or an
engineered fill material beneath the sub-ballast layer. The
sub-grade works may include provision of storm water
drainage and/or ground water drainage systems.
Support Structure Support structures comprise bridges, viaducts, tunnels,
station structures and other civil engineering works provided
to support the trackform.
Switch An assembly for diverting vehicles from one track to another.
Trackbase The track support medium within the trackform, that consists
either of ballast and sub-ballast, or concrete slabtrack or other
derivatives.
Track Centreline The location midway between the inside faces of the rail in
the plane tangential to the top of the rail prior to the
application of cant.
Trackform The assembly between the top of rails and the support
structure or subgrade. Its components include the rails, rail
pads, sleepers, concrete blocks or baseplates, bearers,

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concrete slabs, floating slab, fastenings, ballast and sub-

ballast.
Track Gauge The distance between the inside faces of the rails in the plane
tangential to the top of the rails measures 14mm below the
top of the rail. The track gauge shall be 1435mm in plain line
and switches and crossings, and may be wider on curved track
if deemed required by the wheel rail interaction study.
Track Support Structure The part of the support structure which supports the
trackform and which may comprise of the following:
a) Steel, prestressed concrete or reinforced concrete
members forming bridge decks, station structures, or
viaducts for overhead structures;
b) The base of cut and cover tunnel, station boxes, or
concrete inverts of other tunnels;
c) Reinforced concrete slabs on at grade sections or on
earthworks;
d) The engineered formation or sub-grade on ballasted
sections.
Transition Trackform The specialised trackform design used to gradually change the
stiffness characteristics of one trackform to another, for
example from ballasted to direct fixation slab track.
Turnout A unit that comprises of a switch and a crossing and
connecting rails located where running lines converge of
diverge.
Twin Track Two, essentially parallel, single tracks, whose separation is
controlled by an intervening structure.
Up Track The running line on which a train normally travels in the
direction of increasing kilometreage. On Etihad Rail this will be
the right hand track when observed looking in the direction of
increasing kilometreage.
Vertical Alignment The vertical locus of the levels, gradients and vertical curves of
the top of rail level.
Vibration Isolating Baseplate; Generally a proprietary system comprising a composite cast
iron and rubber rail support in which the rail foot is supported
on a plate separated by a compressible rubber layer from the
lower plate mounted on the sleeper or concrete base. The
amount of vibration attenuation required is prescribed in the
specification.
Vignole, Flat Bottomed, or T rail Rail in which the foot of the rail has a flat base.

1.5. Standards, Codes and Regulations

1.5.1. Development of Criteria
[Link]. The criteria developed for each element of this specification have been based on an
assessment of the applicability of the following primary standards and codes:
a) International Standards Organisation (ISO) standards;
b) European standards or Euronorms (EN);
c) National standards such as British Standards (BS), Australian Standards (AS)
d) The American Railway Engineering and Maintenance-of-Way Association (AREMA)
Manual;

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e) Union Internationale des Chemins de Fer (UIC) codes ;

f) Existing rail operator/infrastructure owner standards i.e. SNCF (French), Network
Rail (UK) and New South Wales Rail, etc .
g) Recommendations of Industry Bodies such as the International Heavy Haul
Association (IHHA).
1.5.2. Minimum Standards and Alternatives
[Link]. The national or international standards and codes referred to in this section represent the
minimum standards that shall be met and are listed for reference only.
[Link]. The Contractor may be permitted to adopt other standards subject to Employer approval,
provided that such standards are equivalent to or superior to those stated in this
document.
[Link]. The Contractor is required to specify the actual standards and / or codes proposed for its
design, materials and procedures and shall propose only codes, standards, practices,
procedures etc. appropriate for Etihad Rail operating conditions.
[Link]. Where alternative standards are proposed, the Contractor shall indicate the differences.
[Link]. The Contractor shall also submit a reason for the equivalence to or superiority over those
standards contained in this specification.
[Link]. Whenever the detailed specifications of this document are not sufficient or clear enough,
or in the case of contradictions, the Contractor shall request clarification from the
Employer.
[Link]. Where the Employer specifications contain no requirement for compliance with a national
or international standard, the track works shall comply with the standards, codes, practices
or recommendations from one of the following:
a) The International Organisation for Standardisation (ISO);
b) The International Electro-technical Commission (IEC);
c) International Union of Railways (UIC);
d) Office of Research and Experiments (ORE); and
e) Comité Européan de Normalisation (CEN).
[Link]. The Contractor shall maintain consistency in the adoption of, and conformance to, any of
the standards chosen. In the case where the Contractor is required to change from one
standard to another, and where there is a conflict between provisions of two or more
applicable standards, the more restrictive standard shall apply unless approved otherwise
by the Employer.
[Link]. Wherever references are made to a specific standard, the reference shall be taken to mean
the current standard and all subsequent amendments, changes, or additions that are in
effect at the date of the Contract. Modified versions of standards or a later version of a
standard shall be an acceptable alternative.
1.5.3. Units
[Link]. The International System (SI) units shall be used throughout the Contract, except where
stated within the documents and where railway operational customs and practices dictate
otherwise.
1.5.4. Referenced Standards and Codes
[Link]. This technical specification makes reference, either directly or by inference to the following
Standards, Codes of Practice and other documents.

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[Link]. Where standards listed below make reference to other standards not listed below, these
shall also be considered.

REFERENCE TITLE
AREMA AREMA Manual for Railway Engineering
ARTC-ETD-11-01 Trackside Monuments for Track Alignment
AS 1085.12 Railway Track Material - Insulated joint assemblies
AS1085.14 Railway Track Material – Prestressed concrete sleepers
ASTM E164 Standard Practice for Ultrasonic Testing
ASTM E709 Standard Guide for Magnetic Particle Examination
BS 12 Portland Cement
BS 6100-4 Building and civil engineering vocabulary : Part 4: Transport
DIN 4150 Structural Vibration
EN 10002-1 Metallic Materials – Tensile Testing – Part 1: Test Method
EN 10003-1 Metallic Materials – Brinell Hardness Test – Part 1: Test Method
EN 1008 Mixing water for concrete. Specification for sampling, testing and
assessing the suitability of water, including water recovered from in the
concrete industry, as mixing water concrete
EN 10080 Concrete Reinforcing Steels
EN 10138 Prestressing Steels
EN 1097-1 Tests for mechanical and physical properties of aggregates — Part1:
Determination of the resistance to wear
EN 1097-2 Tests for mechanical and physical properties of aggregates — Part 2:
Methods for the determination of resistance to fragmentation
EN 12620 Aggregates for Concrete
EN 13146-1 Railway Applications – Track – Test methods for fastening systems - Part
1: Determination of longitudinal rail restraint.
EN 13146-2 Railway Applications – Track – Test methods for fastening systems - Part
2: Determination of torsional resistance.
EN 13146-3 Railway Applications – Track – Test methods for fastening systems - Part
3: Determination of attenuation of impact loads.
EN 13146-4 Railway Applications – Track – Test methods for fastening systems - Part
4: Effect of repeated loading.
EN 13146-5 Railway Applications – Track – Test methods for fastening systems - Part
1: Determination of electrical resistance.
EN 13146-6 Railway Applications – Track – Test methods for fastening systems - Part
6: Effect of severe environmental conditions.
EN 13146-7 Railway Applications – Track – Test methods for fastening systems - Part
7: Determination of clamping force.
EN 13146-8 Railway Applications – Track – Test methods for fastening systems - Part
8: In service testing.
EN 13230 -1 Railway Applications – Track – Concrete sleepers and bearers – Part 1:
General Requirements

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REFERENCE TITLE
EN 13230 -2 Railway Applications – Track – Concrete sleepers and bearers – Part 2:
Pre-stressed Monoblock Sleepers
EN 13230 -3 Railway Applications – Track – Concrete sleepers and bearers – Part 3:
Twin Block Reinforced Sleepers
EN 13230 -4 Railway Applications – Track – Concrete sleepers and bearers – Part 4:
Pre-stressed Bearers for Switches and Crossings
EN 13230 -5 Railway Applications – Track – Concrete sleepers and bearers – Part 5:
Special Elements
EN 13231-3 Railway Applications. Track. Acceptance of Works. Part 3. Acceptance of
Reprofiling Rails in Track
EN 13232-1 Railway Applications - Track - Switches and crossings – Part 1:Definitions
EN 13232-2 Railway Applications - Track - Switches and crossings – Part
2:Requirements for geometric design
EN 13232-3 Railway Applications - Track - Switches and crossings – Part
3:Requirements for wheel/rail interaction
EN 13232-4 Railway Applications - Track - Switches and crossings – Part 4:
Requirements for Actuation, Locking and Detection
EN 13232-5 Railway Applications - Track - Switches and crossings – Part 5: Switches
EN 13232-6 Railway Applications - Track - Switches and crossings – Part 6: Fixed
common and obtuse crossings
EN 13232-7 Railway Applications - Track - Switches and crossings – Part 7: Crossings
with movable parts
EN 13232-8 Railway Applications - Track - Switches and crossings – Part 8: Expansion
devices
EN 13232-9 Railway Applications - Track - Switches and crossings – Part 9: Layouts
EN 13450 Aggregates for railway ballast
EN 13481-1 Railway Applications - Track - Performance requirements for Fastening
systems - Part 1: Definitions
EN 13481-2 Railway Applications - Track - Performance requirements for Fastening
systems - Part 2: Fastening systems for concrete sleepers
EN 13481-6 Railway Applications - Track - Performance requirements for Fastening
systems - Part 6: Special fastening system for attenuationof vibration
EN 13481-7 Railway Applications - Track - Performance requirements for Fastening
systems - Part 7: Special fastening system for switchesand crossings and
check rails
EN 13481-8 Railway Applications – Track – Performance requirements for Fastening
systems – Part 8: Fastening systems for track with heavy axle loads
EN 13674-1 Railway Applications - Track - Rail - Part 1: Vignole Railway Rails 46 kg/m
and above
EN 13674-2 Railway Applications - Track - Rail - Part 2: Switch and Crossing Rails used
in Conjunction with Vignole Railway Rails 46 kg/m and above
EN 13674-3 Railway Applications - Track - Rail - Part 2: Check rails
EN 13803-1 Railway Applications - Track - Track alignment design parameters - Track
gauges 1435mm and wider - Part 1: Plain line

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REFERENCE TITLE
EN 13803-2 Railway Applications - Track - Track alignment design parameters - Track
gauges 1435mm and wider - Part 2: Switches and crossings comparable
alignment design situations with abrupt changes of the curvature
EN 13848 Railway Applications - Track - Track Geometry Quality - Part 1:
Characterisation of Track Geometry
EN 14587-2 Railway applications - Track – Flash butt welding of rails - Part 2: New
R220, R260, R260Mn and R350HT grade rails by mobile welding
machines at sites other than a fixed plant
prEN 14587-3 Railway applications – Track - Flash Butt Welding of Rails - Part 3:
Welding in Association with Crossing Construction -Draft
EN 14730 Railway applications - track - aluminothermic welding of rails
EN 1563 Founding - Spheroidal Graphite Cast Irons
EN 15689 Railway applications – Track – Switches and Crossings – Crossing
components made of cast austenitic manganese steel
EN 196 Methods of Testing Concrete
EN 197-1 Cement – Composition, Specifications and Conformity Criteria
EN 206 Concrete – Performance, Production and Conformity
EN 206-1 Concrete – Part 1: Specification, Performance, Production and
Conformity
EN 50126 Railway Applications. The specification and demonstration of reliability,
availability, maintainability and safety (RAMS)
EN 932-1 Tests for general properties of aggregates. Methods for sampling
EN 933-1 Tests for geometrical properties of aggregates — Part 1: Determination
of particle size distribution — sieving method
EN 933-3 Tests for geometrical properties of aggregates — Part 3: Determination
of particle shape — Flakiness index
EN ISO 9000 Quality Management Systems – Fundamentals and Vocabulary
EN ISO 9001 Quality Management Systems – Requirements
UIC 702 Laying and Maintenance of CWR Track
UIC 703 Layout characteristics for lines used by fast passenger trains
UIC 710 Minimum track gauge in curves
UIC 711 Geometry of points and crossings with UIC rails permitting speeds of 100
km/h or more on the diverging track
UIC 712 Rail defects
UIC 714 Classification of lines for the purpose of track maintenance
UIC 720 Laying and maintenance of CWR Track
UIC 721 Recommendations for the use of rail steel grades
UIC 860 Technical Specification for the supply of rails
UIC 861-2 Standard sections for points rails adapted to the UIC 54 and 60kg/m rail
sections
UIC 861-3 Standard 60 kg/m rail profiles – Types UIC 60 and 60E

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REFERENCE TITLE
UIC 864-4 Technical specification for the supply of fish-plates or sections for fish-
plates made of rolled steel
UIC 866 Technical specification for the supply of cast manganese steel crossings
for switch and crossing work
GCC Railway Common Guidelines for the Implementation of the GCC railway Project
Project
Table ‎1-1 Applicable International Standards

1.6. Requirements
1.6.1. General
[Link]. The Trackform shall incorporate standard, commercially available components based on
those in service in other established railway administrations that have similar axle load and
operational requirements
[Link]. The Trackform shall take into account any requirements stipulated in the Environmental
Impact Assessment, or in the No Objection Certificate provisions stated by interfacing third
parties, in relation to noise and vibration attenuation and/or limits.
1.6.2. Design Life
[Link]. The design life of track components shall be a minimum of 30 years except for prestressed
concrete sleepers and slab track which shall have a minimum design life of 50 years.
[Link]. The Contractor shall state the anticipated component design life in the Contractor’s design
submission, supported by RAMS and component life data.
Trackform component Design Life
Plain Track Rail, rail pads,clips, insulators 30 years
Baseplates 30 years
Concrete sleepers 50 years
Cast In shoulders and other 50 years
components
Buffer stops 50 years
Slab track 50 years
Turnouts Plain line components 30 years
Switch sets, crossings 30 years
Concrete bearers 50 years
Table ‎1-2 Design Life in Years

1.7. Track Performance Requirements

1.7.1. Life Cycle Cost
[Link]. The track work and components shall have minimal life cycle costs.
[Link]. The life cycle cost comparison between alternatives under conditions of the operating
railway shall include initial cost, maintenance requirements, service life, replacement costs,
comparative ease of replacement with an acceptable maintenance program, and methods
of cost amortisation to which the Employer has given approval.

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[Link]. Performance and reliability shall not be compromised in favour of a lower life cycle cost.
[Link]. The Life Cycle cost requirements shall also take into consideration the System RAM
Assurance Requirements (Exhibit D1, Appendix 5, Annex 2).
1.7.2. Passenger Comfort
[Link]. The completed track work shall have sufficiently close geometric tolerances including long
wave track irregularities and track characteristics (e.g., vertical dynamic stiffness, etc.) to
permit the Employer’s rolling stock to maintain specified comfort levels at up to the design
operating speeds.
1.7.3. Noise and Vibration
[Link]. The general requirements of DIN 4150, Part 2 shall apply to the completed track works.
[Link]. The Contractor shall comply with the Etihad Rail requirements for construction vibration
criteria of 3mm per second maximum peak ground velocity at any old or historic structure
located within 30 metres of the construction site. Upon request by the Contractor, the
Employer shall determine whether a specific structure falls within this requirement.
[Link]. The contractor shall also comply with the EIA requirements identified for stage 2 and/or
other conditions imposed by third parties as within their NOC documents.
1.7.4. Interface Requirements
[Link]. The Contractor shall coordinate with the relevant systems contractors for any Interface
requirements and in particular drilling requirements of running rails for the installation of
asset protection track mounted equipment refer to Asset Protection Systems Specification
X0103-S02-ERS-SP-69090.
[Link]. The Contractor shall coordinate with the relevant systems contractors for any drilling
requirements of running rails for the installation of signalling equipment such as but not
limited to switch machines, balise and axle counters refer to Signalling and Train Control
System Specification X0103-S02-ERS-SP-69010.
[Link]. The Contractor shall coordinate with the relevant systems contractors for any drilling
requirements of running rails for the installation of Earthing and Bonding Systems Common
Specification X0103-S02-ERS-SP-00068.
[Link]. The Contractor shall coordinate with the Rail Systems Contractor for any fixation
requirements to the prestressed concrete sleepers.
[Link]. Any inserts required to be cast into the sleepers shall be supplied by the Rail Systems
Contractor and cast in by the sleeper manufacturer at the locations identified and specified
by the Rail Systems Contractor.
[Link]. The Contractor shall at the interfaces between any existing Etihad Rail or other GCC
railways, study and ensure the track design and stiffness of the two track sections are
compatible.
[Link]. If there is a difference between the Track structures the Contractor shall design and
Construct a transition between the two trackforms to ensure the ride quality and train/
track interface is not different between the two trackforms.
[Link]. The Contractor shall at the interfaces between any existing Etihad Rail or other GCC
railways be required to unclip and restress the tracks for 100m into the existing tracks to
ensure stresses are equalised and then make the final welded connection.
[Link]. The Contractor shall also be required to tamp and realign 100m into the existing tracks to
the tolerances required within this specification.

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1.8. Environmental Requirements

1.8.1. General
[Link]. The environment within UAE is highly corrosive due to high humidity, high temperatures,
proximity to the sea, high and saline water tables, sand drift conditions etc and this shall be
taken into account during the design, manufacture, construction and maintenance of the
railway, in accordance with System Common Specification X0103-S02-ERS-SP-00068 and
Environmental Requirements.
1.8.2. Standards
[Link]. All design, manufacture, construction and maintenance shall be undertaken within an
environmental management system complying with Employer standards.
[Link]. An Environmental Impact Report containing specific requirement has been prepared for
Etihad Rail, document reference X0103-S23-EBB-ATI-T1068.
1.8.3. Climate
[Link]. The United Arab Emirates (UAE) lies in the south-eastern part of the Arabian Peninsula
Gulf Region, between latitudes 21.5° and 25.5° North and longitudes 51.5° and 56.5° east.
[Link]. In general the UAE can be classified as semi-arid to arid where high temperatures and low
rainfalls are the main climatic features.
[Link]. The temperature ranges within UAE from 10°C to 52°C.
[Link]. The ambient humidity ranges from 20% to 100%.
1.8.4. Sand and Desert Conditions
[Link]. The overall alignment and structure of the track shall mitigate wherever necessary the
effects of windblown sand, by consideration of the prevailing winds and likelihood of sand
movements, and the introduction of control measures wherever necessary.
1.8.5. Noise and Vibration
[Link]. The effects of noise and vibration emanating from the railway within urban areas shall be
mitigated by the alignment of the track, the design of the track structure and the
introduction of control measures where required.
1.8.6. Lineside Drainage Discharge and Water Run-Off
[Link]. Provision of railway drainage is not part of track works. However, the track works shall
consider the railway drainage requirements and the effects of line side drainage
discharging into existing drainage systems and water courses, and where appropriate
modifications to the existing system to accept the increased volume of water which are
defined in the Stage 2: Technical Specification – General Civils Work’s document reference
X0103-S02-EGE-SP-46400.
1.8.7. Boundaries, Fencing and Rights of Way
[Link]. Provision of boundary markers, fencing and rights of way across the railway are not part of
track works. However, the track works shall include consideration of these requirements
which are defined in the Stage 2: Technical Specification – General Civils Works document
reference X0103-S02-EGE-SP-46400.
[Link]. The railway boundary shall be marked throughout its length and, in urban areas and where
livestock is kept, appropriate barrier fencing approved by the Employer shall be provided
to prevent trespass onto the railway.

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[Link]. Although historic Rights of Way do not exist as such, provision shall be made for alternative
methods of crossing the railway without unduly impeding the previous journeys made
across the route of the new railway.
1.8.8. Provision for Utilities and Services Crossing the Railway
[Link]. Provision for utilities and services crossings of the railway are not part of track works.
However, the track works shall consider the services crossing requirements which are
defined in the Stage 2: Technical Specification – General Civils Works document reference
X0103-S02-EGE-SP-46400.
[Link]. Design for crossings of the railway by utilities and services such as gas, electricity, water,
communications etc, shall be based on AREMA Part 5 Pipelines and agreed standards with
the utilities providers.
1.8.9. Decommissioning of the Track System
[Link]. Where specific routes are to be installed for a limited working life, they shall be designed
to limit the environmental impact of their subsequent decommissioning works in terms of
track components, including ballast.
[Link]. The proposed arrangements for such shall be included in the contractor’s detailed design
proposals.

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2. Safety Requirements
2.1. Standards
2.1.1. General
[Link]. All design, manufacture, construction and maintenance shall be undertaken within a safety
management system complying with Employer standards.
2.1.2. Derailment Prevention and Containment
[Link]. The design at all high risk structures, beneath, over or adjacent to the railway such as
major bridges, viaducts and oil or gas pipelines shall be subject to a Quantitative Risk
Assessment (QRA) to determine what derailment prevention and mitigation measures will
be required.
[Link]. These measures may include the use of guard or check rails and /or derailment
containment walls to contain any derailed train within the confines of the track itself or the
provision of pier and abutment protection.
[Link]. The Contractor shall determine the derailment prevention measures required, their
locations and details, and submit to the Employer for approval.
[Link]. The derailment prevention and mitigation measures must be designed such that in the
case of a derailment:
a) On a bridge, the train shall remain on the bridge and derailed vehicles shall be
prevented from breaching the adjacent track path;
b) At oil, gas or other environmentally sensitive or high risk rail crossing / proximity
areas the train shall remain within the rail reserve
c) Passengers can be evacuated safely; and
d) Damage to the bridge or structure is minimised.
2.1.3. Arrangements at Platforms and Terminals
[Link]. Appropriate arrangements shall be made for the safe interface between trains and station
platforms for both passengers and rolling stock, including all design and maintenance
aspects.
[Link]. Clearances should generally follow the recommendations contained in chapter 6 ‘Buildings
and support Facilities’ of AREMA Technical manual, except as prescribed elsewhere within
this document or within the Trackwork Design Criteria.
[Link]. A means shall be provided on terminal tracks to arrest a train and protect people, stations
and structures from the effects of an overrun.
2.1.4. Vandalism
[Link]. The track system and track system components and railway access points shall be
protected from vandalism or interference by the use of appropriate security measures.
2.1.5. Prevention of Trespass onto the Railway
[Link]. Measures shall be taken to prevent inadvertent and accidental trespass onto the railway.
[Link]. A risk assessment of the railway route shall be performed to determine what measures are
required at specific locations along the railway.
[Link]. Stations, platform areas, sidings, depots and facilities will require particular measures to
deal with the prevention of trespass by errant vehicles or pedestrians.

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2.1.6. Railway Construction, Operation and Maintenance

[Link]. The design of the track and track alignment shall ensure that the railway can be
constructed, operated and maintained at an acceptably low level of risk of physical injury.
[Link]. This will require the provision of safe access for vehicles and personnel and a risk
assessment of the railway route shall be performed to determine what measures are
required at specific locations along the railway.
[Link]. Approval of any Drawing, Specification or any other Document by the Employer shall not
relieve the Contractor of any of his obligations, liabilities or responsibilities with regards to
safety.
[Link]. The Contractor shall develop a Construction Railway Operation plan for management of
safety during construction, testing, commissioning and maintenance of the railway until
handover and submit to Etihad Rail for approval.

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3. Technical Requirements
3.1. Interoperability Requirements
3.1.1. General
[Link]. Interoperability requirements include those necessary for Employer trains working outside
Etihad Rail and GCC trains working on Etihad Rail as defined by The Cooperation Council for
the Arab States of the Gulf Secreteriate General, “Common Guidelines for the Design,
Management and Coordination, Operation and Maintenance Full Design Brief Dossier”,
Draft Final September 2011.
[Link]. The track design shall be capable of accepting all interoperable rolling stock and shall
address, in particular, commonality of design in terms of, but not limited to:
a) Track gauge;
b) Structure, platform and passing clearances;
c) Axle loads;
d) Train lengths;
e) Locomotive and vehicle bogie configurations;
f) Wheel rail interface management including rail and wheel profiles; both for plain
line and S&C’s;
g) Safety limit standards for wheel diameters, adjoining wheel back-flange distances,
wheel treads and wheel flange angles and thicknesses.
3.1.2. Rail Gauge
[Link]. The normal rail gauge shall be 1435mm, measured on the perpendicular on the inside faces
of the rails in the plane tangential to the top of the rails, 14mm below the top of the rail
head.
3.1.3. Gauge Widening
[Link]. Gauge widening shall be provided where required in the following curves:
a) Curves of Radius 200m to <300m, standard gauge +10mm;
b) Curves of Radius 300m to <400m, Standard gauge +5mm.
[Link]. The outside rail shall be considered as the datum rail for all gauge widening.
[Link]. The change in gauge widening shall not be greater than 1 in 1000.
[Link]. The change in gauge widening shall be located within the transition at the start r end of the
circular curve.
3.2. Train Characteristics
3.2.1. Axle Loads and Speeds
[Link]. The axle loads to be considered in the selection of trackwork components shall be:
a) Up to 32.5 tonne axle load (tal) for freight trains;
b) Up to 25 tonne axle load for passenger trains;
c) 32.5 tonne axle load locomotives on all freight services.
[Link]. The train speeds to be considered in the selection of trackwork components shall be:
a) 32.5tal freight trains shall run at up to 80 km/h in loaded condition and at up to
100km/h in unloaded condition;
b) Containerised freight trains may run at up to 100km/h in loaded condition, and at
up to 120km/h in unloaded condition;
c) Passenger trains shall run at up to 200 km/h.

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3.2.2. Train lengths

[Link]. The Passenger Train nominal length is 400m.
[Link]. The freight trains which have been considered to operate on the system shall be a
maximum of 1,300m long. This excludes those associated with the Stage 1 sulphur traffic,
and the planned international services crossing the border from the KSA which are a
nominal 1,900m (freight) and 400m (passenger) long respectively.
[Link]. All freight services are planned to operate as block trains with no planned shunting of
wagons en route. The current forecast freight services are expected to fall into two broad
categories, namely bulk trains and container trains. The bulk services will haul aggregates,
iron ore, sand, cement, clinker, steel products and scrap. Containerised trains will convey,
as well as mixed use containers, containerised hay, polymers, sugar and waste.
[Link]. The provisional details of rolling stock expected to run on the Etihad Rail network is
detailed in Table ‎3-1 as follows: - This information is to be verified prior to commencement
of design.

Vehicle Type Overall Length Width (m) Bogie Max laden Comments
(over couplers) Centres Weight/Axle
(m) (m) load
(tonnes)*
Locomotive 22.631 3.200 14.947 190/31.6 Ordered
(EMD-SD-70ACS)
Covered Sulphur 15.850 3.210 11.600 130/32.5 Ordered
Hopper
Articulated 80.800 3.250 15.300 363.1/30.26 Likely
Container Double
Stack (5 unit)
Articulated 62.120 3.250 19.200 220/27.5 Possible
Container Double
Stack (3 Unit)
Single Stack 22.400 3.250 19.100 130/32.5 Possible
Container Flat
Heavy Duty Flat 27.590 3.004 20.120 130/32.5 Likely
Ore Hopper 12.800 3.232 8.970 130/32.5 Likely
Covered Grain 17.100 3.250 13.300 130/32.5 Possible
Hopper
Covered Cement 12.800 3.250 9.00 130/32.5 Likely
Hopper
Covered 13.600 3.250 9.740 130/32.5 Likely
Aggregate Hopper
Open Top Box 21.700 3.016 17.400 130/32.5 Possible
Ballast Wagon 14.800 3.250 11.010 130/32.5 Likely
Passenger 21.000 TBC 13.200 100/25 Possible
Carriage
* Information gathered from commercial wagon producers offering nearest equivalent size vehicles if not directly available
Table ‎3-1 Provisional Rolling Stock details

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3.2.3. Track Usage

[Link]. The estimated annual tonnage (in MGTPA) for each route is provided in Table ‎3-2 below:

Track Category Line reference codes

High Tonnage lines, >= 100 MGTpa GMC, DMA, GMA, DMB
Medium Tonnage lines, 50 to 100MGTpa AAL, MSF, KPZ, JBL, DMD
Low Tonnage lines, 25 to 50MGTpa AAC, ICD, DSB
Very Low Tonnage lines, <25MGTpa DMC, KPO, JFZ, JAB, PSQ, PSC, SRK,HJR, SHW,
FJR
Table ‎3-2 Estimated Annual tonnage by route

3.3. Systems Assurance

3.3.1. System Safety Assurance
[Link]. The system safety assurance requirements are defined in the System Safety Assurance
Requirements (Exhibit D1, Appendix 5, Annex 2), which require compliance with EN 50126.
3.3.2. RAM Assurance
[Link]. The RAM requirements and RAM performance targets are defined in the System RAM
Assurance Requirements (Exhibit D1, Appendix 5, Annex 2), which require compliance with
EN 50126.
[Link]. The Etihad Rail infrastructure will be new and purpose-built on new routes unconstrained
by previous existing railway arrangements beyond the requirements of GCC
interoperability.
[Link]. There is no other railway infrastructure adjacent to this new railway and no facility for
diverting railway traffic elsewhere in the event of an infrastructure failure or train
derailment, etc and the infrastructure shall be designed, constructed and maintained to
high standards in accordance with this specification.
[Link]. The Contractor shall detail all the requirements of component reliability, maintenance and
availability in accordance with relevant sections of EN 50126.

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4. Materials Specification
4.1. Track Structure - General
4.1.1. General Requirements
[Link]. Contractor shall provide a minimum warranty of 5 years or that of the manufacturer of the
component whichever is longer for all Track Components.
4.2. Rails
4.2.1. Rail Section
[Link]. Rail in plain line shall be to profile 60 E2, 60 kg/m continuously welded rail (CWR) as per EN
13674-1 A1
[Link]. The rail profile for switch rails shall be the 60 E2A2 profile as per EN 13674-2:2010.
[Link]. The rail profile for check rails shall be the CEN33C1 profile to BS EN13674-3.
4.2.2. Rail Inclination
[Link]. In accordance with GCC requirements rail inclination shall be 1:40 to be interoperable with
all GCC Networks.
4.2.3. Steel Grade
[Link]. Grade R260 rails as per EN 13674-1 A1 shall be used in straight track and in curves where
the radius of curvature is more than 2000m.
[Link]. Grade R350HT or R350LHT rails shall be used in curves in running lines where the radius of
curvature is less than or equal to 2000m.
[Link]. The steel shall be sourced from one manufacturer and rolled from blooms produced by the
continuous casting process.
4.2.4. Rail Manufacture
[Link]. All rails shall be new rails rolled after the date of the order.
[Link]. All rails shall be rolled from raw materials, and shall NOT be manufactured from larger rail
sections, defective rail or other downgraded steel products.
[Link]. The prime rail lengths shall be supplied undrilled.
[Link]. Rail ends shall be square and suitable for continuous welding.
4.2.5. Parent Rail Length
[Link]. The minimum parent rail length for plain line shall be 25m and a longer parent rail length is
preferred.
4.2.6. Manufacturing Tolerances
[Link]. The rail sections shall conform to the limits listed in Table 8 of EN 13674-1 and Table 6 of
EN 13674-2.
4.2.7. Quality, Sampling and Testing
[Link]. The rails shall be of first class workmanship free from defects in material and design and
conform to all criteria in this specification and EN 13674-1A1.
[Link]. Rail shall be inspected and tested in accordance with the Inspection and Test Plan (ITP),
submitted by the Contractor and approved by the Employer. The Contractor’s ITP shall
identify hold points for access by the Employer.

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[Link]. Testing shall be conducted in accordance with Section 8 of EN 13674.1 or equivalent and
be within the parameters required for the class of rail.
4.2.8. Identification and Traceability Requirements
[Link]. The rail shall be identified in accordance to Section 7.4 of EN 13674-1.
[Link]. The Contractor’s identification marking details shall be approved by the Employer.
4.2.9. Certificate of Conformance
[Link]. A Certificate of Conformance shall be supplied with each rail delivery to the designated rail
stockpile area.
[Link]. Each certificate shall be in an approved format and state that the rail is compliant with this
Specification.
[Link]. The Certificate of Conformance shall be as per EN 13674-1 and shall also include the
following:
a) Process for hydrogen elimination.
b) Chemical composition.
c) The control cooling, vacuum-treating, and heat treating records if applicable.
d) Description of the ultrasonic, hardness and other testing equipment, procedures,
and certification for the testing personnel.
e) Ultrasonic, hardness and other testing records, including equipment calibration
results, a listing of rails tested, and hardcopy readouts from the ultrasonic testing
equipment for rails with rejectable discontinuities.
4.2.10. Protection of Straightness
[Link]. Barely visible straightness deviations may render a rail unacceptable and rails require
careful handling and stacking. The following activities shall be avoided:
a) Heavy static loading.
b) Sudden Impact or dynamic loading.
c) Localized point or line contact loading in stacking.
d) Excessive end drop and flange over laps while lifting / moving.
e) Crossover stacking of rails of alternative layers at right angle.
f) Heating / flame cutting on or adjacent to rails.
g) Contact with electric arcs and molten metal splashes i.e. from loose cables or
adjacent welding operations.
h) Contact with substances which may produce high corrosion of steel i.e. acids,
alkalis, salts etc.
i) Excessive overlay while lifting / moving.
j) Round link chain slings for securing.
k) Surface notches caused by impact abrasion.
4.2.11. Protection of Rail Material
[Link]. The Contractor shall protect all rails against corrosion during shipping, storage and
installation.
[Link]. Protection shall normally be by painting with a protective coating approved by the client on
all surfaces which is able to prevent corrosion for a minimum period of 24 months.
[Link]. Rails shall be cleaned of rust, mill scale, and foreign particles by blasting method in
accordance with the coating manufacturer’s specification requirements, and approved by
the client, before the protection layer is applied.

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[Link]. Rails which have suffered significant deleterious corrosion such as pitting which may
initiate premature failure in service shall be rejected.
4.2.12. Procedure for Handling Rail
[Link]. The Contractor shall be responsible for transporting the prime rail lengths from the mill or
plant to the Contractor’s storage area.
[Link]. The Contractor shall provide an adequate hard standing area for storing rails.
[Link]. The hard standing area for the rails shall be level and well drained and all rails shall be
stored and stacked off the ground.
[Link]. The storage area shall be capable of sustaining the loading imposed by the rail stacks
without deformation that may be detrimental to the rails or the stability of the stockpile.
[Link]. Rail which is damaged during delivery, storage or handling shall be replaced at the
Contractor’s cost.
[Link]. The Contractor shall develop a detailed method statement for the handling of rail which
shall be submitted and approved by the Employer.
[Link]. The method statement shall specifically address the following:
a) Storage area layout and methods of stacking rails. Storage of rails shall be of rails of
the same length on a firm, level and well drained base and preferably on a
concrete hard standing area.
b) The lifting devices to be used including the use of lifting beams fitted with slings of
uniform length to ensure that rails remain horizontal & straight.
c) Rails shall be kept horizontal and straight while lifting / moving.
d) Stacking of multiple layers of rail in a vertical stockpile including the use of
uniformly placed spacers between subsequent layers and procedures for keeping
rail ends in vertical alignment.
e) Protection of the rails from contact with injurious substances that may result in
corrosion or pitting lead to subsequent rail fractures.
f) Transport and handling of rails and long-weld rails during the trackform
construction stage including for rail welding and production of CWR track.
4.3. Sleepers
4.3.1. General
[Link]. The Contractor shall be responsible for the detailed design of the sleepers including the
design of the fastening system inclusive of shoulders, rail seat pads, insulators and elastic
rail clips.
[Link]. Sleepers shall be trapezoidal shaped, prestressed concrete monoblock in accordance with
AREMA CHAPTER 30 Part 4 or EN13230 or AS 1085.14 with the following dimensions:
length 2600 mm, width 295 mm at the bottom of the sleeper and minimum depth 210mm
at the rail seat.
[Link]. The preferred sleeper design should be such that the end and centre depth of the sleepers
is less than the depth at the rail seat area to facilitate the passage of windblown sand
across the track between the top of the ballast layer and the underside of the rail foot.
[Link]. The sleeper design shall take into account the possibility of corrosive soil conditions which
occur in various parts of the UAE, the effects of spillage from wagons in traffic which
includes sulphur and other potentially deleterious substances and fine particle ingress into
the rail fastening system with the associated potential for sleeper cracking.

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4.3.2. Spacing
[Link]. The maximum sleeper spacing is 600mm for all mainline tracks. The Contractor shall be
responsible for carrying out a detailed design analysis of the sleeper spacing.
[Link]. The detailed design analysis shall be in accordance with AREMA [Link].1.1 (requirements
for Maximum Ballast Pressure for 32.5t axle loads).
[Link]. The sleeper spacing in sidings, yards, terminals and depots may be increased subject to a
detailed design by the Contractor and acceptance by the Employer; Maximum Sleeper
Spacing 650mm.
4.3.3. Design documentation requirements
[Link]. The Contractor shall comply with the following type approval requirements for the
approval of the design of the concrete sleepers and supply design calculations which shall
include the following:
a) Tendon design stress including strain relaxation.
b) Tendon bond stress including losses from interface bond / anchorage.
c) Concrete strength including shrinkage creep and curing effects.
d) The effects on sleeper strength of manufacturing tolerances (e.g. concrete shape
and tendon placement) and the design attrition allowance.
e) Detailed drawings shall be provided for each combination of sleeper type and
fastening assembly. This includes special sleeper designs for use of guard rail, and
their associated entry and exit flares, and for continuous check rails. The drawings
shall detail the following:
f) Tendon type, size and material.
g) Track fixing arrangement, type and details including, as appropriate
h) Shoulder type, detail and material.
i) Insulator type, detail and material.
j) Clip type, detail and material.
k) The concrete mix design, specification and material properties shall be provided.
4.3.4. Manufacturing Technical Support
[Link]. The Contractor’s responsibility for the design of the sleepers to comply with these
specifications shall include but not be limited to the concrete mix design, sleeper
dimensions, reinforcement, prestressing, tolerances and testing.
4.3.5. Tolerances
[Link]. The tolerances on sleeper manufacture shall be in accordance with the relevant part of EN
13230.
4.3.6. Concrete
[Link]. The minimum characteristic strength of the concrete shall be 50 MPa at 28 days and 30
MPa at transfer when made, cured and tested in accordance with EN 206-1.
[Link]. The concrete shall be designed for the lifetime of the sleeper, without any coatings.
[Link]. Due to the very aggressive nature of the environment and the potential for sulphur spills in
the UAE, the concrete shall be highly durable.
[Link]. The concrete shall be specified to meet the appropriate environmental exposure classes
given in EN 206 and related prescriptive requirements, with the following exceptions:
[Link]. The maximum water / cement ratio shall not exceed 0.40;
[Link]. The minimum cement content shall be 350 kg/m³.

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4.3.7. Concrete Mix Design

[Link]. Sufficient details of the Contractor’s proposed concrete mix design shall be provided to the
Employer for approval prior to manufacture to demonstrate that the concrete meets the
performance requirements of this Specification.
[Link]. The structural criteria shall include at least the characteristic compressive strength, the
strength of the concrete at transfer, and conformance with the requirements of this
Specification for Alkali Aggregate Reactivity (AAR).
4.3.8. Concrete Trial Mix Design
[Link]. Prior to the manufacture of sleepers, the Contractor shall prepare a series of trial mixes to
establish the optimal consistency and target slump of the mix design suitable for placing
and compaction in accordance with EN 206-1.
[Link]. For the purposes of trial mix testing the cylinders shall be cured and then tested for
strength at the proposed transfer time and again at 28 days.
[Link]. Test results shall be submitted to the Employer with the concrete mix design for approval.
[Link]. There shall be no deviation from the approved concrete mix design or from the slump
determined by the trial mixes without the written prior approval of the Employer.
[Link]. Approval of the concrete mix design shall not lessen the performance and warranty
requirements of this specification.
4.3.9. Curing
[Link]. Curing shall be in accordance with relevant sections of EN 13230.
4.3.10. Cement
[Link]. The Contractor shall carry out a detailed durability study for concrete specific to the
environmental conditions encountered on site to demonstrate the suitability of concrete
mix, covers to reinforcement, curing methodologies, waterproofing and / or coating and
the like proposed in the detail design to achieve the required design life.
[Link]. Cementitious materials shall be stored in accordance with the requirements of EN197-1.
4.3.11. Aggregates
[Link]. Aggregates shall comply with the requirements of EN 12620, shall be normal weight, and
be suitable for exposure classification B1.
[Link]. Compliance with this Specification shall be demonstrated by application of the tests
referenced in EN 12620 and test certificates shall be issued to the Employer for approval of
the aggregate source prior to use.
[Link]. Aggregates showing potential for Alkali Aggregate Reactivity (AAR) may be considered
acceptable if suitable concrete mix designs can be demonstrated.
4.3.12. Water
[Link]. Mixing water shall comply with EN 1008. The Employer may order testing of mixing water
at their discretion.
[Link]. The source of the water shall be approved by the Employer and shall not be changed
without the written prior approval of the Employer.
4.3.13. Admixtures
[Link]. The Contractor’s mix design shall include details of all additives and admixtures required to
achieve the acceptance criteria.

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[Link]. Admixtures for concrete shall comply with EN 934-2, or with the approved equivalent
national standards or regulations.
[Link]. Acceleration admixtures containing calcium chloride shall not be used.
[Link]. Sampling, evaluation of conformity, marking and labelling shall comply with EN 934-6.
4.3.14. Steel Reinforcement
[Link]. Reinforcement, where required, shall comply with the requirements of EN 10080 for
reinforcing steel or with approved equivalent national standards or regulations.
4.3.15. Prestressing Tendons
[Link]. Construction requirements including fabrication, protection, surface condition, and fixing
shall be in accordance with EN 10138.
[Link]. No joints shall be permitted within a sleeper.
[Link]. Tensioning shall be in accordance with EN 10138 except that the tendon elongation
correlation with the jack reading shall be within 5 percent.
[Link]. The elongation used for correlation shall discount an initial seating elongation to a level
force agreed with the Employer.
[Link]. If the discrepancy is greater than 5 percent, this shall be reported to the Employer.
[Link]. Tensioning shall be carried out by competent operators, with adequate experienced
supervision.
4.3.16. Sleeper Moulds
[Link]. Sleeper moulds shall be constructed to be mortar tight and of sufficient geometrical
accuracy and rigidity to ensure that the specified tolerances are achieved.
4.3.17. Surface Finish
[Link]. The surface finishes shall comply with the requirements of Section 6.2.2 and Annex F of EN
13230-1.
4.3.18. Marking
[Link]. Sleepers shall to be marked by engraving as follows:
a) Purchaser’s mark.
b) Date and/or batch reference of manufacture.
c) Mark of manufacturer.
d) Number or code of the mould in which the sleeper is cast.
[Link]. All lettering and marks shall be of such depth that concrete cover is not reduced below the
minimum specified.
[Link]. The Contractor shall submit a proposal for marking to the Employer for approval.
4.3.19. Records of Manufacture and Testing
[Link]. All records and testing as specified in EN 13230-1 shall be kept by the Contractor.
4.3.20. Stacking and Storage of Sleepers
[Link]. The Contractor shall provide an adequate hard standing area for storing sleepers.
[Link]. The hard standing area for the sleepers shall be level and well drained and all sleepers shall
be stored and stacked off the ground.

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[Link]. The storage area shall be capable of sustaining the loading imposed by the sleeper stacks
without deformation that may be detrimental to the sleepers or the stability of the
stockpile.
[Link]. Any sleepers damaged or corroded during transport, handling and storage shall be rejected
and replaced at the Contractor’s cost.
[Link]. The Contractor shall submit a method statement for the transport, storage and handling of
the sleepers to the Employer for approval.
[Link]. The method statement shall address as a minimum the following:
a) The stacking of sleepers on timber packing between layers with gluts placed on rail
seats in such a manner that unacceptable stresses will not be induced in the
sleepers.
b) The transportation of sleepers in open-top vehicles where the sleepers must be
securely braced to prevent any movement that may cause damage.
c) The sleepers shall be transported in a horizontal position and braced with spacer
blocks in such a manner that the top surface or cast-in-place hardware does not
contact sleepers loaded above.
d) Sleepers shall not be loaded higher than the top of the cars nor more than six
layers deep.
e) If cast-in place threaded inserts are installed in the sleepers, they shall be
protected against entry of water and foreign matter by means of a plastic cap, plug
or other suitable device.
f) Caps or plugs shall be placed in position at the time of manufacture, left in place
during shipping and not removed until fastenings are affixed to the sleepers.
g) Sleepers shall be unloaded from vehicles in a manner that will not damage them. In
no case shall sleepers be dropped from a vehicle to the roadbed.
4.3.21. Testing
[Link]. Testing of prestressed concrete sleepers shall be carried out in accordance to EN 13230
Parts 1-5.
4.3.22. Acceptance Criteria
[Link]. The acceptance criteria shall be in accordance with EN 13230-2 section 4.4, except where
specifically modified or deleted by this Specification.
[Link]. Sleepers may also be rejected by the Employer where the following criteria are not
achieved:
a) Concrete Strength – Any sleeper for which the concrete test cylinder compressive
strengths do not meet Specification requirements;
b) Concrete Curing - Any batch of sleepers for which the curing procedure cannot be
demonstrated to have been correctly followed;
c) Inspection for Cracking - All sleepers in every batch shall be visually inspected for
cracking. Sleepers with excessive or unusual cracking or any cracking greater than
0.05 mm parallel to the pre-stress on the side or upper faces;
d) Dimensional Checks - Two (2) sleepers shall be randomly selected from each batch
and checked for dimensional tolerances. In the event of non-compliance of a
sleeper with the specified dimensions, a further five sleepers shall be selected from
that batch and checked. If any sleeper fails to comply, then each remaining sleeper
in the batch shall be individually checked and either accepted or rejected;
e) Rail Seat Vertical Positive Load Test - A sample of two (2) sleepers shall be
randomly selected from every batch of 1000 consecutively manufactured sleepers
and tested in accordance with EN 13230-2 section 4.3. If a sleeper fails the test at

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either rail seat, 2 additional sleepers from the same batch shall be selected and
tested for both the rail seat vertical positive load test and the bond development
test at all rail seats. If both sleepers pass all tests the batch will be accepted. Failure
of the rail seat vertical positive load test or bond development test at any rail seat
of these additional 2 sleepers will result in the entire batch being rejected.
f) Pullout Test for Inserts - Inserts shall be arranged to distribute the load uniformly
in the body of the sleeper and through the rail bearing area. The rail support insert
shall withstand a pullout force of 53.4 kN in accordance with 4.7.1(c) of the AREMA
Manual for Railway Engineering.
[Link]. All other tests shall be carried out in accordance with the relevant EN standard.
4.3.23. Electrical Impedance and Short Testing
[Link]. The sleeper samples collected for type and proof testing shall be used for the Electrical
Impedance and short testing.
[Link]. The sleeper and fastening shall be tested for electrical conductivity following the test
procedure specified in Article [Link] of the AREMA Manual.
4.3.24. Traceability Records
[Link]. Traceability records shall be maintained to ensure that each sleeper produced can be
accurately traced to date and batch of manufacture.
[Link]. The traceability records shall also record the manufacturing data, and test results for each
manufactured batch.
[Link]. Traceability records shall be maintained in electronic form on a computer database system.
[Link]. This database format shall be approved by the Employer before commencement of sleeper
manufacture.
[Link]. The Contractor shall ensure regular security backup of this database.
[Link]. The Employer shall be provided with access to the database throughout the duration of the
Contract.
[Link]. On completion of the works an electronic version of the complete database shall be
provided to the Employer.
4.3.25. Drawings and Data Requirement
[Link]. All Drawings and data used in the design, manufacture and supply of sleepers and
fastenings shall be supplied to the Employer in electronic and hard copy format.
[Link]. An indexed and consolidated volume (or volumes) containing all test results shall be
delivered to the Employer on completion of the works.
4.4. Fastenings
4.4.1. General
[Link]. The track fastening system shall include all shoulders, rail seat pads, clips and insulators.
[Link]. The Etihad Rail will be a mixed usage system with 25 tonne axle load passenger trains at
speeds of 200 km/h and 32.5 tonne axle load freight trains at speeds of 120 km/h and the
fastening system shall be proven to provide the best possible ride quality for passenger
traffic and durability for heavy haul freight traffic.
[Link]. The fastening system shall have a proven minimum 5 years service life in the same
environmental and climatic conditions as within the UAE.

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[Link]. The track fastening system shall:

a) Have a minimum design life of 30 years except for the shoulders which shall have a
minimum design life of 50 years (equivalent to the design life of the sleepers).
Where additional corrosion resistance may be required to achieve the minimum
design life of any fastening component due to the environment in the UAE, the
Contractor shall submit details of the proposed method of providing additional
protection to the Employer for approval;
b) Comply with the principles of EN 13481-8 and/or AREMA for heavy haul
applications of 32.5t;
c) Where track circuits are installed, the track fastening system shall be designed to
provide electrical insulation between individual rails and between rails and the
adjacent infrastructure and the general mass of the earth; and
d) The electrical insulation provided shall be consistent with the requirements of the
type of track circuit installed.
e) The fastening system shall provide +15mm of lateral adjustment of the rail
perpendicular to the track in 5mm increments through interchangeable spacers.
f) Fastenings shall be sourced from the same approved supplier(s) and if changes are
proposed by the Contractor during the works, details shall be provided to the
Employer for approval.
g) The fastening system shall have a high level of redundancy in case of clip failure.
[Link]. The Contractor shall comply with the following product type approval requirements for the
supply of track fastenings:
a) Fully dimensioned drawings shall be provided showing all the required
manufacturing tolerances of the components and complete assemblies.
b) Details shall be provided of the material compositions of all components.
c) Methods of identification shall be provided for all components parts.
d) Results of Electrical Impedance Tests shall be provided.
e) Results of Clamping Force Tests shall be provided.
f) Results of Fastening Repeated Load Tests shall be provided with a maximum
applied longitudinal load of 12 kN.
g) Consideration shall be given to repeated load testing of the fastening / sleeper
assembly under lateral and vertical loadings equivalent to those determined for
design of the track structure. This testing may replace the fastening assembly
repeated load test.
h) Results of Clip Spring Rate and Toe Load Test shall be provided.
i) Results of Clip Fatigue Tests shall be provided.
j) Results of Impact Tests for Rail Pad Attenuation shall be provided.
k) Results of Fastening insert pull out tests (cast-in components) shall be provided.
l) Results of Fastening insert torque tests (cast-in components) shall be provided.
[Link]. The following additional information shall also be provided:
a) Availability of small installation and removal tools.
b) Magnitude of dimensional tolerances allowed.
c) Rail Pad Load Deflection Graph.
d) The “Toe” load which the fastenings impose on the rail.
e) Any other test results which may support approval.
f) Production test requirements.
[Link]. The following Performance Specifications are to be met for the Clips:
a) The track fastening system shall be a high quality low maintenance alloy spring
steel fastening system which generates the toe load automatically on installation of
the self tensioning rail clip.
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b) The concrete sleeper shall feature SG cast iron shoulders or other device to provide
a positive secondary track protection against gauge spread.
c) Rail pads shall be capable of withstanding the impact forces from 25 tonne axle
load, 200 km/h passenger trains.
d) Rail pads shall have the durability to withstand the 32.5 tonne axle load freight
trains at 120 km/h.
e) Rail pads shall have a minimum thickness of 8mm and with a static stiffness
between 110 and 160 MN/m.
f) The track fastening assembly shall be composed of as few components as possible
for ease of assembly, disassembly installation and maintenance.
g) Toe load shall be a minimum 1,000 kgf toe load.
h) The clip deflection shall be at least 11 mm at the nominal deflection.
i) For 32.5 tonne axle loads with CEN60E2 rail, the fastening system shall meet the
performance requirements of EN 13481-8 in all respects when tested in
accordance with EN 13146.
j) Track fastenings shall be supplied by reputable companies who have a minimum of
10 years experience in the design and supply of complete rail fastening systems.
k) Evidence of supply contracts shall be provided with the bids, demonstrating a track
record of supplying complete rail fastening systems where freight trains operate at
32.5 tonne axle load or greater for a minimum 100 km of track in at least 3
countries for a period of at least 5 years.
l) The Contractor shall submit detailed quality plans for the manufacture and supply
of the track fastening assembly system and components with his tender.
m) The Contractor shall state the type and brand of track fastenings and this shall not
be permitted to change after the award of contract.
n) Minor changes to dimensions and tolerances may be permitted, subject to
approval by the Employer, provided that they do not have any impact on the
performance of the “system”.
o) Cast shoulders shall be manufactured by modern high pressure moulding
techniques such as DISAMATIC or equivalent processes.
p) Components shall be the product of the Original Manufacturer of the Track
Fastening System.
q) The products of licenses shall only be accepted when the Original Manufacturer
has established and operates an approved Quality Control Programme at the place
of manufacture used for this Contract.
r) Components shall be manufactured by an established technological process to
achieve a high quality for properties of materials, dimensions and tolerances,
loading performance and resistance to atmospheric factors and fatigue all to be in
compliance with the drawings and the requirements of this specification.
[Link]. The Contractor shall submit all necessary supporting documents to the satisfaction of the
Employer to enable the type of the track fastenings system, including but not limited to:
a) Drawings;
b) Design calculations;
c) Test results;
d) Certifications.
4.4.2. Fastenings for Continuous Check Rails
[Link]. The fastening shall hold the rail without bolted connections through the check rail.
[Link]. The fastening design shall provide adjustment to maintain the flangeway clearance.

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[Link]. The flangeway width shall be defined by the Contractor in accordance with the appropriate
worn and new wheel profile obtained from the rolling stock suppliers.
[Link]. Lengths of check rail shall be joined by bolted connections to a design approved by ER.
4.5. Rail Pads
4.5.1. General
[Link]. Rail pads shall be capable of withstanding the impact forces from 25 tonne axle load, 200
km/h passenger trains and shall have the durability to withstand the 32.5 tonne axle load
freight trains at 120 km/h.
[Link]. The rail pads shall have a proven minimum 5 year service life in the same environmental
and climatic conditions as within the UAE.
4.5.2. Raw Material
[Link]. Rail pads shall be moulded out of Thermoplastic Polyurethane Elastomer (TPU) grade or
Thermoplastic Polyester Elastomer (TPE) grades which meet the requirements of this
specification.
4.5.3. Regrind Material
[Link]. A maximum of 20% regrind material may be added to the virgin raw material when the
regrind material is reclaimed during a fully automatic closed loop moulding process.
4.5.4. Performance Requirements
[Link]. Rail pads shall have a minimum thickness of 8 mm and with a static stiffness between 110
and 160 MN/m.
4.5.5. Visual Inspection
[Link]. 1 pad per cavity in every 1000 manufactured per cavity shall be visually inspected to check
the following:
a) The surface of the pads critical area shall be clean and free from significant
blemishes, which may affect the pads performance in service.
b) Excessive flash shall be removed.
c) Markings shall be present, correct and legible as detailed on the appropriate
manufacturer’s drawings.
[Link]. The critical area of the pad is defined as the rail seat area of the pad.
[Link]. Test results from three points shall be treated as though they were independently
obtained for each property.
4.5.6. Dimensional Inspection
[Link]. 1 pad per cavity in every 1000 manufactured per cavity shall be dimensionally inspected to
check the pads conform to the bulk production dimensions detailed on the appropriate
manufacturer’s drawings.
4.5.7. Load Deflection
[Link]. 1 pad per cavity in every 10000 manufactured per cavity for non HDPE pads shall be load
deflected between 25 kN and 90 kN to ensure their stiffness is between 110 kN/mm to 160
kN/mm.
4.5.8. Acceptance of Pads and Retests
[Link]. Each production batch of pads shall be accepted if the samples meet all the test
requirements.

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[Link]. All tests shall be treated as though they were independently obtained for each property.
[Link]. In the event of rejection, the batch may be reworked and the test which failed shall be
repeated by taking further samples from the rejected sample plan.
[Link]. The frequency of sampling from rejected production is to be the same as for the original
batch.
[Link]. If this repeat test results in a further failure, the batch shall be rejected unless 100%
inspection can be undertaken, defective items segregated and the batch resubmitted.
4.5.9. Responsibility for Tests
[Link]. The manufacturer or a mutually acceptable testing authority shall carry out the tests
detailed above.
4.5.10. Records
[Link]. All quality assurance records shall be available for a minimum of seven years.
4.6. Shoulders/Inserts
4.6.1. General
[Link]. Sleeper shoulders or inserts shall be proven under similar operating conditions and
loadings to those specified.
[Link]. One type of shoulders or inserts shall be used throughout the Etihad Rail.
[Link]. Shoulders/Inserts shall be designed for the full life of the sleeper.
[Link]. The shoulders/Inserts shall be resistant to corrosion and able to withstand the required
repeated loads without fatigue failure.
[Link]. The shoulders shall be maintenance free.
4.7. Clips
4.7.1. General
[Link]. Clips shall be proven under the specified operating conditions and manufactured from
materials complying with the requirements of EN 13146 and EN 13481.
[Link]. The clips shall be of an elastic resilient fastening type that is internationally proven under
operating conditions on a major railway system, or alternatively has been proven under
simulated railway conditions.
[Link]. The following Performance Specifications are to be met for the Clips:
a) The clips shall be formed from a high quality low maintenance alloy spring steel
fastening system which generates the toe load automatically on installation.
b) Toe load shall be a minimum 1,000 kgf toe load. The clip deflection shall be at least
11 mm at the nominal deflection.
c) For 32.5 tonne axle loads with CEN60E2 rail, the clips shall meet the performance
requirements of EN 13481-8 in all respects when tested in accordance with EN
13146.

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4.8. Insulators
4.8.1. General
[Link]. Insulators shall be made from high viscosity nylon (HVN) for curves with radii >2000m.
[Link]. Heavy duty insulators shall be provided for curves with radii ≤2000m, proven under the
specified operating and loading conditions.
[Link]. Insulation shall be used to prevent interference with the signalling system, if the adopted
system so demands, and deterioration of the fastening system and concrete sleeper
through electrical leakage.
[Link]. This requirement necessitates full insulation between rail and sleeper.
4.9. Delivery & Handling of Fastenings
4.9.1. General
[Link]. The Contractor shall submit a method statement for the transport, storage and handling of
all fastening components to the Employer for approval.
[Link]. The method statement shall address as a minimum the following:
a) The hard standing area for the fastenings shall be level and well drained and all
fastenings shall be stored and stacked off the ground.
b) Special care shall be taken in the packaging, methods of support and lifting during
transport, handling and storage and fastenings to prevent distortion and damage.
c) Unnecessary handling, redistribution and reloading of fastenings should be
avoided. To the extent practical, fastenings should be distributed in proper position
for use without further handling. They shall be unloaded from vehicles in a manner
that will not damage them.
d) Any fastenings damaged or corroded during transport, handling and storage shall
be rejected and replaced at the Contractor’s cost.
4.10. Fasteners for Slab Track
4.10.1. General
[Link]. The design and manufacture of vibration isolating rail baseplates and fastening assemblies
for securing rails directly to track slabs shall be required to moderate noise and vibration
transmitted through the rail and to reduce the track stiffness and attenuate impact loads
on the track structure.
[Link]. The structural integrity and operating safety of the fasteners must be maintained under all
foreseeable circumstances.
[Link]. Vibration performance, on the other hand, shall be optimised for the specific operating
conditions and acoustic requirements at the project site.
4.10.2. Performance Requirement of Slab Track Fasteners
[Link]. The performance requirement of fasteners for Slab Track is included in the following table:

Attribute Performance Requirement

Structural Performance requirements
Fastener Type Threaded fastening systems using bolts, nuts and inserts may be
used on submission of documentary evidence of satisfactory use
in sandy/desert environment
Design Life A minimum design life of 30 years except for the cast-in elements
which shall have a minimum design life of 50 years equivalent to
the design life of the slab.

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Attribute Performance Requirement

The baseplate assembly must not suffer any degradation during
its service life which will effect the safety of the track in any way
or the vibration isolation performance to a significant degree (i.e.
rubber becomes much harder or crumbles, serration on
adjustable type fails and allows sudden gauge widening).
Maintenance The fastener shall be maintenance-free over its service life
Fail Safe In case of failure of the resilient material or its bond to the base
plates, the lateral integrity of the rail must be maintained within
the elastic range of the resilient material, so that a “fail safe”
situation arises.
Adjustment Lateral adjustment of +/- 8mm on each, in steps of 1mm
increment. Height adjustment of -4mm up to +26mm of the
complete fastener system which shall not change the dynamic
behaviour of the fastening system.
Maximum Vertical 4.5mm at rail head for the specified operating loads.
Deflection
Maximum Lateral 1.5mm at rail head for the specified operating loads
Deflection
Vibration Isolation Performance
Maximum Dynamic Lateral 4.5mm at rail head (when dynamic lateral load = 0.8 of static axle
Deflection load) with L/V = 0.75.
Optimum Vibration Established to meet specific location requirements
Isolation
Dynamic stiffness Low resilient, similar to standard ballasted track. Nominal
dynamic stiffness 30kN/mm
Other Performance requirements
Electrical Resistance across 1,000,000 ohm (minimum)
Top plate to Bottom Frame
Transition Provision for the transition from one form of track construction
to another shall be allowed for. The track stiffness is allowed to
change by 50% over a distance of 20 metres.
Environmental Resistance Full service life is to be attained under the following conditions:
Ultra violet radiation intensity of 800kJ/mm2 average per day.
Ozone atmospheric content of one part/100 million
Location of track 10m from salt water surface at prevailing
conditions in the UAE.
Contact with oil, grease or distillate dropped from track vehicles.
Table ‎4-1: Performance Requirements of Slab Track Fastners

4.10.3. Configuration Requirement of Slab Track Fasteners

[Link]. The assemblies shall meet the configuration requirements in the below table:

Attribute Configuration Requirement

Base Dimensions Future installation between existing plates on slab track must be
achievable.
System for holding Rail The rails must be held by resilient fastenings. Separate insulators
and rail pads may be used to achieve the required electrical

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resistance.

Marking The rail fastening frame is to include identification markings in

letters not smaller than 8mm high and raised above the
surrounding metal not less than 1mm. These markings shall
include the nominal design spacing in mm and the nominal shore
“A” hardness of rubber or equivalent. The format is to be as
follows: Spacing-Hardness (e.g. 600-56)
Table ‎4-2: Configuration Requirement of Slab Track Fasteners

4.10.4. Slab Track Fastener Materials

[Link]. All materials used in the manufacture of the slab track fastening assemblies, both cast in
and others, must be proven under service conditions over a period of five (5) years in an
existing railway or simulated testing for a similar period.
[Link]. The material requirements detailed in below table shall apply:

Component Requirement
Plates Top plate and bottom frame shall be made from ferrous material or
approved alternatives.
Cast components shall be cast from spheroidal graphite iron (S G I)
according to EN 1563 :1998
Resilient Material Resilient Material shall be made from high quality natural rubber or
equivalent.
Table ‎4-3: Material Requirement of Slab Track Fasteners

4.11. Ballast
4.11.1. General
[Link]. The ballast shall be quarried hard rock consisting of granite, basalt or other igneous rock
capable of being crushed into sharply faceted surfaces.
[Link]. The ballast shall be selected from source rock such that the feed to the primary crusher is
fresh, hard, durable and free from clay, organic matter, weathered or friable material.
4.11.2. Size and Shape
[Link]. The track ballast must be angular in shape with all dimensions approximately equally
proportioned, free from dust, chemical contamination and cohesive particles.
[Link]. A geological report identifying the geological characteristics of the parent material shall be
submitted to the Employer for approval prior to ballast production commencing.
[Link]. The ballast shall be hard, durable aggregate and shall be provided in accordance with
EN13450 noting the following requirements:
a) Fine Particles shall be category A from Table 2 of EN 13450 determined in
accordance with EN 933-1. Sieve size (0.5mm) - Maximum percentage passing by
mass 0.6%
b) Flakiness Index shall be Fl35 from Table 4 of EN 13450 determined in accordance
with EN 933-3 – Maximum Flakiness Index <35.
c) Shape Index Sl30 shall be from Table 5 of EN 13450 determined in accordance with
EN 933-4 – Maximum Shape index <30.
d) Particle Length shall be category A from Table 6 of EN 13450, percentage by mass
with length ≥ 100mm in a greater than 40kg sample shall be <4%.
e) Resistance to Fragmentation (Los Angeles coefficient) shall be determined as
specified in EN 1097-2 clause 5 (Determination of resistance to fragmentation by

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the Los Angeles test method) using the conditions as specified in Annex C of EN
13450 and shall conform to the value given below from Table 7 — Categories for
maximum values of Los Angeles coefficient of EN 13450:
f) Los Angeles coefficient < 20 Category LARB 20
g) Resistance to Impact shall be determined as specified in EN 1097-2 clause 6 using
the conditions as specified in Annex D of EN 13450 and shall conform to the value
given below from Table 8 — Categories for maximum values of Resistance to
Impact of EN 13450:
h) Resistance to Impact < 22 Category SZRB 22
i) Resistance to Wear (micro-Deval coefficient) of railway ballast (micro-Deval
coefficient) shall be determined as specified in EN 1097-1 using the conditions as
specified in Annex E of EN 13450 and shall conform to the value given below from
Table 9 — Categories for maximum values of resistance to wear of EN 13450.
j) Micro-Deval coefficient Category <11 MDE RB 11
k) Harmful components - Railway ballast shall not contain other components or
matter other than specified in this standard.
[Link]. Grading: The grading of the railway ballast shall provide for the maximum void space to
accommodate the inevitable windblown sand ingress without compromising its
functionality.
[Link]. This will necessitate a limitation of the percentage of fines to dust from the grading
envelope.
[Link]. The particle size distribution proposed but subject to the Employer for approval is as
follows:
Ballast Grading (EN13450 – Table 1, Category A)
Sieve (round sieves , mm) Percentage passing by weight
63.0 100
50.0 70 – 99
40.0 30 – 65
31.5 1 – 25
22.4 0–3
31.5 – 50.0 > 50
Table ‎4-4: Ballast Particle Size

4.11.3. Production and Handling

[Link]. Ballast grading shall be produced by a blending process which does not cause excessive
working of the materials.
[Link]. The manufacturing, handling and transportation processes must not cause segregation of
the grading.
[Link]. During handling the ballast shall be kept free of rubbish or any substance which may foul or
damage the ballast.
[Link]. The emission of dust during handling and transportation of the ballast should be minimised
by the application of water.

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4.11.4. Quality Assurance

[Link]. Ballast shall be supplied from a suitable quarry, operating an independently approved and
audited, comprehensive Quality Assurance system complying with ISO 9001 or equivalent.
[Link]. The Contractor must submit details of the quality systems for review.
[Link]. All ballast shall be produced in traceable lots allowing the quality of the material to be
verified by testing methods outlined in EN13450.
4.11.5. Sampling and Testing
[Link]. Sampling shall be carried out in accordance with EN 932-1 and EN13450 Annex A. Quality
records are to be retained in accordance with statutory requirements and be made
available to the Employer upon request.
4.11.6. Supply and Delivery
[Link]. The Contractor shall allow for pick-up from quarries or stockpiles at various locations as
nominated by the Employer.
[Link]. The Contractor shall submit a method statement for the transport, storage and handling of
ballast to the Employer for approval.
[Link]. The method statement shall address as a minimum the following:
Delivery
a) Prepared ballast shall be handled at the producing plant in such a manner that it is
kept clean and free from segregation. Vehicles used for transportation shall be
clean and free from rubbish and substances which may foul or damage the ballast.
Stockpiling
a) Ballast shall be stockpiled on a compacted graded material bed and the ballast shall
not be taken from the bottom 0.5m of the stockpile.
b) When ballast is removed from stockpile for distribution into track, it shall conform
to the same specification requirements defined in this Section.
c) Ballast distributed into track, which does not meet the specified quality
requirements shall be removed and replaced.
d) Ballast shall be stored stockpiled and handled in conditions which prevent material
contamination, segregation and degradation.
e) The movement of machinery over the stockpiled ballast shall be limited to
minimize any degradation.
Loading
A procedure for loading and recording the amount of ballast to be used including details of:
a) Loading equipment to be used.
b) Method of measuring loaded amounts of ballast.
Loading Process
The loading process shall include provisions for:
a) Minimising wastage of ballast.
b) Avoiding unnecessary handling which may degrade the ballast in any manner by:
i. Repeated mechanical handling.
ii. Unnecessary dropping of material.
iii. Contamination from the base of stockpiles or other sources.
c) Ballast loading records shall be maintained based on one of the following methods:

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i. Measured weights (using certified loading scales) of the loaded hoppers or of

the ballast passing through the device used to load the ballast directly into
the hoppers.
ii. Average weight agreements for each type of ballast hopper in the loaded
condition.
d) Ballast shall be loaded in a safe and environmentally acceptable manner
particularly with regard to dust nuisance and noise levels.
4.12. Switches and Crossings (S&C)
4.12.1. General
[Link]. The S&C shall be in accordance with EN 13232- 1 to 9.
[Link]. The S&C design, rail profile and dimensional tolerances shall be in accordance with EN
13674-2.
[Link]. The S&C shall be of a modern fully welded design.
[Link]. The S&C design shall consist of concrete bearers carrying cast metal base plates for rail
support over the moveable elements of the S&C layout with the option for the remaining
concrete bearers to be fitted with direct fixation rail fastenings compatible /
interchangeable with that for ballasted track sleepers and fastenings subject to the
Employer for approval.
[Link]. The switch shall be of the shallow depth type i.e. of asymmetric section lower than the
standard rail profile, and welded to the standard section rail beyond the heel of the switch.
[Link]. The S&C shall be of inclined design, to eliminate the use of twist rails necessary for vertical
S&C, and of an inclination to match the inclined plain line.
[Link]. A designed forged transition section shall be used between shallow CEN60E2A2 and full
depth CEN60E2 rails.
[Link]. Baseplates or rails in direct fixation shall be separated from the concrete bearer by 8mm
minimum thick rail pads to the same specification and requirements as plain line track
Section 4.5 of this Specification.
[Link]. Any cast iron blocks incorporated into the design shall be manufactured of spheroidal
graphite (SG) iron.
[Link]. Lock nuts or washers shall be provided in all the turnout bolted fixation systems to
prevent bolted connections becoming loose.
[Link] Switches and Crossings shall be fastened to the bearers using the same fastening system
proposed for the Plain Line Tracks and comply with Section 4.4 – 4.10 inclusive of this
Specification.
4.12.2. Protection of Manufactured S&C
[Link]. The Contractor shall protect all S&C parts against corrosion during shipping, storage and
installation.
[Link]. Protection of the rails shall normally be by painting with a protective Intex coating on all
surfaces which is able to prevent corrosion for a minimum period of 24 months.
[Link]. The rails shall be cleaned of rust and foreign particles by sand blasting in accordance with
the coating manufacturer’s specification requirements before being painted.
[Link]. Rails which have suffered significant deleterious corrosion such as pitting and which may
initiate premature failure in service shall be rejected.

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[Link]. All other S & C components shall be coated with a protective coating to prevent corrosion
for the design life of the components.
[Link]. Proposals for corrosion protection of all S & C components shall be submitted to the
Employer for approval.
4.12.3. Stress Free Temperature
[Link]. The CWR shall be welded to a stress free rail temperature (SFT) of 40ºC that recognises the
temperature extremes of 1ºC to 52ºC experienced in the UAE.
[Link]. The S&C is required to be designed to resist and transmit all forces and stress resulting
from an all welded trackform.
[Link]. This SFT is indicative only and it is a requirement that the Contractor shall perform their
own study along the whole route of the Etihad Rail to establish the stress free
temperature. The tolerance for SFT is ± 3oC.
4.12.1. Rails for S&C
[Link]. The rail grade shall be R350HT or R350LHT
[Link]. The running rails shall be to profile CEN60E2 as per EN 13674-1 A1
[Link]. The switch rails shall be to profile CEN60 E2A2 as per EN 13674-2
4.12.2. S&C Bearers
[Link]. The design shall use cast metal baseplates and /or cast in-situ shoulders / screw and dowel
hold down systems, where applicable, to secure the rails to the bearers.
[Link]. All S&C bearers shall be of prestressed concrete construction with nominal spacing the
same as for plain line.
[Link]. The exact spacing may need to be altered to suit the individual layout design and shall be
varied (if necessary) so that any rail joints or rail welds are located equidistantly between
the adjoining bearers.
[Link]. The minimum dimensions of the bearers shall be width 295mm at the bottom of the
sleeper, and 210mm depth at the rail seat.
[Link]. Bearer depths shall be provided such that the underside of bearer is constant throughout
the extent of the crossover or turnout unit.
[Link]. The exact dimensions shall be confirmed as part of the Contractor’s design.
[Link]. In addition to the sleeper markings as specified above each S&C bearer shall include a
unique bearer number along with the turn-out configuration type (e.g. 23-1:9LH to identify
the 23rd bearer in a 1 in 9 left hand turnout).
[Link]. The use of very long through bearers poses problems for installation, maintenance and
eventual replacement, and the Contractor shall specifically address this issue in the S&C
layout design and not provide long through bearers.
[Link]. The Contractor shall propose a suitable design for under track crossings that have not been
installed, for signalling and power cables that has to cross the track for Employer’s
approval.
[Link]. The under track crossings are to be located within the adjacent plain line for both cable
protection and in order to facilitate tamping operations.
[Link]. The design of concrete bearers shall allow for the switch operation to be installed on
either side of the track i.e. either left or right hand operation.

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[Link]. The rails and switch chairs shall be electrically isolated from the concrete bearers by
means of a UV stabilised insulating rail pad.
[Link]. In switch and crossing areas, concrete bearers shall be provided with cast-in ferrules
according to the list of co-ordinates specified to suit the layout geometry.
[Link]. The S&C and bearers shall be designed to ensure that Switch Tamping machines are able
to adequately tamp the track.
[Link]. The bearers shall be of radial or fan shaped layout configuration to facilitate use in left
hand and right hand S&C.
4.12.3. Switches
[Link]. All switches shall comply with the requirements of EN 13232-5.
[Link]. In order to achieve a tight fit of the blade to the stock rail, the side of the stock rail shall be
machined for some 14mm below the lower edge of the rail. Thus at the switch toe, the top
edge of the blade will actually fit under the stock rail.
4.12.4. Switchblades
[Link]. Switches shall consist of flexible switch blades and stock rails with fitted and mounted
distance studs.
[Link]. The switch blades and their operation shall be designed such that during service of the
switch, the blades are rigid and positively located against the stock rail with no possibility
of blade roll over or deformation.
[Link]. The switch toe openings and flangeway gaps in S & C shall be designed to be compatible
and interface with the requirements of the rolling stock and signalling and switch machine
designs.
[Link]. The heel of the points shall be fixed such as to ensure minimum relative longitudinal
movement of the toe of the switch and to resist lateral forces.
4.12.5. Switch Rollers and Fastening Plates for Switch Area
[Link]. An elastic inside stock rail fastening system is required in the switch area. It shall be the
Contractor’s responsibility to ensure that the switch assembly with plating is
interchangeable on the bearer hole positions.
[Link]. The switchblades are to be supported on integrated roller slide chair plates. The switch
roller system shall be used as a friction reducing device to minimise the load on the point
motors and to give positive assurance of switch positioning.
[Link]. The number of switch rollers required should be designed by the Contractor and
submitted for the approval of Employer.
[Link]. Specific requirements applying to switch rollers are:
a) To control twisting in the switch tip area, any roller assembly used shall be
positioned on the first support bearer for the switch rail.
b) There shall be a means in the switch tip area to enable gradual lifting of the switch
rail at the tip.
c) All roller assemblies used shall be adjustable independently in height to ensure
accurate and controlled vertical movement of the switch rail, load distribution and
positioning of the switch rail against the stock rail.
d) All switch rollers shall be lubrication free, unless of a special sealed design that
prevents sand ingress.
e) The rollers shall be adjustable in height to accommodate any hogging or twisting of
the switch rail.

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f) The rollers shall be adjustable laterally (i.e. across the track gauge) to
accommodate any necessary adjustment of the switch drive mechanism(s).
g) It is highly desirable for the roller not to have direct contact with the switch rail in
the closed position (which will subject the roller to high dynamic force from rail
traffic)
h) The switch roller system shall have sealed bearings between the axle and the roller
drum, to prevent any contamination by sand and brake dust etc.
i) The switch roller system shall have no inbuilt resilience
j) A suitable switch securing mechanism shall be incorporated in to the baseplate
design to enable the switch to be physically locked in either position, without
resort to scotch blocks and /or lockable G clamps.
4.12.6. Spring Supported Setting Device
[Link]. A spring supported setting device is to be incorporated in the design where the necessary
minimum distance between switch and stock rail cannot be guaranteed.
4.12.7. Switch Operating Mechanism
[Link]. The switch operating device shall be provided by the rail systems supplier, and the specific
requirements required of the trackwork supplier shall be defined in the appropriate
interface specification. It shall be the responsibility of each party to ensure that the turnout
design incorporates all the requirements.
[Link]. The following information is for reference only.
[Link]. Hollow bearer designs may be proposed for specific locations.
[Link]. The switch slide / roller mechanism and motor mechanisms adopted shall be designed to
be protected as far as reasonably practicable from the ingress and effects of windblown
sand.
[Link]. The point mechanism shall maintain all moveable track components in the correct position
during the passage of a train in the facing direction.
[Link]. All points shall have facing point locks.
[Link]. Points and their associated operating equipment shall be designed so that a trailing
movement passing through a point end which is in other than the correct position does not
result in a derailment.
[Link]. Points and their associated operating equipment shall be designed so that a trailing
movement passing through a worked point end which is in other than the correct position
results in a loss of detection.
[Link]. All worked points shall be provided with detection.
[Link]. When the points are in either the normal or reverse position, the open point end shall
provide an adequate gap for wheel flanges.
[Link]. Flangeway gaps and the correct track gauge shall be maintained throughout the length of
the point end. Where necessary supplementary drives and supplementary detection shall
be provided to achieve this.
[Link]. All switch rods shall be adjustable and the number of drives required shall be detailed in
the manufacturers design and submitted for the approval of the Employer.
[Link]. The maximum force required to operate the switches (the actuation force) and the
maximum force the actuator can provide (the actuator capacity) shall be provided in the
manufacturers design and submitted for the approval of the Employer.

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4.12.8. Crossings
[Link]. All fixed crossings shall be of the cast austenitic manganese monoblock type conforming to
EN 15689 with factory welded head hardened weldable undrilled legs
[Link]. The design of the crossing shall be such as to minimise the wear in the load transfer zone.
[Link]. Where the design of the crossing does not require the use of a baseplate to secure the
crossing to the bearer, the crossing shall be separated from the concrete bearer by 8mm
minimum thick rail pads to the same specification and requirements as plain line track
Clause 4.5 of this Specification.
4.12.9. Baseplates
[Link]. The movable part of the free / elastic switch rails shall slide on slide baseplates on which
the stock rails are fixed; special slide baseplates are required to support the free / elastic
switch and rigid stock rail.
[Link]. All baseplates shall be spheroidal graphite iron cast baseplates.
[Link]. Fabricated baseplates shall not be permitted.
[Link]. The switches shall be supported on cast slide baseplates in accordance with the standard
EN 1563 (ductile iron - material code: EN-GJS-400-18C-LT), or similar standard.
[Link]. Nickel Chrome (NiCr) treatment of plates shall be provided for the sliding surfaces of the
slide chairs / baseplates to reduce wear in lieu of periodic greasing operations to prevent
wear.
[Link]. Baseplates shall be separated from the concrete bearer by 8mm minimum thick railpads to
the same specification and requirements as plain line track Clause 4.5 of this Specification.
4.12.10. Lead Rails
[Link]. Where insulated joints are required, the Contractor shall supply glued insulated joints
incorporating lock fastenings and having the rail ends square to the rail ends.
[Link]. Insulated joints are to be aligned square to one another, wherever possible.
[Link]. A variation to this requirement may be submitted to the Employer for approval if space
requirements preclude this arrangement.
4.12.11. Check Rails
[Link]. Check Rails shall be manufactured from CEN33C1 (UIC33) Section to BS EN 13674-3.
Adjustable type check rails shall be used in the design.
[Link]. The position of the bearers shall be in accordance with the Contractors design and it shall
be the manufacturers responsibility to ensure that the check rail assembly with plating is
interchangeable on the bearer hole positions.
4.12.12. Welding
[Link]. All welds shall be completed to tight geometric tolerances and shall conform to the
tighter of the tolerances provided in Tables 5-1 and 5-2 or the tolerances specified by the
manufacturer.
4.12.13. Fastening System
[Link]. The track fastening system shall be the same as the plainline fastening system and meet
the requirements of the technical specifications for plain line in sections 4.4 – 4.10
inclusive of this Specification except where modified within this section.

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4.12.14. Hand Operated Lever Box

[Link]. Where hand operated S&C are installed, the Contractor shall demonstrate that the
operating force required is not outside the normal anthropometric range of capabilities of
ERs operating staff.
[Link]. Locking devices shall lock the switch rail in both open and close positions. The S&C hand
operating shall consist of the following components:
a) Rodding from the switch rail/stock rail assembly to the locks, to the levers and to
the direction indicator with all bolts, nuts, washer etc.
b) Locking device with a bearing capacity of 150kg.
c) Operating lever, if necessary with counter weight.
d) Direction indicator facing to the train driver.
e) Any other parts required for a workable unit.
4.12.15. Testing and Acceptance Criteria
[Link]. S & C components shall be tested in accordance with EN 13232 or equivalent approved
international standards, and tests recommended by the Supplier, as approved by the
Employer.
[Link]. The Contractor shall provide written confirmation of the testing.
[Link]. The first full turnout or S & C of each angle and of each type shall be fully preassembled
at the manufacturer’s premises for acceptance by the Employer.
4.12.16. Identification and Markings
[Link]. Rail or rail components shall be stamped as head hardened in a manner consistent with
EN 13232.
[Link]. All S&C and Trap Point components shall be plainly marked as indicated below:
a) The Supplier's name, section and weight of rail, and month / year of manufacture
shall be stamped in letters of appropriate size on a separate rust-proof plate
secured to the web of the rail;
b) S&C and Trap Point components shall be clearly marked with their respective
Identification Numbers;
c) Letters and figures a minimum 16 mm high may be stamped on a portion of the
structure other than the rail, in a visible location, not exposed to wear;
d) All or part of the identification shall be cast on moulded parts; and
e) Loose parts or fixtures shall be similarly stamped with suitable size letters and
figures.
[Link]. All baseplates and their matching rail pads shall be identified by a unique numbering
system that will be cross referenced to their unique position on a particular bearer.
[Link]. The method by which these baseplates and pads will be identified shall be provided in the
manufacturers design and submitted for the approval of the Employer.
4.12.17. Delivery and Handling of S&C Components
[Link]. The Contractor shall submit a method statement for the transport, storage and handling
of all S & C components, sub-assemblies and assemblies to the Employer for approval.
[Link]. The method statement shall address as a minimum the following.
[Link]. The completed S&C shall be delivered to the site nominated and stored by the
Contractor.

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[Link]. Special care shall be taken in the packaging, methods of support and lifting during
transport, handling and storage of all steel work and S&C bearers to prevent distortion and
damage.
[Link]. Unnecessary handling, redistribution and reloading of S&C components should be
avoided.
[Link]. To the extent practical, S&C components should be distributed in proper position for use
without further handling.
[Link]. S&C components shall be unloaded from cars in a manner that will not damage them.
4.12.18. Drawings
[Link]. Drawings in Bentley Microstation dgn format plus hard copies as well as the data used in
the design, manufacture and supply of S & C shall be supplied to the Employer.
[Link]. Where S&C are used in crossover arrangements or S&C are in close proximity to each
other, a junction layout drawing shall be prepared covering the whole junction area
[Link]. The full footprint of each S&C shall be laid out showing the location of all bearers, rail
joints, motors and points indicators to identify any spatial clash of bearers and confirm
maintenance access.
4.13. Insulated Rail Joints
4.13.1. Performance Criteria
[Link]. The insulated rail joints (IRJ’s) shall meet the following requirements:
a) The manufactured joints shall maintain the required mechanical and electrical
properties over a range of rail temperature from -10C to 75C;
b) Each IRJ shall not bend or fail under vertical and lateral wheel loads and shall not
deteriorate during its service life in such a way that signal failure may occur as a
result of electrical conduction across the joint;
c) Each IRJ shall resist longitudinal slippage under thermal expansion and contraction
effects of the rail so that the insulated joint will not allow one rail to move relative
to the other rail within the joint by more than 0.1mm; and
d) The joints shall provide a minimum electrical resistance of 1 mega ohm rail to rail
and rail to fishplate at an operating voltage of 500V DC.
4.13.2. IRJ Materials and Components
[Link]. Materials and processes supplied by the manufacturer for the IRJ shall, unless otherwise
specified and / or approved by the Employer, conform to the requirements and test
standards of AS 1085-12 and this specification.
[Link]. The Contractor shall protect all IRJs against corrosion during shipping, storage and
installation.
[Link]. Protection shall normally be by painting with a protective Iatex coating on all exposed
surfaces which is able to prevent corrosion for a minimum period of 24 months.
[Link]. The surfaces shall be cleaned of rust and foreign particles by sand blasting in accordance
with the coating manufacturer’s specification requirements before being painted.
[Link]. IRJs which have suffered significant deleterious corrosion such as pitting and which may
initiate premature failure in service shall be rejected.
[Link]. Proposals for corrosion protection of IRJs shall be submitted to the Employer for approval.

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[Link]. All rail joints necessary in S&C shall be welded unless insulated. All insulated joints shall be
of the 6-hole glued joint type.
[Link]. Wherever possible, the signalling system shall be configured to avoid placing insulated
joints at the fronts of switches.
[Link]. The minimum length of rail between a weld and an insulated joint shall be 4.5m, but
preferably longer wherever possible.
[Link]. All IRJ’s shall:
a) Be factory made and welded into the track.
b) Use fishplates that shall be quenched and tempered carbon steel in accordance
with UIC 864-4/0.
c) Be fabricated from a single length of new, defect-free 60 E2 rail not less than 9m in
length to meet the specification requirement of a minimum rail length of 4.5m
between an IRJ and a welded joint. Lengths greater than 9m shall be in increments
of sleeper spacing;
d) Be of Grade R260, R350 HT or R350 LHT rail in conformance with the plain rail
requirements;
e) Cut vertical and square to the line of rail at the ends and at the fabricated joint;
f) Constructed using six hole bar type plates to support and transfer all loading
between rails without relative movement between the rails and fishplates;
g) The end post thickness shall be 6.0mm + 1mm – 0;
h) Bolts shall be high-strength bolts, and shall comply with the requirements of UIC
864-2/0 for Strength Category;
i) Washers shall comply with the requirements UIC 864-3/0 for steel spring washers;
j) Assembled using swage lock fittings;
k) Manufactured from approved insulating kits;
l) Assembled in accordance with the instructions of the manufacturer of the
component kit;
m) Conform to the appropriate test limits; and
n) The joint bars shall be the full contact type.
4.13.3. Cutting
[Link]. Prior to cutting, the rail ends at each joint shall be numbered consecutively with the rail
number and cut number.
[Link]. The two sections of rails which make up the insulated joint shall be cut from the one rail
length.
[Link]. Each cut end shall maintain its relative position throughout all stages of production to
ensure correct matching of head and foot.
4.13.4. Bending
Where curved joints are required, the rails shall be uniformly bent to the specified
dimensions and tolerances.
4.13.5. Pre-Curving of Rail
[Link]. Rails which are to be installed in curved track with a centreline radius of less than 300m
shall be pre-curved throughout their length, prior to installation or in-situ, using approved
proprietary equipment that bends the rail about the longitudinal neutral axis.

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4.13.6. Assembly
[Link]. The method of assembly shall be as follows:
[Link]. Preparation
a) The insulated joint area of rails shall be prepared as specified by the adhesive
manufacturer.
b) Any rolling brands within the fishplate area shall be ground out prior to insulated
joint area preparation.
[Link]. Fishplate/Rail Insulation
a) The rail shall be insulated from the fishplate by suitable insulating material and
from bolts by suitable insulating ferrules.
b) The profile of the fishplate shall allow for complete electrical isolation between
fishplate and steel rail and be fully complementary to the rail section profile taking
into account the insulation material thickness.
[Link]. Rail End Separation
a) The rail ends shall be separated by a pre-formed, one-piece rail insulating end post.
b) The end post shall not protrude beyond the section of the rail profile nor be more
than 1mm inside the rail profile of the web and the flange. It shall be flush with the
rail profile of the head of the rail.
[Link]. End Post
a) Bonded Insulated Joint assemblies shall be manufactured with the rail ends at the
insulating post cut vertical and square to the line of rail at the ends.
[Link]. Bolting
a) The Contractor shall propose a suitable bolting solution to be approved by the
Employer.
[Link]. Alignment
a) The IRJ assemblies shall be manufactured to the tight tolerances specified in Tables
5-1 and 5-2.
b) The use of curved IRJs shall be avoided wherever possible but shall conform to the
curve radii if required.
[Link]. Adhesive
a) The adhesive or gluing material shall be used strictly in accordance with the
manufacturer's instruction.
b) The insulated joint shall have surfaces which do not act as traps for water, dust or
any element which may reduce its life.
c) There shall be no unfilled voids between the rails and rail end post. The running
surface of the sides of rails shall remain free of adhesive.
d) Unless otherwise specified the exposed foot areas of the rails shall remain free of
adhesive.
[Link]. Marking
a) Each joint shall be clearly labelled on the web of one rail within 300 mm of the
fishplate.
b) The labels shall contain the following information in letters and numerals not less
than 10 mm high:
i. Supplier’s name, initial or trademark.
ii. Rail section.
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iii. Radius of curvature in meters or as specified.

iv. Joint number.
v. Month and year of manufacture.
c) The labels shall be durable and of minimum size 80 mm X 60 mm, and shall be
affixed to the rail.
d) The labels shall be of adequate quality to remain legible for at least 5 years under
service conditions.
4.13.7. Production Testing
[Link]. Testing shall be carried out as follows:
a) Initial electrical resistance tests on all insulated joints prior to mechanical testing.
b) Mechanical tests on one joint in each lot of ten consecutively manufactured
insulated joints or part thereof.
c) Second electrical resistance tests on all insulated joints which have been subjected
to the mechanical tests.
d) Surface Brinell hardness test of one insulated joint rail end, for each lot.
e) Tests shall include stroke rolling tests, longitudinal and tensile/compression tests.
f) Initial alignment and workmanship check of all insulated joints. To take account of
testing requirements, no more than five of any lot of insulated joints shall be
curved.
g) Second alignment check of all insulated joints which have been subjected to the
mechanical tests.
h) Dimensional check of all curved insulated joints.
i) Overall length check, as required.
[Link]. The manufacturer shall provide an acceptance certificate certifying that the IRJ has passed
the electrical test, mechanical test and other tests stated in this specification.
4.13.8. Re-test
[Link]. In the event that one insulated joint selected from a lot fails a test, two more insulated
joints shall be selected from the lot and tested.
[Link]. If either of these two fails, the remainder of the lot shall be accepted only on the basis of
individual testing and passing.
[Link]. If both retests pass, the remainder of the lot shall be accepted.
4.13.9. Quality of Glued Insulated Joints
[Link]. The components of glued insulated joints shall comply with this detailed specification and
other standard.
[Link]. The fishplates shall be free from defects detrimental to their end use, but localized areas of
deformation caused by shearing or punching and conforming to the tolerance limits given
in the table below:

CHARACTERISTICS TOLERANCE (mm)

Length  3.0
Thickness +3.0, - 0.5
Size of hole  1.0
Position of holes  1.0
Localized areas of deformation on fishing surface + 0.5 , -1.0
Table 4-5: Dimensional Tolerances of IRJs

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4.13.10. Delivery Storage and Handling

[Link]. The Contractor shall submit a method statement for the transport, storage and handling
of IRJs to the Employer for approval.
[Link]. The Insulated Rail Joints will be shipped in easily identifiable containers.
[Link]. IRJs shall be delivered to the site nominated and stored by the Contractor at nominated
sheds or hard stand areas.
[Link]. Special care shall be taken in the packaging, methods of support and lifting during
transport, handling and storage and IRJs to prevent distortion and damage.
[Link]. Unnecessary handling, redistribution and reloading of IRJs shall be avoided.
[Link]. To the extent practical, IRJs should be distributed in proper position for use without
further handling.
[Link]. They shall be unloaded from cars in a manner that will not damage them.
4.14. Track Signage and Markers
4.14.1. Permanent Survey Points
[Link]. The permanent survey points shall be installed after the completion of track laying at every
500m along the railway and at each beginning and end of each horizontal and vertical
curve, along the top of, and flush with, the formation at a location to be submitted for
approval by the Employer but not to interfere with any other railway architecture or
access.
[Link]. Permanent survey points shall be installed on the point of switch, intersection point and
crossing heel of all turnouts on both sides of the tracks.
[Link]. The permanent survey points shall be constructed of a 12 mm diameter steel rod, 450 mm
long, driven into the formation and projecting approximately 20 mm above the formation.
[Link]. The top shall be surrounded by a concrete collar 100 mm deep and 200 mm diameter
nominally 5 mm below the rod top.
[Link]. The Easting, Northing, Level and Chainage shall be provided for each survey point and the
data shall be submitted to the Employer for approval.
4.14.2. Kilometre Chainage, Level Crossing and Geometry Markers
[Link]. The location of all markers shall be submitted for approval by the Employer but not to
interfere with any other railway architecture or access.
[Link]. Marker plates shall be manufactured from aluminium sheet 2 mm thick.
[Link]. The background colour for kilometre chainage and geometry marker plates shall be
washable high-intensity reflective yellow.
[Link]. The background colour for level crossing marker plates shall be washable high-intensity
reflective white.
[Link]. The characters for all marker plates shall be matt black.
[Link]. The markers shall be mounted on a galvanised stainless steel post at a height visible for the
driver of a locomotive.
[Link]. The Contractor shall submit the details of the galvanised stainless steel posts and supports
to the Employer for approval taking into consideration the required live and dead loads.

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4.14.3. Level Crossing Locations

[Link]. Standard stop signs and other protection boards are required at level crossing locations.
[Link]. The Contractor shall submit the details of all signage and boards to the Employer for
approval.
[Link]. The Contractor shall submit the details of the galvanised stainless steel posts and supports
to the Employer for approval taking into consideration the required live and dead loads.

4.14.4. Fouling Point Markers

[Link]. Fouling Point markers shall be concrete and affixed to the track-bed at all locations where
tracks converge.

4.14.5. Clearance Datum Marker Plates

[Link]. Clearance datum marker plates shall be positioned at platforms, loading bays and other
fixed structures.
[Link]. Clearance datum marker plates shall be manufactured in durable plastic and incorporate a
red block and slider and spaces for security snap fit inserts.
[Link]. Datum marker plates shall have a steel, aluminium or plastic backing plate for secure
fitting.
4.15. Other Track Work items
4.15.1. Buffer Stops
[Link]. The types of buffer stops shall be as follows:
Designation Type Applicable Location
Type 1 Fixed At the end of Set Off Tracks.
Type 2 Multi Shoe Sliding Friction Running lines other than terminal passenger
stations. Train stabling sidings and berthing
tracks in depots, yellow plant facilities, freight
facilities and marshalling yards. Track ends
where junctions have been constructed in
advance of route extensions.
Type 3 Multi Shoe Sliding Friction with Terminal Passenger Stations
Hydraulic Buffer
Table 4-6: Buffer Stops – Type & Characteristics

[Link]. The buffer stops shall comply with the following requirements:
a) The supplier shall be an approved supplier for Buffer Stops in other projects in the
Middle East countries, specifically UAE and Saudi Arabia.
b) The supplier shall have a minimum 10 years experience in fabricating buffer stops
in the international railway business.
c) The supplier shall identify the location/country of production.
d) The supplier should be certified according to the EN ISO standards and shall use
approved certified welders only.
e) The buffer stops shall be designed and installed such that the imposed loads do not
overstress the track.
f) The height and shape of the buffer stop buffing face shall coordinate with vehicle
design and loading heights.
g) Inspection sheets shall be prepared and submitted for approval showing the design
and actual dimension checks, item number and identification marks.

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h) For sliding buffer stops or hydraulic buffer stops the design and manufacture shall
ensure that if the train impacts the buffer stop it can be decelerated at the highest
train mass and speed without damage to the train or buffer stop.
i) Calculations shall be provided of the static structure analysis of the buffer stop
computed by an independent engineering company.
j) Material certificates shall be provided for the materials used in the manufacture of
the buffer stops.
[Link]. The Contractor should propose a suitable corrosion protection method for the buffer stops
considering the harsh environment in the UAE to ensure the design life of the buffer stop
can be met.
4.15.2. Ballast Mats
[Link]. Ballast mats shall be installed under ballasted track where the ballast would otherwise be
laid directly on a concrete surface or asphalt concrete surface such as on all bridges and
may be specified under S & C and in defined areas at grade.
[Link]. The purpose of the ballast mats shall be to:
a) Protect the ballast from attrition (reduction in ballast stress).
b) Provide noise and vibration mitigation in defined areas.
[Link]. Details of the design and the design life of the ballast mats shall be submitted to the
Employer for approval.
[Link]. Ballast mats shall be installed in accordance with the manufacturer’s requirements and
shall ensure that the surface drainage is not impeded.
[Link]. For protection of the ballast from attrition, ballast mats shall be provided in the load
distribution area of the sleeper, which is defined as the area within the zone under a 45°
angle from the lower edge of each end of the sleepers.
[Link]. In case of a peaked transverse profile on a bridge or viaduct deck, the ballast mats shall
cover the entire area between adjacent tracks.
[Link]. In case of a trough profile, the ballast mats shall cover the surface between the track
centre and the ballast retaining wall.
[Link]. Ballast mats shall be tested and verified by an officially recognised Institute for the testing
of track materials and shall be of a type approved by the Employer.
4.15.1. Rail Expansion Joints
[Link]. The use of rail expansion joints shall be avoided wherever possible on the Etihad Rail
because of the heavy axle loads and their use shall only be as approved by the Employer.
[Link]. However, the Contractor shall verify in relation to his own design the requirement for rail
expansion joints (REJs) and supply and install REJs as determined by his verification in the
context of his own design.
[Link]. The rail fastening system shall provide a track modulus (stiffness) similar to that of the
adjacent track and shall provide vertical adjustment of the rail level.
[Link]. The REJ shall provide the capability for rail expansion with minimal impacts on safety,
comfort, and dynamic loading during operations.
[Link]. To maintain a high comfort standard, the REJ shall incorporate a design that minimises the
variation in track gauge.

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[Link]. The movable part of the REJ shall be connected to the track on the movable end of the
superstructure.
[Link]. Rail Expansion Joints shall be installed with the correct opening for the temperature at the
time of their connection to the adjacent fastened-down track, and located according to the
direction of traffic.
[Link]. All sliding surfaces of rail expansion joints shall be of the dry low friction type or be coated
with a lubricant proposed by the Contractor and approved by the Employer.
[Link]. The setting of expansion gap openings at the time of final fastening down shall be as
proposed by the Contractor and approved by the Employer.
4.15.2. Derailers
[Link]. Fixed hand derailers shall be provided for the protection of each track going through
workshops and buildings in the depot (except provisioning) to allow a rail vehicle to derail
with the purpose to protect the personnel working in the buildings of any unintended rail
movement.
[Link]. The derailer shall be manufactured of steel or cast iron and designed for a bidirectional rail
movement and shall comply with train gauge clearances.
4.15.3. Rerailer
[Link]. Permanent bidirectional rerailers shall be installed at the loading/unloading facilities with
the purpose to minimize any damage to the infrastructure in the event of a locomotive or
wagon becomes derailed during the loading /unloading process and avoids damaging the
structures, locos or wagons.
[Link]. The permanent rerailer shall be a manufactured on a heavy steel plate with ramps to lift
the railway vehicle up to the top of the rail by travelling through a diamond shaped centre
plate which guides the wheels to the rail.
[Link]. The rerailer shall rerail vehicles whether they derail to the right or left of the track.
4.15.4. Level Crossings
[Link]. Road vehicle and pedestrian level crossings shall be installed in locations as required in
depots, facilities and marshalling yards.
[Link]. The design for the level crossings shall include provision for the transitions to the adjacent
roadway or pathway and drainage, pavement marking, signs etc.
[Link]. Level crossings shall be installed in such a way to provide adequate visibility of the train
and road vehicle approaching.
[Link]. The Contractor shall submit details and descriptions of the type of crossing material and
general construction methodology that is proposed for pedestrian, vehicular as well as any
other special Stakeholder crossing requirements to the Employer for approval.
4.16. Slab Track
4.16.1. General
[Link]. The following types of slab track systems may be considered for approval by the Employer:
a) Embedded sleeper type trackform of the Rheda series (Classic / Berlin / 2000);
b) Monolithic slab track systems constructed either with or without a concrete
trough;
c) Monolithic slab track system in which either the sleepers are embedded or
vibrated into the surrounding concrete, and;
d) J-Slab Trackforms.

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[Link]. Other systems may be proposed by the Contractor, subject to approval of detailed design
documentation by the Employer.
[Link]. In all cases, the Contractor shall provide evidence that the proposed design is service
proven for at least 5 years, or 100 MGT of traffic, in conditions comparable to those of the
UAE.
[Link]. In designing the track slab, the Contractor shall take into consideration the design
parameters and loading combinations to which the structures must be designed and the
effects on the formation of the earthworks.
[Link]. The primary requirements of track support in slab track are provided by the elastomeric
materials in the rail fastening assembly.
[Link]. Components, materials and finishes shall be chosen to minimise future maintenance.
[Link]. Maintenance requirements are to be specified for track slabs. Requirements are to include
examination tasks and frequencies, damage limits and repair standards, and be supported
by documentation showing the basis for these requirements.
4.16.2. Derailment Containment
[Link]. The slab track trackform shall be designed such that derailed wheels are contained within
the trackform, either by plinths, internal or external guard rails, or upstands.
[Link]. On double track sections, the derailed vehicle should not infringe the spatial envelope of
the opposite track.
[Link]. The derailment loads applied to the design shall be derived from requirements defined in
the Bridge Design Criteria.

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5. Track Construction / Installation

5.1. General
[Link]. This section of the Track Works Specification includes the specifications for the installation,
acceptance and maintenance to handover of the track works.
[Link]. The track work installation includes, but is not limited to, the following:
a) Acceptance by the Contractor of sub-ballast capping layer to all the ITP
requirements including for design dimension and compaction tolerances;
b) Acceptance by the Contractor of adjoining trackwork to design line and level and
for coupling , testing and commissioning to adjoining trackwork over a distance of
sufficient length to match track installation tolerances requirements( constructed
by others);
c) Installation of the complete, integrated track system comprising the sleepers, rails,
track fastenings and either ballast (ballasted track structure) or track base concrete
(slab track structure). It is inclusive of track in plain line and in S & C and of Main
Line and Depot tracks;
d) Installation of all other items generally associated with the permanent way
including buffer stops, level crossings, track monuments, signs and markers;
e) Establishment of temporary facilities for the contractor’s own use and all necessary
temporary works;
f) Acceptance testing and commissioning; and
g) Maintenance of the track work prior to handover of the track for regular
maintenance.
[Link]. The Contractor shall not commence installation of the permanent track works for a section
until the criteria set out in Sections 5.1.2. to 5.1.7. has been carried out and approved by
the Employer.
5.1.2. Detailed Method Statements
[Link]. Detailed method statements for the installation of the track shall be submitted to the
Employer for approval including details of:-
a) Track laying machines and other plant and equipment including for roadworthiness
certificates, where appropriate;
b) Inspection and test plans.
5.1.3. Demonstration Track
[Link]. Demonstration track shall be constructed by the Contractor.
[Link]. In the case of ballasted track, the demonstration track shall be constructed on an
approved section of the permanent rail alignment and shall have a minimum length of
1000 metres.
[Link]. In the case of slab track, the demonstration length of track shall be within the Contractor’s
work base area or on an approved section of the permanent rail alignment and shall have a
minimum length of 50 metres.
[Link]. The demonstration track shall be installed following the Contractor’s approved method
statement and using the equipment planned for Main Line track.
[Link]. The completed demonstration track shall meet the installation tolerance requirements for
Main Line track and shall be removed and re-installed if the tolerances are not met.

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[Link]. Approval by the Employer will relate only to the method used, and shall not in itself
confirm or be regarded as implying that the demonstration track has achieved a minimum
acceptable quality standard in all respects.
5.1.4. Sub-ballast Capping Layer
[Link]. The sub-ballast capping layer (or track support base for slab track) for the section on which
the track is to be installed shall be deemed as accepted by the Employer after satisfying all
the ITP requirements or proposals for correcting out of tolerance aspects have been
reviewed and approved by the Employer.
[Link]. Track installation shall be carried out in accordance with the Contractor’s approved
method statements.
5.1.5. Contractor’s Construction Facility
[Link]. The Contractor has established a temporary construction facility or rail head depot to
function as the central track materials storage area and the depot from which track
construction will occur.
[Link]. The Contractor shall submit full details of the layout and facility requirements to the
Employer for approval prior to any work being done at the depot.
[Link]. On completion of the track works, the temporary construction facility shall be removed
from site and the area rehabilitated back to its original condition.
[Link]. It is envisaged that the construction facility will include the following:
a) Flash butt welding depot;
b) Sleeper manufacturing and / or storage facility;
c) General track components storage and lay-down area;
d) Ballast stock pile area; and
e) Work train loading area.
5.1.6. Temporary Track
[Link]. Ballasted track shall be used for all temporary tracks in the Contractor’s construction
facility.
[Link]. The Contractor shall supply, lay and deliver all temporary track works, maintain it in
serviceable condition throughout the period of contract and, on completion of the track
works, shall remove it off site.
[Link]. Sleepers shall be supported on a layer of ballast at least 150mm thick. On completion of
sleeper laying the sleepers shall be surrounded up to sleeper top level by additional ballast
to a suitable profile approved by the Employer.
[Link]. New or serviceable timber, steel or concrete sleepers with new or used fastenings shall be
used for all temporary tracks. Sleepers shall be laid at not more than 700mm centres.
[Link]. Joints may be fishplates or welded at the discretion of the Contractor.
[Link]. S&C may be of new or serviceable material using standard components providing easy
maintenance and replacement.
[Link]. The Contractor shall maintain all temporary ballasted tracks to the following tolerances:-
a) The track should be maintained 10mm of the design level. The rate of change of
deviation from the design level shall not exceed 5 mm per metre.
b) The track should be maintained within ±10mm of the design alignment. The rate of
change of deviation from the design position shall not exceed 5mm per metre.
c) The cross level for straight track should be zero ±5mm. The rate of change shall be
not more than 1 in 300.

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5.1.7. Survey
[Link]. The Contractor shall submit to the Employer for approval a detailed method statement for
the survey and set-out for installation of track and for survey and checking to provide as-
built data for acceptance of track.
5.2. Rails
5.2.1. General
[Link]. All tracks including plain line and S&C shall be of continuous welded rail (CWR)
construction except at insulated rail joints.
[Link]. All rails shall be welded by the flash-butt welding process.
[Link]. Where geometric constraints within S&C prevent the use of mobile flash-butt welding
plant in the field, the aluminothermic welding process shall be used.
[Link]. Closure welds for destressing may be welded by the aluminothermic welding process
[Link]. The Contractor shall draw up a detailed schedule of locations at which field welding of
main line rails is required and submit this schedule for review and approval by the
Employer.
[Link]. No welding of rails shall be undertaken until the schedule has been approved.
[Link]. No welding shall be undertaken until detailed method statements, plant and equipment
details and ITPs have been submitted by the Contractor and approved by the Employer for
the welding of rails.
[Link]. The method statements shall specifically address all steps in the welding processes
including rail end measurements and preparation of the welds for welding, rail welding,
quenching of heat treated (R350 HT) rails after welding, weld finishing by grinding, and
weld inspection and testing.
[Link]. Finished welds shall conform to the welding tolerances specified.
[Link]. The number of rail welds in the track shall be the absolute minimum required, consistent
with the prime (short) rail length specified.
[Link]. No rail lengths except at insulated rail joints, in S & C in accordance with the
manufacturer’s requirements, and at other specific locations as approved by the Employer,
shall include holes.
[Link]. No rail lengths shall be supplied with holes predrilled.
[Link]. The prime rail lengths shall be delivered to a Flash Butt Welding (FBW) facility established
by the Contractor and flash butt welded into long welded rail (LWR) strings.
[Link]. The minimum LWR string length shall be 200 metres but preference shall be given to the
welding of LWR strings up to 400 metres in length.
[Link]. The production of LWR strings incorporating lengths of rail shorter than the prime rail
length is prohibited.
[Link]. The minimum length of any closure rail installed in the track (except as specifically required
by the manufacturer in S & C) shall be 9 metres between welded ends.
[Link]. The minimum length of rail between a weld and an insulated rail joint shall be 4.5 metres,
but longer wherever possible.
[Link]. The prime rail lengths and the LWR strings shall be transported in a manner that will not
damage the rails.

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[Link]. The Contractor shall submit full details of his proposed methods of handling, stacking, and
moving the rails and no rail handling shall be undertaken until the methods have been
approved by Employer.
[Link]. Rail cutting shall be strictly controlled in order to achieve the economic use of the prime
rail lengths as supplied.
[Link]. Rails which are to be cut by the Contractor shall be cut square and clean by means of
either rail saws or abrasive cutting disks with a suitable coolant.
[Link]. Cuts shall be controlled using a purpose-made guide or template and shall be within 0.75
mm of the vertical axis of the rail measured over the overall height or within 0.50 mm of
the transverse axis measured over the head width.
[Link]. An appropriate cooling regime which does not diminish the hardness of heat treated rail
by more than 20 HB within 10mm of the cut rail end shall be established by laboratory
testing prior to any premium rails being cut on site. Thereafter the Contractor shall strictly
observe the conditions of this regime.
[Link]. All welds, including field welds, shall be marked by such means that they can be identified
for a minimum of 5 years.
[Link]. The marking shall be a structured numbering system enabling traceability to the records
and the information obtained at the time of production of each and every weld.
[Link]. Welds may only be formed by qualified personnel.
[Link]. The Contractor shall submit certification of each welder for each process, the welders
unique identification mark, and other evidence of competence to the Employer for
approval.
[Link]. The proposed method of weld identification shall be submitted by the Contractor for
approval by the Employer.
5.2.2. Flash Butt Welding
[Link]. The Contractor shall submit for approval the details of the depot and mobile flash-butt
welding machines and other depot equipment proposed for use.
[Link]. All depot welds shall comply with EN 14587-1, all mobile flash butt welds shall comply with
EN 14587-2 and all welds associated with S&C shall comply with EN 14587-3.
[Link]. The flash butt welding machines shall, as a minimum, comply with the following:
a) Be manufactured by a specialist FBW machine manufacturer and of a type and
model certified for use on a Major Railway.
b) Be capable of achieving the weld alignment tolerances specified above.
c) Shall incorporate an automatic programmed welding sequence for the rail sections
and steel grades specified.
d) Shall incorporate integral rail alignment and weld collar shearing.
e) Shall incorporate a recorder attached to the welding machine to monitor and
record the following FBW parameters for every weld:
i. Welding current
ii. Upset force or pressure
iii. Displacement
iv. Welding time
v. Welder plant programme identification and setting details
vi. Weld location and identification.

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[Link]. The Contractor shall carefully examine the recorder output after each weld.
[Link]. If the output indicates characteristics which vary significantly from the expected
characteristics, the weld shall be considered defective and replaced immediately.
[Link]. The control records of the FBW machine shall be collected and retained for every weld and
submitted to the Employer in accordance with the Contractor’s approved method
statements, ITPs and checklists.
[Link]. Before production of FBW can commence, six (6) prototype test welds shall be produced
for each size and grade of rail to be welded.
[Link]. Of these welds, three (3) shall be in the “finished” condition (welded, aligned and profile
finished) and three (3) welds shall be in the "as welded" condition.
[Link]. All of the test welds shall be visually inspected for welding, trimming and profile finishing
defects, which could affect the subsequent service performance of the welds.
[Link]. The welds submitted in the "as welded" condition shall be measured to determine the pre-
profile finishing tolerances across the joint and the upset on the welds.
[Link]. The upset on the welds shall not exceed the limits specified in EN 14587.
[Link]. In addition, there shall be no evidence in the upset of tearing, notches from the extrusion
or cracks or undercut or damage to the adjacent rail.
[Link]. Particular attention shall be given to the quality of trimming on the underside of the rail.
[Link]. The welds submitted in the "as-welded" condition shall also be subject to Bend Tests using
the procedure and test loads specified in EN 14587.
[Link]. If failure occurs down the weld line, the fracture surfaces shall be inspected.
[Link]. The size and location of weld features shall be recorded.
[Link]. If failure occurs remotely from the weld, the fracture surfaces shall be inspected to ensure
the absence of "die burn" defects.
[Link]. The “finished” welds shall be measured to determine their alignment, which shall not
exceed the weld tolerances specified in Table ‎5-2 & Table ‎5-3.
[Link]. The finished welds shall be inspected using ultrasonic and full X-Ray inspection methods
around the profiled finished area of the head, as well as the web and foot.
[Link]. If any surface cracks, tears, inclusions, die burns or other production defects are found,
then the procedure shall be deemed unsuitable.
[Link]. The variation in hardness shall be measured across the heat affected zone of each of the
finished welds in accordance with EN 14587-1.
[Link]. Once the welding parameters and procedures have been reviewed and approved by
Employer, production welding can commence and all welds completed on the basis of the
approved welding parameters.
[Link]. The FBW machine operator(s) shall be trained and certified by the FBW machine supplier
or other suitably qualified instructor.
[Link]. Prior to undertaking any production welding on site, the operator shall perform welds
inclusive of final profile grinding, in the presence of Employer.
[Link]. The welds shall meet all the tolerances and requirements of this specification.
[Link]. Every finished FBW shall be inspected using the dye penetrate (or magnetic particle) and
ultrasonic inspection methods around the profiled finished area of the head, as well as the
web and the foot.

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[Link]. The testing procedure, testing and acceptance criteria, test provider and test operator shall
be submitted by the Contractor to the Employer for approval.
[Link]. All FBW shall also be geometrically inspected.
5.2.3. Aluminothermic Welding
[Link]. Aluminothermic welds shall be performed strictly in accordance with EN 14730, the
Contractor’s approved method statement and Manufacturer’s procedures.
[Link]. The aluminothermic welders shall be trained and certified by the manufacturer or other
suitably qualified instructor.
[Link]. Prior to undertaking any production welding on site, the operator shall perform six (6)
welds, in the presence of Employer.
[Link]. Of these welds, three (3) shall be in the “finished” condition (welded, aligned and profile
finished) and three (3) welds shall be in the "as welded" condition.
[Link]. The welds submitted in the "as-welded" condition shall also be subject to Bend Tests using
the procedure and test loads specified in EN 14587.
[Link]. If failure occurs down the weld line, the fracture surfaces shall be inspected.
[Link]. The size and location of weld features shall be recorded.
[Link]. If failure occurs remotely from the weld, the fracture surfaces shall be inspected to ensure
the absence of "die burn" defects.
[Link]. The “finished” welds shall be measured to determine their alignment, which shall not
exceed the weld tolerances specified in Table 5 1 & Table 5 2.
[Link]. The finished welds shall be inspected using ultrasonic and full X-Ray inspection methods
around the profiled finished area of the head, as well as the web and foot.
[Link]. If any surface cracks, tears, inclusions, die burns or other production defects are found,
then the procedure shall be deemed unsuitable.
[Link]. The variation in hardness shall be measured across the heat affected zone of each of the
finished welds in accordance with EN 14587-1.
[Link]. Once the welding parameters and procedures have been reviewed and approved by
Employer, production welding can commence and all welds completed on the basis of the
approved welding parameters.
[Link]. The welds shall meet all the tolerances and requirements of this specification.
[Link]. All finished aluminothermic weld shall be inspected using dye penetrate (or magnetic
particle) and ultrasonic inspection methods around the profiled finished area of the head,
as well as the web and the foot.
[Link]. All welds shall also be geometrically inspected.
[Link]. The testing procedure, testing and acceptance criteria, test provider and test operator shall
be submitted by the Contractor to the Employer for approval.
5.2.4. Rail Installation in the Field
[Link]. The LWR strings from the FBW facility shall be installed and welded into CWR in track to
achieve a stress free rail temperature (SFT) of 400C  30C (subject to confirmation of the
actual required stress free temperature through appropriate study of rail temperature
conditions by the Contractor according to the location) in accordance with the Contractor’s
approved method statement.

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[Link]. The method statement shall include requirements for the Contractor to keep a complete
record of the time and mean rail temperature and air (shade) temperature at the time of
laying, welding and finally fastening down the rails. In the case of rails which have been
fastened down prior to welding, the time of final fastening shall be taken to be the time
the connecting weld is made.
[Link]. Rail temperature shall be measured with thermometers specifically designed to measure
rail temperature and be used in accordance with the manufacturers’ instructions.
[Link]. The thermometers shall be checked at regular intervals to ensure accuracy of the
temperature recorded to 0.20C.
[Link]. Achieving the neutral temperature for final fastening down of the rail shall be either by
natural means or artificially by the use of hydraulic rail tensors.
[Link]. It is preferable to locate rail welds within the middle third of the distance between
adjoining sleepers or rail supports in slab track.
[Link]. Where a flash butt weld will fall on a sleeper or rail support, the finish of the sheared weld
collar on the rail foot shall be such that the track fastening system is not adversely
affected.
[Link]. No aluminothermic welds shall be located on a sleeper or rail support.
[Link]. Rails shall be fastened down in pairs forming a section of track with welds in both rails
located between the same sleepers or rail supports.
[Link]. No offset welds shall be permitted. As necessary, one rail end shall be cut to facilitate this.
[Link]. No aluminothermic welds shall be located within level crossings in Depot/Facility tracks or
within 10 metres of a railway bridge.
5.3. Sleepers and Fastenings
[Link]. An area at the Contractor’s construction facility will be assigned for the establishment of an
on-site sleeper production facility and the storage of the sleepers or for the storage of
sleepers manufactured off site.
[Link]. Sleepers and track fastenings shall be installed in accordance with the Contractor’s
approved method statement.
[Link]. Sleepers shall be installed to the design spacing and installation tolerances in Table ‎5-2 &
Table ‎5-3.
[Link]. Particular care is required at changes in formation profile relating to passing loops and S&C
locations.
[Link]. The seating on the sleepers and the underside of the rail foot shall be free of loose dirt and
foreign matter when the rail is fastened down.
[Link]. The sleepers shall be handled and laid with appropriate equipment.
[Link]. They shall not be subjected to blows from a hammer or any other tool or appliance whilst
being handled, laid or aligned.
[Link]. Sleepers shall not be dropped.
5.4. Ballast
5.4.1. General
[Link]. The ballast will be transported on rail in ballast hopper wagons.
[Link]. Ballast will be loaded into ballast hopper wagons and dispersed by automatic hydraulic or
remote control hoppers.

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[Link]. The ballast train will comprise an adequate number of wagons to carry ballast for at least
one day of track laying.
[Link]. Ballast ploughs shall be positioned on either end of the ballast train to allow bidirectional
unloading.
[Link]. The general handling of ballast, loading of ballast wagons, and discharge off ballast to the
track shall be in accordance with the Contractor’s approved method statement and shall be
arranged to ensure the minimum contamination of the ballast, and to avoid the
concentration of fines locally within the ballast.
[Link]. The watering of ballast is a necessary requirement to control dust, and should be
monitored to avoid excessive wash down of ballast fines within the wagons.
5.4.2. Bottom Ballast
[Link]. The bottom ballast will be transported on construction or public roads from stockpiles
located either at the quarried ballast sources or at construction rail head facilities.
[Link]. Bottom ballast will be loaded into road trucks and dispersed by suitable earthmoving
equipment.
[Link]. The bottom ballast layers shall be constructed prior to laying of any track materials.
[Link]. The bottom ballast shall be laid directly onto the prepared support layer using methods
that minimize the trafficking of the support structure.
[Link]. The bottom ballast shall laid in layers not exceeding 150 mm in thickness up to a maximum
level of 50mm (+0/-15mm) below the underside of sleeper or turnout bearer.
[Link]. Bottom ballast material shall not contain individual grain sizes exceeding 2/3 the layer
height.
[Link]. Each layer of bottom ballast shall be compacted by an approved method to achieve the
required performance requirements through the track structure.
[Link]. The Contractors method of construction shall prevent the ballast from being contaminated
with sand in between ballast layers.
[Link]. On completion of the bottom ballast, a survey shall be undertaken by the Contractor to
demonstrate the longitudinal and transverse dimension profile and compaction
acceptability of the bottom ballast for track laying.
[Link]. On completion and acceptance of the bottom ballast, no traffic of any type shall be
permitted to run over the bottom ballast until track laying commences.
[Link]. Improper use of vehicles on the completed bottom ballast, or contamination by windblown
sand or other contaminants shall result in reject of the bottom ballast until the
contamination has been removed and replaced with new ballast re-graded, and rolled to
the approval of the Employer.
[Link]. Track laying shall not commence until such approval has been granted.
[Link]. The method statement shall specifically address the planned time between sequential
ballasting operations to minimise the risk of contamination and the creation of a “sand
sandwich” in the ballast.
[Link]. Where this is not practical a temporary protective barrier shall be provided to mitigate this.
[Link]. Areas of ballast contaminated in this way shall be removed and replaced with new ballast.

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[Link]. If during construction any section of track is left for more than 48 hours between one
ballasting operation and the next, or when ballast contamination is expected due to wind,
the Contractor will be required to confirm by testing and inspection that contamination has
not taken place.
[Link]. If the ballast is contaminated, the Contractor shall remove the contaminated ballast and
new clean ballast shall be installed by the Contractor.
[Link]. On completion, the full ballast profile shall be present with all sleeper cribs full and the full
width of shoulder ballast.
[Link]. Track will be lifted to final alignment and reduced level by a combination of ballasting,
tamping, profiling and dynamic stabilization activities.
[Link]. Track fastenings shall be fully cleaned of ballast fines after completion of track laying.
5.4.3. Top Ballast
[Link]. Top ballast shall only be placed and distributed via the use of the approved ballast train
[Link]. Top ballast shall be distributed evenly over the full track cross section, and regulated in
preparation for tamping using and approved ballast regulator.
[Link]. After adequate regulating of the profile the track shall be lifted and simultaneously aligned
using a heavy duty on track tamping lining machine approved for use by the Employer.
[Link]. The top ballasting, regulating, tamping and lining shall be repeated until the track is at the
design horizontal, vertical and cant alignments.
[Link]. Concurrent with the tamping and lining, the ballast shoulders and sleeper cribs shall be
compacted using suitable equipment approved for use by the Employer.
5.4.4. Dynamic Track Stabilization
[Link]. The dynamic track stabilization techniques to be used shall be detailed in the Contractor’s
method statement and submitted to the Employer for approval.
[Link]. The track stabiliser shall have a minimum vertical pressure range from 0 to 350 kN and
horizontal vibrations with frequencies 0 to 45 Hz.
[Link]. Dynamic stabilization shall be carried out after completion of top ballasting and before
destressing.
[Link]. The dynamic track stabiliser shall not be used to lower track that is too high.
5.5. Switches and Crossings
[Link]. S&C shall be installed in accordance with the Contractor’s approved method statement to
the tolerances specified.
[Link]. Wherever possible, the S&C shall be installed in their final location.
[Link]. No closure rails shall be allowed to butt up against S&C switch, crossing or turnout ends
unless otherwise dictated by the proximity of adjoining S&C’s or other track features,
subject to approval by the Employer
[Link]. The method statement shall include requirements for the Contractor to strictly comply
with the manufacturer’s specifications for the installation of the S&C.
[Link]. The method statement shall specifically address the sequence of welding within the S&C to
uniformly achieve the SFT range throughout the S&C.

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[Link]. Where S&C are installed and are subjected to construction traffic prior to completion,
specific attention shall be given in the method statement to the temporary packing of
bearers, the imposition of speed limits and to the operational processes so that rail safety
and the S&C are not adversely affected.
[Link]. No train or track machine shall be operated over switches until they have been clamped
and locked.
[Link]. Switch clamps shall be retained until the points operating mechanism is fully installed and
commissioned for manual operation.
[Link]. After installation of an S&C layout, the Contractor shall thoroughly clean the layout
including removal of all debris in flangeway gaps, and at all gaps between rail fastenings
and pads.
5.6. Other Track Works
5.6.1. Depot/Facility Track
[Link]. Depot/Facility tracks and the installation of level crossings in Depot/Facility tracks shall be
installed in accordance with the Contractor’s approved method statement.
[Link]. The method statements shall specifically address all interfaces, site access and road traffic
safety issues during construction.
5.6.2. Insulated Rail Joints
[Link]. Insulated joints shall be installed where determined by the Contractor’s design to meet
signalling needs.
[Link]. The assembly and installation of insulated rail joints shall be strictly in accordance with AS
1085 – part 12 or equivalent international standards together with the joint assembly
manufacturer’s recommendations.
[Link]. Insulated Rail Joints shall be installed in pairs (one on each rail) with both joints located in
the same sleeper bed.
[Link]. An offset of 1 sleeper bed between the joints may be acceptable where constrained by
welding locations but shall be subject to prior approval of the Employer.
[Link]. All joints showing faults shall be replaced by cleaning the rail and joint bars back to bright
metal and installing a new joint kit.
[Link]. Any factory assembled joint that shall be replaced by cutting out both plug welds.
[Link]. IRJ shall be installed in the centre between two sleepers to a tolerance of ±50mm.
5.6.3. Installation of Slab Track
[Link]. Slab Track shall be installed in accordance with the Contractor’s approved method
statement to the tolerances specified.
5.6.4. Installation of Trackform Transitions
[Link]. The installation of trackform transitions shall be undertaken in accordance with the
Contractor’s approved method statement to the tolerances specified.
[Link]. Where it is necessary to construct elements of the Contractor’s proposed trackform
transitions below the main trackform, the Contractor shall gain the acceptance from the
Employer for these works prior to commencement of construction of the main trackforms
[Link]. The Contractor shall be responsible for the protection of all elements of the trackform
transition from damage contamination or misuse.

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[Link]. Should damage or contamination occur then acceptance of the works shall be withdrawn
until such time as the works are repaired or reconstructed by the Contractor to the
satisfaction of the Employer.
5.6.5. Installation of Buffer Stops
[Link]. The buffer stops shall be installed in accordance with Contractor’s approved method
statement and in strict compliance with the manufacturers’ requirements.
[Link]. Buffer stops shall provide electrical insulation between the two running rails where
required by rail systems requirements.
5.6.6. Installation of Railway Signs and Markers
[Link]. Permanent way signs and markers shall be installed in accordance with the Contractor’s
approved method statement in the locations required and to the tolerances specified.
5.6.7. Rail Grinding
[Link]. The Contractor shall carry out an initial rail grind prior to handover of the track.
[Link]. The purpose of the rail grinding is to remove the mill scale and other minor surface
irregularities that may be introduced during construction.
[Link]. The rail grinding shall include the grinding of all rails in plain line in Main Line and
Depot/Facility track and in S&C.
[Link]. The rail grinding shall cover the full running surface of the rails from plus 70 degrees on the
gauge side to minus 5 degrees on the field side and shall involve the removal of a minimum
of 0.2 mm of metal.
[Link]. In order to ensure wheel / rail conformality the rail grinding tolerances will comply with the
following:-
Rail Profile Vector Ranges of deviation from the reference
Zone location profile (A) (mm).
Description
High leg rail Low leg rail
or Tangent
track
Crown / -5º to +0mm +0mm<x≤0.3mm
Gauge +70º
corner Zone
Field Zone +20º to 0.3mm<x≤0.5 n/a
+35º mm
Note (A) 1) The definition of deviation shall be in accordance with prEN 13231-3
2) The reference profile shall comply with prEN 13674-1:2011 (E)

Table ‎5-1: Proposed Rail Grind tolerances

[Link]. The grinding shall be in accordance with the Contractor’s approved method statement.
[Link]. The method statement shall specifically address the grinding machine(s) proposed to be
used, the method of grinding in plain line and S&C track, the areas of exclusion from
grinding coverage in S&C, the planned production rates for plain line and S&C grinding, the
qualifications of the operators, and the longitudinal and transverse rail tolerances to be
achieved.
[Link]. The tolerances specified shall be those required for the design speed of the railway.

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[Link]. The rail grinding machine(s) shall be manufactured and supplied by a specialist rail grinding
machine manufacturer, of a type and model certified for use on a Major Railway and
suitable for the intended use on Etihad Rail.
5.6.8. Drilling of Rails for Track Bonds
[Link]. Drilling of rails for track bonds shall be as per EN 13674-1- “Railway application - Track -
Rail Part 1; Flat bottom symmetrical railway rails 46kg/m and above”.
[Link]. Drilled holes shall be de-burred immediately.
[Link]. Marking the centre of the hole to be drilled should be carried out using an appropriate
template.
[Link]. Holes shall be drilled square to the web via the use of an appropriate guidance mechanism.
Drilling requires appropriate cooling of drilling tool.
[Link]. Under no circumstance are flame cut holes permitted in rail or other track components.
5.6.9. Special Track Forms in the Depot
[Link]. Special track forms shall be provided in depots for the inspection tracks, wheel lathe tracks,
washable aprons, etc.
[Link]. Depot special track forms shall consist of:-
a. Conventional slab track.
b. Embedded Track which must be embedded with a suitable approved resilient
Material.
c. Steel / Concrete Pedestal Track.
[Link]. The Contractor shall submit the detailed design and specifications for approval of the
Employer for all special track forms in the Depot.
[Link]. The Special Track forms in the depot shall utilise the same fastening systems specified for
the rest of the railway except at embedded track locations.
5.6.10. Check Rails
[Link]. Check Rails shall be provided with CEN33C1 (UIC33) rails.
5.7. Track Installation Tolerances
5.7.1. General
[Link]. The overall track installation tolerances shall be checked at track work completion and
again prior to handover of the track for each Section of the works.
[Link]. The general procedure for the tolerance checks shall be prepared by the Contractor and
approved by the Employer.
[Link]. The vertical profile (grade) of the track shall be constructed to the inner (low) rail on curves
having cant (or superelevation).
[Link]. The cant shall be applied by raising the outer rail by the specified amount above the inner
(grade) rail.

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5.7.2. Main Line Track

[Link]. The Main Line track installation shall conform to the tolerances in the following table:

Description of Parameter Construction Construction Construction

Tolerance (mm) Tolerance (mm) Tolerance (mm)
Freight Line only Freight & High S&C
Speed Passenger
Line
Track Gauge (Nominal Gauge 1435mm)
Variation on track gauge at any point + 3.0 / -1.0 + 2.0 / -1.0 + 2.0 / -1.0
Rate of change of track gauge Shall not exceed Shall not exceed Shall not exceed
1:1500 1:1500 1:1500
Horizontal Alignment
Variation from design alignment at any  5.0  5.0  5.0
point
Maximum difference between adjacent  3.0  2.0  2.0
versines (versines measured with a 20
metre chord. Distance between the
measurements = 5 metres)
Vertical Profile (Top)
Variation from design rail level at any point  5.0  3.0  3.0
Maximum difference between adjacent  3.0  2.0  2.0
versines (versines measured with a 20
metre chord. Distance between the
measurements = 5 metres)
Super elevation (Cant) or Cross Level
Variation from design Cant or cross level at  2.0  2.0  2.0
a point
Twist (maximum deviation over 2.5 metres) Shall not exceed Shall not exceed Shall not exceed
1:1500 1:1500 1:1500
Rail Welding
Maximum deviation on the rail head + 0.3 (up) / -0.0 + 0.3 (up) / -0.0 + 0.3 (up) / -0.0
running surface (measured with a 1 metre (down) (down) (down)
straight edge centrally placed about the
weld centreline after final grinding)
Maximum deviation on the side of the rail + 0.3 ( to field side) + 0.3 ( to field + 0.3 ( to field
head (measured with a 1 metre straight / -0.0 (to centre side) / -0.0 (to side) / -0.0 (to
edge at 14mm below the rail crown line of track) centre line of centre line of
centrally placed about the weld centreline track) track)
after final grinding)
Offset of Rail Foot < 1.0 < 1.0 < 1.0
Grinding length on either side of the weld < 400 < 400 < 400
Below the rail foot shall be ground to a ± 0.5 ± 0.5 ± 0.5
tolerance of
Sleeper Spacing (600 mm nominal)
Variation on design sleeper spacing or rail  20  20  10

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Description of Parameter Construction Construction Construction

Tolerance (mm) Tolerance (mm) Tolerance (mm)
Freight Line only Freight & High S&C
Speed Passenger
Line
support at any point (but not to detract
from the design number of sleepers or rail
supports per kilometre)
Variation in design sleeper spacing or rail + 20 / - 50 + 20 / - 50 Not applicable
support when adjusting sleeper spacing to
meet fixed locations
Sleeper squareness to the centreline of  10  10  10
track measured at the gauge lines
Ballast Profile
Variation from design width of ballast + 50 / - 0 + 50 / - 0 + 50 / - 0
shoulder at any point
Variation from design ballast depth under  25  25  25
sleeper at any point
Slab Track
Variation of finished surface of the slab + 0 / -5 +0/-5 +0/-5
from design level
Table ‎5-2: Track Construction Tolerances Main Line Track

5.7.3. Depot and Facilities Track

[Link]. The Depot track installation shall conform to the tolerances in the following table:

Description of Parameter Construction Construction Construction

Tolerance (mm) Tolerance (mm) Tolerance (mm)
Freight Line only Freight & High S&C
Speed Passenger
Line
Track Gauge (Nominal Gauge 1435mm)
Variation on track gauge at any point * + 3.0 / -1.0 + 3.0 / -1.0 + 3.0 / -1.0
Rate of change of track gauge Shall not exceed Shall not exceed Shall not exceed
1:1000 1:1000 1:1000
Horizontal Alignment
Variation from design alignment at any  8.0  8.0 8.0
point
Maximum difference between adjacent  4.0  4.0  4.0
versines (versines measured with a 20
metre chord. Distance between the
measurements = 5 metres)
Vertical Profile (Top)
Variation from design rail level at any point  8.0  8.0  8.0
Maximum difference between adjacent  4.0  4.0  4.0
versines (versines measured with a 20
metre chord. Distance between the

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Description of Parameter Construction Construction Construction

Tolerance (mm) Tolerance (mm) Tolerance (mm)
Freight Line only Freight & High S&C
Speed Passenger
Line
measurements = 5 metres)
Super elevation (Cant) or Cross Level
Variation from design Cant or cross level at  3.0  3.0  3.0
a point
Twist (maximum deviation over 2.5 metres) Shall not exceed Shall not exceed Shall not exceed
1:1000 1:1000 1:1000
Rail Welding (generally in accordance with EN 14587 except as varied below)
Maximum deviation on the rail head + 0.4 (up) / -0.0 + 0.4 (up) / -0.0 + 0.4 (up) / -0.0
running surface (measured with a 1 metre (down) (down) (down)
straight edge centrally placed about the
weld centreline after final grinding)
Maximum deviation on the side of the rail + 0.4 ( to field side) + 0.4 ( to field + 0.4 ( to field
head (measured with a 1 metre straight / -0.0 (to centre side) / -0.0 (to side) / -0.0 (to
edge centrally placed at 14mm below the line of track) centre line of centre line of
rail crown about the weld centreline after track) track)
final grinding
Offset of Rail Foot < 1.0 < 1.0 < 1.0
Grinding length on either side of the weld < 400 < 400 < 400
Below the rail foot shall be ground to a ± 0.5 ± 0.5 ± 0.5
tolerance of
Sleeper Spacing
Variation on design sleeper spacing or rail  20  20  10
support at any point (but not to detract
from the design number of sleepers or rail
supports per kilometre)
Variation in design sleeper spacing or rail + 20 / - 50 + 20 / - 50 Not applicable
support when adjusting sleeper spacing to
meet fixed locations
Sleeper squareness to the centreline of 10 10 10
track measured at the gauge lines
Ballast Profile
Variation from design width of ballast + 50 / -0 + 50 / -0 + 50 / -0
shoulder at any point
Variation from design ballast depth under  25  25  25
sleeper at any point
Slab Track
Variation of finished surface of the slab + 0 / -5 +0/-5 +0/-5
from design level
* In Depot track, where the gauge requires to be increased between tangent track and curves of radii less than 400 metres,
the gauge dimension shall be increased uniformly along the length of the transition at a rate of 1mm per metre.

Table ‎5-3: Track Construction Tolerances Depot Track

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5.7.4. Switches & Crossings

[Link]. The Switches & Crossings installation shall conform to the following additional tolerances:
[Link]. The crossing nose shall be within ±6mm of its design position.
[Link]. The lead lengths from the switch toe to the crossing nose shall be correct to within
±10mm.
[Link]. The switch toes shall be square to within ±5mm.
[Link]. Crossing and checkrail flange ways shall be correct to within ±1mm.
[Link]. The switch rail shall fit snugly to the stock rail along the whole length of the planning such
that it is not possible to insert a feeler gauge wider than 1mm into the gap between the
mating surfaces.
[Link]. The switch shall bear evenly on all slide chairs such that it is not possible to insert a feeler
gauge wider than 1mm into the gap between the switch rail and slide chair.
5.7.5. Acceptance of the Track Work
[Link]. After completion of the Main Line and Depot track work installation, final acceptance
testing of the works shall be carried out prior to handover to confirm that the track is free
from defects or damage and is in all respects in accordance with the Specification and safe
for full railway operations.
[Link]. The acceptance testing shall include as a minimum:
a) Measurement of the track geometry by a self-propelled track geometry measuring
vehicle to verify that the track geometry tolerances have been acheived.
b) Ultrasonic rail flaw detection of all rails by a self-propelled rail testing vehicle.
c) System wide structure gauge measurement.
d) Ballast brooming / regulating to achieve full ballast installation profile and to
render rail foot and all rail fastenings free from ballast / debris in order to facilitate
visual inspection / acceptance to approval of the Employer
e) Ride quality tests to verify that acceptable levels of lateral and vertical acceleration
have been achieved.
f) All switches shall be tested following the installation of the point motor and
detection equipment to determine the force required to operate the switch.
g) The switch shall be thrown in both directions a minimum of ten (10) times and the
peak force required to throw the switch recorded.
h) The peak force recorded for each direction shall not exceed the maximum specified
by the manufacturer. Should the peak force exceed the maximum permitted, the
Contractor shall identify and rectify the fault prior to repeating the test.
i) Electrical testing in accordance with the rail systems requirements for the railway.
j) Visual inspection.
k) Prior to handover, the Contractor shall also provide the as-built data for the track
work in accordance with the specification requirements.
l) The as-built data shall be provided in hard and soft copy format suitable for use by
the Employer.
m) The acceptance testing shall be in accordance with the Contractor’s approved
method statements.
n) The method statements shall specifically address the vehicles or equipment
proposed to be used, the method of testing, the specific parameters to be tested
and the tolerances to which they will be measured, the data recording methods to
be used, the data output pro forma, the planned production rates for the testing
and the qualifications and experience of the operators.

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o) The test methods and measurement tolerances specified shall be those

commensurate with the design speed of the railway.
p) The vehicles or equipment shall be manufactured and supplied by specialist
machine manufacturers, of a type and model certified for use on a Major Railway
and suitable for the intended use on the Etihad Rail.
q) The inspection data shall be provided in hard and soft copy format suitable for use
by the Employer.

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6. Track Maintenance
6.1. Use of track prior to handover
6.1.1. General
[Link]. Following completion of the permanent track works, the track will be used for railway systems
installation works, to test the rolling stock and to test and commission the complete railway.
[Link]. The Contractor shall be responsible for the operational maintenance of the track from
completion of each section of track works until handover. The maintenance of the track to
handover shall be in accordance with the Contractor’s approved method statement.
6.1.2. Method Statement for Maintenance
[Link]. The method statement shall be submitted for review to the Employer at least 6 months prior to
the completion of the first section of track works.
[Link]. The method statement shall specifically address the maintenance approach that will be
adopted, the management structure and resources that will be utilised, the number and
frequency of inspections and maintenance work to be undertaken, and the routine and
emergency response procedures to be adopted when defects are identified or significant
weather events such as sand storms or extreme temperature or rainfall events occur.
[Link]. The maintenance inspection regime shall include auditable arrangements to record defects
found and work programmed and carried out.
[Link]. Where the Contractor in his inspections advises that a defect requiring remedial works cannot
be reasonably undertaken during the inspection, the Employer shall determine if the defect is
remedial and in the Contractor’s scope of work or due to wear and tear from railway traffic. The
Contractor shall be responsible for remedial work on any defects, and is to implement the work
with due regard to the operational safety of the track. Where the defect is determined to be
due to wear and tear due to rail traffic, the Employer shall instruct the necessary action to be
taken.
[Link]. Track shall be maintained to the Installation Tolerances and survey records and quality control
documents shall be issued to the Employer at the handover to prove the Track has been
maintained to the Installation Tolerances in Section 5.7.

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