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PRINTABLE VERSION
Rules Respecting Track Safety is
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Part 1 – General
- Short Title
- Interpretation
- Scope
- Application
- Excepted Track
- Responsibility of the Railway Company
- Restoration or Renewal of Track Under Traffic Conditions
- Measuring Track Not Under Load
- Track Supervisors
- Track Inspectors
- Licences
- Certification
- Track Inspections
Part II - Track Safety Rules
- Drainage
- Vegetation
- Scope
- Gauge
- Alignment
- Curves
- Elevation of Curved
Track
- Track Surface
- Interpolation of Speeds Between Track Classes
- Ballast
- Crossties
- Defective Rails
- Rail End Mismatch
- Rail Joints
- Ties Plates
- Rail Anchoring
- Rail Fastenings
- Continuous Welded Rail (CWR)
- Rail Wear
- Turnouts and Track Crossings Generally
- Switches
- Frogs
- Springs Rail Frogs
- Seft-Guarded Frogs
- Frog Guard Rails
- Scope
- Derails
- Scope
- Track Inspections
- Switch and Track Crossing Inspections
- Inspection of Rail
- Special Instructions
- Inspection Records
Part I – General
1.1 These Rules may be cited as the Railway Track Safety Rules.
In these Rules:
2.1 “licence” means a document issued by a railway company pursuant to section
11
that indicates the name and occupational category of the licence holder; (permis)
2.2 "line of track” or "track" means a railway of any length including yard
tracks,
sidings, spurs and other tracks auxiliary thereto, and including the
right-of-way
and the structures supporting or protecting the track or facilitating drainage
from
the track; (voie)
2.3 “main track" means a track extending through yards and between stations,
upon
which trains or engines are authorized and governed by one or more methods of
control; (voie principale)
2.4 "railway company" means a railway company that is under the jurisdiction of
the
Railway Safety Act; (compagnie de chemin de fer)
2.5 "railway crossing" means the crossing of two tracks; (traversee)
2.6 "track inspector" means an employee of the railway company appointed in this
capacity; (inspecteur de la voie)
2.7 "track supervisor" means an employee of the railway company appointed in
this
capacity. (superviseur de la voie)
3.1 This part prescribes initial minimum safety requirements for railway track
that is
part of the general railway system of transportation. The requirements
prescribed
in this part apply to specific track conditions existing in isolation.
Therefore, a
combination of track conditions, none of which individually amounts to a
deviation from the requirements in this part, may require remedial action to
provide for safe operations over that track. Nothing in these rules prevents a
railway company from prescribing a higher level of maintenance.
4.1 These Rules apply to all railway companies operating on standard gauge
track.
4.2 The purpose of these Rules is to ensure the safe operation of trains on
standard
gauge track owned by, operated on or used by a railway company.
5.1 A railway company may designate a segment of track as excepted track
provided
that:
- the segment is identified in the timetable, special instructions, general
order, or other appropriate records which are available for inspection
during regular business hours;
- the identified segment is not located within 30 feet of an adjacent track
which can be subjected to simultaneous use at speeds in excess of 10 miles
per hour;
- the identified segment is inspected in accordance with the frequency
specified for Class 1 track;
- the railway conducts operations on the identified segment under the
following conditions:
- no train shall be operated at speeds in excess of 10 miles per hour;
and
- no occupied passenger train nor train carrying dangerous goods
shall be operated.
6.1 Where a line of track is not in compliance with the requirements of these
Rules,
the railway company shall immediately:
- bring the line of track into compliance; or
- halt operations over that line of track.
6.2 Notwithstanding subsection 6.1, in the case of Class 1 track that is not in
compliance with these Rules, the railway company may operate on that line of
track under the authority of a track supervisor for not more than 30 days.
6.3 If a railway company designates a segment of track as “excepted track” under
section 5, operations may continue over that track without complying with the
provisions of Subparts B, C, D and E.
7.1 If during a period of restoration or renewal, track is under traffic
conditions and
does not meet all of the requirements prescribed in this part, the work on the
track
must be under the continuous supervision of a person designated under section 9.
The term "continuous supervision" as used in this section means the physical
presence of that person at a job site. However, since the work may be performed
over a large area, it is not necessary that each phase of the work be done under
the
visual supervision of that person.
8.1 When unloaded track is measured to determine compliance with requirements of
this part, the amount of rail movement, if any, that occurs while the track is
loaded must be added to the measurements of the unloaded track.
9.1 Each railway company shall qualify persons to supervise restorations and
renewals of track under traffic conditions. Such supervisors shall also be
qualified
to inspect track for defects.
10.1 Each railway company shall qualify persons to inspect track for defects.
11.1 Every railway company shall issue to each track inspector and track
supervisor who is employed by the company a wallet-size licence indicating the name and
occupational category of the licence holder.
12.1 No railway company shall allow an employee of the company to perform the
duties of a track inspector or track supervisor unless the employee has, to the
satisfaction of the company, met the criteria established by the company.
12.2 A railway company shall maintain a record of all employees who have been
certified.
13.1 A track inspector or track supervisor shall undertake track inspection at
such
frequency and by such a method as to ensure that a line of track is safe for
operation of a train at the authorized speed.
Part II - Track Safety Rules
A. Classes of Track: Operating Speed Limits
The following maximum allowable operating speeds apply:
(in miles per hour)
Maximum allowable operating speeds
Over track that meets all of the requirements prescribed in this part
for - |
The maximum allowable operating speed for freight trains is - |
The maximum allowable operating speed for passenger trains is - |
Class 1 track |
10 |
15 |
Class 2 track |
25 |
30 |
Class 3 track |
40 |
60 |
Class 4 track |
60 |
80 |
Class 5 track |
80 |
95* |
Class 6 track |
110 |
110 |
* For LRC Trains, 100
B. Roadbed
Each drainage or other water carrying facility under or immediately adjacent to
the roadbed must be maintained and kept free of obstruction, to accommodate
expected water flow for the area concerned.
Vegetation on railway property which is on or immediately adjacent to roadbed
must be controlled so that it does not:
- become a fire hazard to track-carrying structures;
- obstruct visibility of railway signs and signals;
- interfere with railway employees performing normal track side duties;
(d) prevent proper functioning of signal and communication lines; or
- prevent railway employees from visually inspecting moving equipment
from their normal duty stations.
C. Track Geometry
This subpart prescribes requirements for the gauge, alignment, and surface of
track, and the elevation of outer rails and speed limitations for curved track.
- Gauge is measured between the heads of the rails at right angles to the
rails
in a plane five-eighths of an inch below the top of the rail head.
- Gauge must be within the limits prescribed in the following table:
Class of track |
The gauge must be at least - |
But not more than - |
1 |
4'8" (1/2" N) |
4'10" (1 1/2" W) |
2 and 3 |
4'8" (1/2" N) |
4'9 3/4" (1 1/4" W) |
4 and 5 |
4'8" (1/2" N) |
4'9 1/2" (1" W) |
6 |
4'8" (1/2" N) |
4'9 1/4" (3/4" W) |
NOTE: When gauge is less than the minimum shown in the table above, speed
must be reduced to the maximum speed applying to the next less
restrictive track class. If the change in gauge over 20 feet on either side of
the defective location exceeds 7/8", then speeds must be further reduced,
according to the following table.
Changes in gauge for freight and passenger trains
Change in gauge over 20 ft. either side of site of narrow gauge |
Freight (Maximum permissible speed in MPH) |
Passenger (Maximum permissible speed in MPH) |
More than 11/2" |
10 |
15 |
More than 1 1/8" |
25 |
30 |
More than 7/8" |
40 |
60 |
Alignment may not deviate from uniformity more than the amount prescribed in
the following table:
Class of Track |
Tangent track - The deviation of the mid-offset from 62-foot line* may not be more than - |
Curved track - The deviation of the mid-offset from 62-foot chord** may not be more than- |
1 |
5 inches |
5 inches |
2 |
3 inches |
3 inches |
3 |
1 3/4 inches |
1 3/4 inches |
4 |
1 1/2 inches |
1 1/2 inches |
5 |
3/4 inch |
5/8 inch |
6 |
1/2 inch |
3/8 inch |
* The ends of the line must be at points on the gauge side of the line rail,
five-eighths of an inch below the top of the rail head. Either rail may be used
as the line rail, however, the same rail must be used for the full length of
that tangential segment of track.
** The ends of the chord must be at points on the gauge side of the outer rail,
five-eighths of an inch below the top of the rail head.
IV. Curves: Elevation and Speed Limitations
- Except as provided in VI the outside rail of a curve may not be lower
than the inside rail or have more than 6 inches of elevation.
- The maximum allowable operating speed for each curve is determined by the following formula:
*V max =
where:
Vmax = Maximum allowable operating speed (miles per hour)
Ea = Actual elevation of the outside rail (inches)
d = Degree of curvature (degrees)
* Does not apply to certain passenger equipment
- If a curve is elevated, the full elevation must be provided throughout the
curve, unless physical conditions do not permit. If elevation runoff occurs
in a curve, the actual minimum elevation must be used in computing the
maximum allowable operating speed for that curve under IV (b).
- Elevation runoff must be at a uniform rate, within the limits of track
surface deviation prescribed in VI, and it must extend at least the full
length of the spirals. If physical conditions do not permit a spiral long
enough, to accommodate the minimum length of runoff, part of the runoff
may be on tangent track.
Each owner of the track to which this part applies shall maintain the surface of
its
track within the limits prescribed in the following table:
|
Class of Track (in inches) |
Track Surface
| 1 |
2 |
3 |
4 |
5 |
6 |
The runoff in any 31 feet of rail at the end of a raise may not be more than |
3 1/2 |
3 |
2 |
1 1/2 |
1 |
1/2 |
The deviation from uniform profile on rail at the mid-ordinate of a 62-foot chord may not be more than |
3 |
2 3/4 |
2 1/4 |
2 |
1 1/4 |
1/2 |
Deviation from designated elevation on spirals may not be more than |
1 3/4 |
1 1/2 |
1 1/4 |
1 |
3/4 |
1/2 |
Variation in cross level on spirals in any 31 feet may not be more than |
2 |
1 3/4 |
1 1/4 |
1 |
3/4 |
1/2 |
Deviation from zero cross level at any point on
tangent or from designated elevation on curves between spirals may not be
more than |
3 |
2 |
1 3/4 |
1 1/4 |
1 |
1/2 |
The difference in cross level between any two
points less than 62 feet apart on tangents and curves between spirals may
not be more than |
3 |
2 |
1 3/4 |
1 1/4 |
1 |
5/8 |
In the event that a track geometry-related defect is detected during a track
geometry car inspection, the railways may, for a period of seventy-two (72)
hours
after the inspection, use linear interpolation to determine the speed of the
temporary slow order initiated to protect the defect.
Records of slow orders imposed or reason for not imposing one must be
maintained.
Upon the expiration of the seventy-two (72) hour period, if the track defect has
not been repaired, the slow order speed(s) must be revised to those of the next
lower track Class.
D. Track Structure
Scope: This subpart prescribes minimum requirements for ballast, crosstie, track
assembly fittings, and the physical condition of rails.
Unless it is otherwise structurally supported, all track must be supported by
material which will:
- transmit and distribute the load of the track and railroad rolling equipment
to the subgrade;
- restrain the track laterally, longitudinally, and vertically under dynamic
loads imposed by railway rolling equipment and thermal stress exerted by
the rails;
- provide adequate drainage for the track; and
- maintain proper track cross-level, surface, and alignment.
- Crossties shall be made of a material to which rail can be securely
fastened.
- Each 39 foot segment of track shall have:
- a sufficient number of crossties which in combination provide
effective support that will:
- hold gauge within the limits prescribed in C. II (b);
- maintain surface within the limits prescribed in C. VI; and
- maintain alignment within the limits prescribed in C. III.
- the minimum number and type of crossties specified in paragraph (c) of this section effectively distributed to support the entire
segment; and
- At least one crosstie of the type specified in paragraph (c) of this
section that is located at a joint location as specified in paragraph
(d) of this section.
- Each 39 foot segment of:
Class 1 track shall have five crossties; Class 2 track shall have eight crossties; Class 3 track shall have 10 crossties; Classes 4 and 5 rack shall have 12 crossties; and Class 6 track shall have 14 crossties, which are not:
- broken through;
- split or otherwise impaired to the extent the crossties will allow the
ballast to work through, or will not hold spikes or rail fasteners;
- so deteriorated that the tie plate or base of rail can move laterally
more than 1/2 inch relative to the crossties; or
- cut by the tie plate through more than 40 percent of a tie’s thickness.
- Class 1 and Class 2 track shall have one crosstie whose centerline is within
24 inches of the rail joint location, and Classes 3 through 6 track shall
have one crosstie whose centerline is within 18 inches of the rail joint
location. The relative position of these ties is described in the following
diagram:
Each rail joint in Classes 1 and 2 track shall be supported by at least one
crosstie in paragraph (c) of this section whose centerline is within the 48"
shown above.
Each rail joint in Class 3 through 6 track shall be supported by at least one
crosstie specified in paragraph (c) of this section whose centerline is within
36”
shown above.
(a) When a rail in track contains any of the defects listed in the following
table, operation over the defective rail is not permitted until:
- the rail is replaced; or
- the remedial action prescribed in the table is initiated:
REMEDIAL ACTION
Defect |
Length of Defect(inch) |
Percent of Rail Head Cross-Sectional Area Weakened by Defect |
If Defective Rail is not Replaced, Take this Remedial Action Prescribed in Note |
|
More than |
But not more than |
Less than |
But not less than |
|
Transverse fissure |
|
|
20 100 |
20 100 |
B B A |
Compound fissure |
|
|
20 100 |
20 100
|
B B A |
Detail fracture Engine burn fracture Defective weld |
|
|
20 100 |
20 100 |
C D A or E and H |
Horizontal Split Head
Vertical Split Head |
0 2 4 (1) |
2 4
(1) |
|
|
H and F I and G B A |
Split web Piped rail Head web separation |
0 1/2 3 (1)
0 |
1/2 3
(1)
1/2 |
|
|
H and F I and G B A
H and F |
Bolt hole crack |
1/2 1 1/2 (1) |
1 1/2
(1) |
|
|
G B A |
Broken base |
0 6 |
6 |
|
|
E A or E and I |
Ordinary break |
|
|
|
|
A or E |
Damaged rail |
|
|
|
|
C |
(1) Break out in rail head.
Notes:
A. Assigned person to visually supervise each operation over defective rail.
B. Limit operating speed over defective rail to that as authorized by the Track
Supervisor or other supervisory personnel.
C. Apply joint bars bolted only through the outermost holes to defect within 20
days
after it is determined to continue the track in use. In the case of Classes 3
through
6 track, limit operating speed over the defective rail to 30 mph until angle
bars are applied; thereafter limit speed to 60 mph or the maximum allowable speed under
Subpart A Classes of Track: Operating Speed Limits for the class of track
concerned, whichever is lower.
D. Apply joint bars bolted only through the outermost holes to defect within 10
days
after it is determined to continue the track in use. In the case of Classes 3
through
6 track, limit operating speed over the defective rail to 30 mph or less as
authorized by a Track Supervisor or other supervisory personnel until angle bars
are applied; thereafter limit speed to 60 mph or the maximum allowable speed
under Subpart A Classes of Track: Operating Speed Limits for the class of track
concerned, whichever is lower.
E. Apply joint bars to defect and bolt in accordance with V (d) and (e).
F. Inspect rail 90 days after it is determined to continue the track in use.
G. Inspect rail 30 days after it is determined to continue the track in use.
H. Limit operating speed over defective rail to 60 mph or the maximum allowable
speed under Subpart A, Classes of Track: Operating Speed Limits for the class of
track concerned, whichever is lower.
I. Limit operating speed over defective rail to 30 mph or the maximum allowable
speed under Subpart A, Class of Track: Operating Speed Limits, for the class of
track concerned, whichever is lower.
(b) As used in this section:
- "Transverse Fissure" means a progressive crosswise fracture starting from a crystalline centre or nucleus inside the head from
which it spreads outward as a smooth, bright, or dark, round or
oval surface substantially at a right angle to the length of the rail.
The distinguishing features of a transverse fissure from other
types of fractures or defects are the crystalline centre or nucleus
and the nearly smooth surface of the development which
surrounds it.
- "Compound Fissure" means a progressive fracture originating in
a horizontal split head which turns up or down in the head of the
rail as a smooth, bright, or dark surface progressing until
substantially at a right angle to the length of the rail. Compound
fissures require examination of both faces of the fracture to locate
the horizontal split head from which they originate.
- "Horizontal Split Head" means a horizontal progressive defect
originating inside of the rail head, usually one quarter inch or more
below the running surface and progressing horizontally in all
directions, and generally accompanied by a flat spot on the running
surface. The defect appears as a crack lengthwise of the rail when it
reaches the side of the rail head.
- "Vertical Split Head" means a vertical split through or near the
middle of the head, and extending into or through it. A crack or
rust streak may show under the head close to the web or pieces
may be split off the side of the head.
- "Split Web" means a lengthwise crack along the side of the web
and extending into or through it.
- “Piped Rail" means a vertical split in a rail, usually in the web, due
to failure of the shrinkage cavity in the ingot to unite in rolling.
- "Broken Base" means any break in the base of a rail.
- " Detail Fracture" means a progressive fracture originating at or
near the surface of the rail head. These fractures should not be
confused with transverse fissures, compound fissures, or other
defects which have internal origins. Detail fractures may arise
from shelly spots, head checks, or flaking.
- " Engine Burn Fracture" means a progressive fracture originating in
spots where driving wheels have slipped on top of the rail head. In
developing downward they frequently resemble the compound or
even transverse fissures with which they should not be confused or
classified.
- "Ordinary Break" means a partial or complete break in which there
is no sign of a fissure, and in which none of the other defects
described in this paragraph are found.
- "Damaged Rail" means any rail broken or injured by wrecks,
broken, flat, or unbalanced wheels, slipping, or similar causes.
Any mismatch of rails at joints may not be more than that prescribed by the following table:
Class of Track |
On the top of the rail ends (inch) |
On the gauge side of the rail ends (inch) |
1 |
1/4 |
1/4 |
2 |
1/4 |
3/16 |
3 |
3/16 |
3/16 |
4,5 |
1/8 |
1/8 |
6 |
1/8 |
1/8 |
- Each rail joint, insulated joint, and compromise joint must be of the
proper design and dimensions for the rail on which it is applied.
- If a joint bar on Classes 3 through 6 track is cracked, broken, or because
of wear allows vertical movement of either rail when all bolts are tight, it must be replaced.
- If a joint bar is cracked or broken between the middle two bolt holes it
must be replaced.
- In the case of conventional jointed track, each rail must be bolted with at
least two bolts at each joint in Classes 2 through 6 track, and with at
least one bolt in Class 1 track.
- In the case of continuous welded rail track, each rail must be bolted with
at least two bolts at each joint.
- Each joint bar must be held in position by track bolts tightened to allow
the joint bar to firmly support the abutting rail ends and to allow longitudinal movement of the rail in the joint to accommodate expansion
and contraction due to temperature variations. When out-of-face, no-slip, joint-to-rail contact exists by design, the requirements of this paragraph
do not apply. Those locations are considered to be continuous welded
rail track and must meet all the requirements for continuous welded rail
track prescribed in this part.
- No rail or angle bar having a torch cut or burned bolt hole may be used.
In Classes 3 through 6 track where timber crossties are in use there must be tie
plates under the running rails on at least eight of any 10 consecutive ties.
A sufficient number of anchoring devices will be applied to provide adequate
longitudinal restraint.
Each 39 foot segment of rail shall have a sufficient number of fastenings to
effectively maintain gauge within the limits prescribed in C. II.
Each railway company shall have comprehensive written instructions on proper
installation and maintenance of CWR. These instructions shall be made available
upon request to Transport Canada.
Each railway company shall have written requirements establishing maximum rail
wear limits. These requirements shall be made available upon request to Transport
Canada.
- In turnouts and track crossings, the fastenings must be intact and
maintained so as to keep the components securely in place. Also, each
switch, frog, and guard rail must be kept free of obstructions that may
interfere with the passage of wheels.
- Classes 4 through 6 track must be equipped with rail anchors through and
on each side of track crossings and turnouts, to restrain rail movements
affecting the position of switch points and frogs.
- Each flange way at turnouts and track crossings must be at least 1 ½
inches wide.
- Each stock rail must be securely seated in switch plates, but care must be
used to avoid canting the rail by over tightening the rail braces.
- Each switch point must fit its stock rail properly, with the switch stand in
either of its closed positions to allow wheels to pass the switch point.
Lateral and vertical movement of a stock rail in the switch plates or of a
switch plate on a tie must not adversely affect the fit of the switch point to
the stock rail.
- Each switch point be maintained so that the outer edge of the wheel tread
cannot contact the gauge side of the stock rail.
- The heel of each switch rail must be secure and the bolts in each heel must
be kept tight.
- Each switch stand and connecting rod must be securely fastened and
operable without excessive lost motion.
- Each throw lever must be maintained so that it cannot be operated with the
lock or keeper in place.
- Each switch position indicator must be clearly visible at all times.
- Unusually chipped or worn switch points must be repaired or replaced.
Metal flow must be removed to insure proper closure.
- The flange way depth measured from a plane across the wheel-bearing
area of a frog on Class 1 track may not be less than 1 3/8 inches, or less
than 1½ inches on Classes 2 through 6 track.
- If a frog point is chipped, broken, or worn more than five-eighths inch
down and 6 inches back, operating speed over the frog may not be more
than 10 miles per hour.
- If the tread portion of a frog casting is worn down more than three-eighths
inch below the original contour, operating speed over that frog may not
be more than 10 miles per hour.
- The outer edge of a wheel tread may not contact the gauge side of a spring
wing rail.
- The toe of each wing rail must be solidly tamped and fully and tightly
bolted.
- Each frog with a bolt hole defect or head-web separation must be
replaced.
- Each spring must have a tension sufficient to hold the wing rail against the
point rail.
- The clearance between the hold-down housing and the horn may not be
more than one-fourth of an inch.
- The raised guard on a self-guarded frog may not be worn more than
three-eighths of an inch.
- If repairs are made to a self-guarded frog without removing it from service,
the guarding face must be restored before rebuilding the point.
The guard check in frogs must be within the limits prescribed in the following table:
Class of Track |
Guard check gauge - The distance between the gauge line
of a frog to the guard line* of its guard rail or guarding
face, measured across the track at right angles to the
gauge line,** may not be less than - |
1 |
4 feet 6 1/8 inches |
2 |
4 feet 6 1/4 inches |
3, 4 |
4 feet 6 3/8 inches |
5, 6 |
4 feet 6 1/2 inches *** |
Note:
* Line along that side of the flange way which is nearer to the centre of
the track and at the same elevation as the gauge line.
** Line 5/8 inch below the top of the centerline of the head of the running rail,
or corresponding location of the tread portion of the track structure.
*** At points of heavy point frogs equipped with through gauge plates, 4' 6 3/8".
E. Track Appliances and Track-Related Devices
This Subpart prescribes minimum requirements for certain track appliances and
track-related devices.
Each derail must be clearly visible. When in a locked position a derail must be
free of any lost motion which would allow it to be operated without removing the
lock.
Derails must be installed when there is any possibility of equipment that has
been left standing on tracks other than main tracks or sidings being moved by
gravity so as to obstruct a main track or siding.
F. Inspection
This Subpart prescribes requirements for the frequency and manner of inspecting
track to detect deviations from the standards prescribed in this part.
- All track must be inspected in accordance with the schedule prescribed in
paragraph (c) of this section.
- Each inspection must be made on foot or by riding over the track in a
vehicle
at a speed that allows the person making the inspection to visually inspect the
track structure for compliance with this part. However, mechanical, electrical
and other track inspection devices may be used to supplement visual
inspection. If a vehicle is used for visual inspection, the speed of the vehicle
may not be more than 5 miles per hour when passing over track crossings,
highway crossings, or switches.
When riding over the track in a vehicle, the inspector(s) may inspect up to
two tracks at one time provided that:
- Each main track is actually traversed by the vehicle or inspected on
foot on alternate inspections at least once every two weeks, and each
siding is actually traversed by the vehicle or inspected on foot at least
once every month.
- One inspector cannot inspect more than two tracks at one time and
cannot inspect any track centered more than 30 feet from the track on
which the inspector is riding.
- Track inspection records must indicate all track(s) included in the
inspection and indicate which track(s) was traversed by the vehicle or
inspected on foot.
- The inspectors’ view of the tracks is unobstructed by tunnels, bridges,
differences in ground level, or any other circumstances or conditions
that would interfere with a clear view of all the tracks they are
inspecting.
- Each track inspection must be made in accordance with the following
schedules:
Class of Track |
Type of Track |
Required Frequency With Geometry Car Inspection* |
Required Frequency Without Geometry Car Inspection |
1,2,3, |
Main Track |
Weekly with at least 3
calendar days interval between inspections,
or before use if the track is used less than once a week, or |
As required with a maximum interval of 3 calendar days
between inspections and train operations, or |
|
|
Twice weekly with at least 2 calendar days interval between inspections, if the track carries
passenger trains or more than 3
million gross tons of traffic during the preceding 12 months. |
As required with a maximum interval of 2 calendar days between
inspection and train
operation if the track carries passenger trains or more than 3 million
gross tons of traffic during the preceding 12 months. |
4,5,6 |
Main Track |
Twice weekly with at least 2 calendar days interval between inspections. |
Thrice weekly with at least 1 calendar day interval between inspections. |
|
Sidings |
To be inspected from the
adjacent
main track during main track inspections as stipulated above. |
To be inspected from the adjacent main track during main track
inspections as stipulated above. |
|
|
Once a month, with at least 20 days between inspections, each siding must be actually traversed
by the inspection vehicle, or else inspected on foot. |
Once a month, with at least 20 days between inspections, each siding must be actually traversed
by the inspection vehicle, or else inspected on foot. |
|
Other than Main Tracks & Sidings |
N/A |
Monthly with at least 20 calendar days interval between
inspections, or before use if the track is used less than once a month. |
* Geometry car Inspections to be conducted at the following minimum frequency,
otherwise treated as without geometry car inspection: twice per year on class
4,5, 6 track; twice per year on class 1,2,3 track that carried more than 25
million gross tons of traffic during the preceding 12 months, otherwise once per
year.
- If the person making the inspection finds a deviation from the
requirements of this part, he shall immediately initiate remedial action.
- Except as provided in paragraph (b) of this section, each switch and track
crossing must be inspected on foot at least monthly.
- In the case of track that is used less than once a month, each switch and
track crossing must be inspected on foot before it is used.
- In addition to the track inspections required by F. II., at least once a
year a
continuous search for internal defects must be made of all jointed and
welded rails in Classes 4 through 6 track, in tracks where the annual
gross tonnage is 25 million or more, and in Class 3 track over which
passenger trains operate. However, in the case of a new rail, if before
installation or within 6 months thereafter, it is inductively or ultrasonically
inspected over its entire length and all defects are removed, the next
continuous search for internal defects need not be made until three years
after that inspection.
- Inspection equipment must be capable of detecting defects between joint
bars, in the area enclosed by joint bars.
- Each defective rail must be marked with a highly visible marking on both
sides of the web and base.
In the event of fire, flood, severe storm, or other occurrence which might have
damaged track structure, a special inspection must be made of the track involved
as soon as possible after the occurrence.
- Each owner of track to which this part applies shall keep a record of each
inspection required to be performed on that track under this Subpart.
- Each record of an inspection under F. II. & III. shall be prepared on the
day the inspection is made and signed by the person making the
inspection. Records must specify the track inspected, date of inspection,
location and nature of any deviation from the requirements of this part,
and the remedial action taken by the person making the inspection. The
owner shall retain each record at its division headquarters for at least one
year after the inspection covered by the record.
- Rail inspection records must specify the date of inspection, the location,
and nature of any internal rail defects found, and the remedial action taken
and the date thereof. The owner shall retain a rail inspection record for at
least two years after the inspection and for one year after remedial action is taken.
- All records (track geometry car, rail testing car, inspection logbooks...)
shall be made available upon request to Transport Canada Railway Safety
officers.
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