CITY OF EDMONTON – LRT DESIGN GUIDELINES

5.0 TRACKWORK
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5.0 TRACKWORK 1

5.1 INTRODUCTION 1

5.2 GENERAL STANDARDS AND SYSTEM REQUIREMENTS 1

5.2.1 General System Requirements 1
5.2.2 Track System Classification 1
5.2.3 Applicable Design Standards and Governing Criteria 2
5.2.4 Electrical Isolation 4
5.2.5 Noise and Vibration Attenuation 4

5.3 TRACK STRUCTURE (INCLUDING YARD TRACK) 5

5.3.1 General 5
5.3.2 Rail Deflection 5
5.3.3 At-Grade (Surface) Track 6
5.3.4 Track in Portals and Tunnels 6
5.3.5 Track on Aerial Structures 7
5.3.6 Shop Track 7
5.3.7 Track Transitional Requirements 8

5.4 SPECIAL TRACKWORK 8

5.4.1 General Requirements 9
5.4.2 Turnouts 10
5.4.3 Crossovers 12
5.4.4 Diamonds 12
5.4.5 Sliding Rail Joints 13
5.4.6 Lateral Restraining Devices 13
5.4.7 Guard Rails 13
5.4.8 Restraining Rails 13

5.5 GRADE CROSSINGS 14

5.5.1 Requirements 14
5.5.2 Service Life and Maintenance 14
5.5.3 Corrosion Protection 15

5.6 TRACK COMPONENTS 15

5.6.1 Running Rails 15
5.6.2 Fastening Devices 16
5.6.3 Ties 19

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5.6.4 Ballast 20
5.6.5 Sub-ballast 21
5.6.6 Subgrade 21
5.7 OTHER TRACKWORK MATERIALS (OTM) 21
5.7.1 Switch Machines 21
5.7.2 Switch Blowers 22
5.7.3 Switch Point Detectors 22
5.7.4 Hold-down Bars 22
5.7.5 Roller Plates 22
5.7.6 Friction End Stops 23
5.7.7 Wheel Stops 23
5.7.8 Rail Lubricators 23
5.7.9 Lateral Track Bracing for Stations 23
5.8 METHODS OF JOINING RAIL 23
5.8.1 Welding Process 24
5.8.2 Non-insulated Joints 25
5.8.3 Insulated Joints 25

5.9 TRACK CONSTRUCTION TOLERANCES 25

5.9.1 General 25

5.10 RAIL GRINDING 26

5.11 DESIGN COORDINATION 26

5.12 QUALITY ASSURANCE AND QUALITY CONTROL 27

5.13 PROJECT DOCUMENTATION 27

List of Figures
Figure 5.1 - Light Rail Vehicle Wheel Profile
Figure 5.2 - Work Train Standard A.A.R. Wheel Profile
Figure 5.3 - Typical 1:40 Canted Direct Fixation Fastener and Anchoring Assembly
Figure 5.4 - Ballasted Track At-grade – Mainline and Yard (Open)
Figure 5.5 - Ballasted Track At-grade – Mainline (Confined)
Figure 5.6 - Ballasted Track At-grade – Median Running
Figure 5.7 - Ballasted Track At-grade on Concrete Slab – Mainline (Confined)
Figure 5.8 - Ballasted Track on Concrete Slab – Station Structure
Figure 5.9 - Direct Fixation on Concrete Slab – Double Box/Portal Structure
Figure 5.10 - Direct Fixation on Concrete Slab – TBM Tunnel Structure
Figure 5.11 - Direct Fixation/Ballasted Track – Aerial Structure
Figure 5.12 - Typical Embedded Track – Shop
Figure 5.13 - Typical Rail Beam – Pit Track
Figure 5.14 - Typical Transition Tie Layout

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Page

Figure 5.15 - Typical Transition Slab Details

Figure 5.16 - Turnout and Crossover Data for Curved Split Switches – AREMA
Standard
Figure 5.17 - No. 5 Turnout UIC Standard
Figure 5.18 - No. 8 Turnout UIC Standard
Figure 5.19 - Restraining Rail Layout Plan
Figure 5.20 - Typical Restraining Guard Rail Fasteners
Figure 5.21 - Typical At-Grade Road Crossing
Figure 5.22 - Typical At-Grade Pedestrian Crossing
Figure 5.23 - 100 lb. ARA-A Tee Rail
Figure 5.24 - Typical Shim Details for Direct Fixation Fastener
Figure 5.25 - Typical Wood Tie Details
Figure 5.26 - Typical Concrete Tie Details
Figure 5.27 - Typical Lateral Track Bracing Details

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CITY OF EDMONTON - LRT DESIGN GUIDELINES

5.0 TRACKWORK

5.1 INTRODUCTION
This chapter presents the general requirements, guidelines and criteria for the design of track
and trackwork components for the Edmonton LRT System. These guidelines have been
developed to assist the consultant to facilitate the design process. All aspects of track and
related track components are discussed including rail, special trackwork, support structures,
fastening devices, and related hardware.
These guidelines have evolved from AREMA (American Railway Engineering and
Maintenance Association) practices. However, with the introduction of the European UIC
(International Union of Railways) design standards, new design technology, and through
experience, the guidelines have been modified to better suit the requirements of Edmonton’s
LRT System.
It is a requirement that technology used in trackwork design development be proven for a
minimum of two (2) years of revenue service in a LRT system similar to Edmonton’s.
Compatibility with Edmonton’s existing technology is also essential.
Trackwork components should generally comply with Edmonton’s current trackwork
standards. These guidelines will form the basis for the trackwork design and evaluation of
alternative systems. Any variance from these guidelines will require approval in writing from
ETS.

5.2 GENERAL STANDARDS AND SYSTEM REQUIREMENTS

5.2.1 General System Requirements

The trackwork consultant should apply a design philosophy that will provide continued
acceptable performance, ease of operation and maintenance, and stresses the following
principles:
• Minimal changes to the design of the existing Edmonton LRT System
• Ensuring design compatibility with existing trackwork components
• Interchangeability
• Modular design
• Use of standard off-the-shelf components
• Maintainability
• Availability and reliability
• Ability to interface with work to be done by other disciplines
5.2.2 Track System Classification
Edmonton’s LRT System has three (3) classifications for its track system: Mainline track,
Secondary track, and Yard and Shop track.

5.2.2.1 Definitions
Mainline track or Primary Track consists of track constructed for the purpose of carrying
revenue passengers and should be constructed of continuous welded rail (CWR).

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Secondary track consists of track constructed for the purpose of temporary storage, staging
and branching off the mainline (e.g. lead track off the mainline to the Maintenance Yard) and
should be constructed to mainline track standards.
Yard track consists of tracks constructed beyond the lead track off the mainline.
Yard track does not carry revenue passengers. In general, its purpose is for routing and
switching trains around the Maintenance Yard or for storing trains outside the Maintenance
Facilities. Yard track should be constructed of jointed rail on tie and ballast track structure.
Shop track consists of pit tracks and embedded tracks constructed within the building limits
of the Maintenance Facilities. Shop track should be constructed of Continuous Welded Rail
(CWR) with direct fastening system embedded in in-fill concrete or mounted directly on steel
beams.
5.2.3 Applicable Design Standards and Governing Criteria

5.2.3.1 General
At a minimum, all track and trackwork should be designed in accordance with current
governing codes, regulations, standards and practices as follows:
• American Railway Engineering and Maintenance Association - AREMA
• American Society for Testing and Materials - ASTM
• Canadian Standards Association - CSA
• International Union of Railways - UIC
Consideration must be given to the design vehicle size, load and performance, and horizontal
and vertical vehicle dynamic clearances as noted in Chapters 2 and 3 of these Guidelines.

5.2.3.2 Design Speed and Design Wheel Load

All tracks should be designed for the maximum design operating speed dictated by the
geometric and operational constraints of the section under consideration.
The maximum design speed for LRVs on mainline is 80 km/hour.
The maximum design speed for Work Trains on mainline is 40 km/hour.
The design speed for the LRV on yard track is 15 km/hour. Whereas the yard operating speed
for both the LRV and the Work Train is 10 km/hr. Yard test tracks may require a higher design
operating speed.
The maximum design wheel load of the LRV is *5800 Kg rounded (refer to Figure 2.1).
* 23,063 ÷ 4 = 5766 Kg
The maximum design wheel load of the Work Train is *8000 Kg rounded (refer to Figure 2.2).
* 32,200 ÷ 4 = 8050 Kg
5.2.3.3 Minimum Track Separation and Fouling Point
Where possible, the trackwork consultant should maintain a minimum distance of 4.5 m
between track centers, and take into consideration fouling point restrictions based on the
vehicle dynamic clearances.

5.2.3.4 Track Gauge

Edmonton’s LRT System utilizes 100 lb. ARA-A rail installed in accordance with the following
criteria:
• Track gauge for tangent track is 1435 mm, measured 16 mm below the top of railhead.

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• Track gauge for curved track is 1435 mm. If necessary, gauge adjustment may be
considered in sharp curves on mainline to minimize wheel binding.
• Special trackwork should be designed to the standard gauge of 1435 mm.
• No gauge widening is required in the yard and shop track.

5.2.3.5 Trackwork Lateral and Vertical Adjustability

Direct fixation fasteners and concrete ties should be designed so that adjustments can be
made to newly installed trackwork as follows:
.1 Direct Fixation Fastener
Lateral track adjustments of +/- 15 mm in increments of 3 mm should be provided. A
positive serrated fastening design for lateral adjustment is preferred.
Vertical adjustment of direct fixation fasteners should be achieved by shimming. Steel
shim thickness ranging from 1 mm to 20 mm should be used. Combinations of a
maximum of three shims are permitted to make up a maximum shimming height of 25
mm.
.2 Concrete Cross Ties
Provision should be made to allow minor gauge adjustment to compensate for concrete
tie shoulder casting tolerances and future rail wear. Insulators of varying widths should
be used to provide flexibility for gauge adjustment.

5.2.3.6 Rail Cant

Rail cant should be 1:40, unless otherwise specified.
Rail cant on mainline and yard track should be achieved by the use of canted fasteners.
Rail cant on concrete ties should be incorporated in the rail seat area as part of the tie casting
requirements.
Rails in turnouts and shop track should be installed vertically with zero cant of the rail.
Rail expansion joints and lateral deflecting devices, where used, should have the same rail
cant as the connecting rails.

5.2.3.7 Rail Cant Transition

Zero to 1:40 rail cant transitioning between turnouts and the connecting tracks should take
place a minimum of 3 m ahead of the point of switch. This distance should be increased if
necessary to avoid placing the cant transitioning at insulated joint locations. Insulated joints
are too rigid to conform to changes in cant.
Tapered shims or elastomeric grout pads should be used to accomplish the rail cant transition
over a distance of 3 metres, allowing the rail to twist in its natural form.
Rail cant transitioning is not required at the transition point between the yard and the shop
track due to the slow train speeds in this area.

5.2.3.8 Flangeways
Flangeway dimension requirements are a function of the wheel profile (refer to Figure 5.1)
and curve radius used. The wheel flange width and the back-to-back wheel flange distance
determine the appropriate wheel flange clearance. The determination of an appropriate
flangeway width should also take rail-mounted maintenance equipment requirements and
pedestrian crossing safety standards into consideration.
The flangeway depth must be sufficient to accommodate dirt and debris without causing
wheel lift.

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The flangeway width through the frog and corresponding guard rail must be designed to
prevent excessive lateral wheel movement at the point of wheel transfer. Excessive lateral
wheel movement will result in premature wear of the wing rail and frog point.
The following are the flangeway requirements:
• Frog flangeway - 47 mm (width) x 52 mm (depth)
• Guard rail flangeway in special trackwork - 45 mm (width) x 52 mm (depth)
• Guard rail flangeway in curves – adjustable width to compensate for rail wear and
operating speed x 52 mm (depth)
• Road grade crossing flangeway – 65 mm (width) x 52 mm (depth)
• Pedestrian crossing flangeway – 65 mm (width) x 52 mm (depth)
The above requirements are industry standards for the standard AAR wheel profile used on
the LRT Work Train (refer to Figure 5.2).
5.2.4 Electrical Isolation
The Edmonton LRT System uses a 600 V direct current power supply. Both rails of the track
are used as conductors for the traction power current return. Rail current leakage may cause
corrosion of the track structure and facilities. Concerns regarding stray current must be
addressed in the trackwork design.
All trackwork systems in direct contact with the vehicle must have provision for electrical
isolation from the ground. With the exception of wood ties (refer to Section 5.6.3), the rail
base that comes in contact with fasteners on concrete slab and concrete ties must be isolated
electrically. Insulating requirements are presented in Chapter 13, Corrosion and Stray
Current Control.
Corrosion protection should also be considered at crossings, track structures and
underground utilities along the LRT right-of-way.
The grounding system should be designed and constructed based on a grounding study
performed by others.
5.2.5 Noise and Vibration Attenuation
Noise along the LRT right-of-way primarily originates from the LRV wheel and rail at the point
of contact. Surface roughness of both the wheel and rail at the contact point generates noise
and vibration in the LRV, trackwork components, and track support structures.
Trackwork design can have a substantial effect on noise and vibration. The trackwork design
and selection of trackwork components should consider the following methods for controlling
and/or reducing noise and vibration adjacent to residential areas:
• Use of resilient or elastomeric bonded direct fixation fasteners
• Use of resilient rail seat pads for concrete ties
• Use of Continuous Welded Rail (CWR) on mainline
• Strategically locating turnouts to minimize the impact of noise and vibration generated
from wheel transfer impact
• Use of trackwork components which incorporate noise and vibration dampening
measures (e.g. ballast matting)
• Rail grinding prior to revenue service
• Use of wayside sound barriers, where appropriate

Refer to Chapter 14, Impact Mitigation, Aesthetics, ROW Control for guidelines regarding
noise attenuation measures adjacent to residential and other sensitive communities.

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5.3 TRACK STRUCTURE (INCLUDING YARD TRACK)

5.3.1 General
Mainline track on grade in accessible areas should be of concrete tie with Pandrol clip (or
approved fastener) and ballast construction. Yard track on grade in accessible areas should
be of timber tie, screw spike and ballast construction.
Track laid in areas where access is restricted (e.g. in tunnels, on aerial structures, or inside
buildings) should be on direct fixations. Grout pads should not be used. The concrete plinth
upon which the direct fixation fasteners are anchored should be poured separately after the
main slab has been cast. Figure 5.3 illustrates a typical installation of direct fixation fastener
on concrete plinth.
To ensure the proposed trackwork system is compatible with the existing Edmonton LRT
System, other alternate track structures will not be permitted unless the advantages in terms
of performance, overall cost and maintenance requirements can be proven. Any proposed
alternate track structure must have a proven revenue service record of at least 2 years on a
LRT system similar to Edmonton.

5.3.2 Rail Deflection

Rail deflection is a critical factor in the determination of the appropriate track structure and rail
support spacing requirements.
The trackwork consultant must analyze the rail deflection to verify the fastener or tie spacing
required for the selected track structure and rail section.
The amount of rail deflection is dependent on the following factors:
• Wheel load and wheel diameter
• Track modulus
- Rail Section (moment of inertia)
- Depth of ballast and sub-ballast
- Subgrade strength
• Train speed
The maximum allowable rail deflection should not exceed 2 mm on mainline track
structure. A deflection exceeding 2 mm may cause premature failure of track
components.

5.3.2.1 Fastener Spacing

Direct fixation fasteners on concrete structures or plinths should be spaced at 750 mm. On
curved track the fasteners should be installed radially from the centre of the curve.
The maximum allowable direction fixation fastener spacing for 100 lb. ARA-A rail section is
800 mm. Spacing greater than 800 mm may cause excessive deflection.

5.3.2.2 Tie Spacing

Tie spacing is dependent on the maximum allowable rail deflection and maximum bearing
pressure at the interface layers that makes up the recommended track structure.
Concrete tie spacing should be 675 mm, unless otherwise specified.
Wood tie spacing should be 560 mm, unless otherwise specified.
Should there be a change in tie spacing, the trackwork consultant should verify the rail
deflection and bearing pressure exerted at the track structure interfaces. As a minimum,
bearing pressures at the track structure interfaces should conform to the following AREMA
recommendations:

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• Concrete tie - bearing at the ballast/tie interface should not exceed 585 kPa (or 85 psi)
• Wood tie – bearing at the ballast/tie interface should not exceed 448 kPa (or 65 psi)
• The bearing pressure at the subgrade/sub-ballast interface should not exceed 138 kPa (or
20 psi)
Note: The above guidelines are based on AREMA’s recommended maximum bearing pressure values.
However, a detailed analysis of allowable bearing capacity may be necessary to determine the granular
depth (ballast and sub-ballast) required for the allowable load to be transferred to the subgrade.

5.3.3 At-Grade (Surface) Track

A ballasted track structure should be used for surface mainline. Concrete ties are preferred
over wood ties in ballasted track. Concrete ties hold gauge and line better providing smoother
ride quality and longer service life with less maintenance requirements.

5.3.3.1 Wood Tie and Ballast Track

Wood tie and ballast track structure is generally used in the yard and should be installed as
shown in Figure 5.4.
The rail fastening system should consist of a baseplate complete with spring clips, screw
spikes and spring lock washers.
ETS currently uses 100 lb. ARA-A rail jointed rail section in the yard and CWR strings on
wood tie and ballast track structure for surface track on mainline. However, 115 lb. RE rail
section may be considered (refer to Section 5.6.1, Running Rails)
Wood ties should be spaced at 560 mm centre to centre. Closer tie spacing may be warranted
on curves with radius less than 300 m if deem necessary through track structure analysis.

5.3.3.2 Concrete Ties and Ballast on Subgrade

Concrete tie and ballast track structure on compacted subgrade, as shown in Figures 5.5 and
5.6, is the preferred option for track constructed at grade.
The rail fastening system for precast concrete ties should consist of cast-in-place cast iron
shoulders, spring clips, rail pads and insulators for the fastening of 100 lb. ARA-A rail section.
Refer to Section 5.6.1, Running Rail and Section 5.6.3.4, Concrete Cross Ties for details.
Concrete ties should be spaced at 675 mm centre to centre. Closer tie spacing may be
warranted on curves with radius less than 300 m if deemed necessary through track structure
analysis.

5.3.3.3 Concrete Ties and Ballast on Concrete Slab

Concrete tie and ballast track structure on concrete slab, as shown in Figures 5.7 and 5.8,
should be used in areas where there are depth restrictions preventing construction of a full
granular trackbed.
Minimum ballast depth under the tie is 225 mm.
At isolated locations where there are depth restrictions, the absolute minimum ballast depth
under the tie is 175 mm. Ballast depth of less than 175 mm will not allow the ballast to be
machine tamped effectively.
5.3.4 Track in Portals and Tunnels

5.3.4.1 Direct Fixation on Concrete Slab

Direct fixation track on concrete slab as shown in Figure 5.9 should be used in portal
transition sections.
Direct fixation track on concrete slab as shown in Figure 5.10 should be used in tunnels.

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Typically it is specified that the tunnel contractor or the installer of the base slab make
provision for concrete plinths by providing recesses in the concrete tunnel invert. The plinth
slab should be connected to the invert concrete with a series of stirrups or by rebars
connecting to threaded inserts.
The top of concrete plinth should be level with the 1:40 inward rail cant being incorporated in
the direct fixation fastener.
Inserts for the direct fixation fastener connections should be cast in the concrete plinth. Epoxy
coated inserts are preferred over cast-in-place anchor bolts for maintainability.
Direct fixation fasteners are connected to the concrete plinth with anchor bolts to match the
cast-in-place inserts. Running rails should be fastened to the direct fixation fasteners with the
use of spring clips. Refer to Section 5.3.2.1 for direct fixation fastener spacing and Section
5.6.1, Running Rail for details.

5.3.4.2 Other
Ballasted track structure on concrete slab can be installed in tunnel sections. This option must
be reviewed and approved by ETS. Where necessary, vertical barriers should be provided to
retain the ballast in place.

5.3.5 Track on Aerial Structures

5.3.5.1 Direct Fixation on Concrete Slab

Direct fixation track on concrete slab as described in Section 5.3.4.1 is the preferred track
structure for aerial structures. This track structure for aerial structures is shown in Figure
5.11.
Restraining rails must be installed in the gauge side of both rails for the purpose of restricting
the travel distance of a derailed vehicle.

5.3.5.2 Other
Ballasted track on concrete slab may be considered for installation on aerial structures,
provided maintenance and safety concerns are satisfactorily addressed.

5.3.6 Shop Track

5.3.6.1 Embedded Track

Embedded tracks are constructed in maintenance facilities for the purpose of allowing
maintenance equipment access across the shop floor. The typical embedded track structure
is shown in Figure 5.12.
Rail fasteners for embedded track should be non-resilient and spaced at 1.5 m on centers.
Rails should be laid as CWR. The fastening system must be designed to secure rails at the
proper gauge, line and elevation once rails are embedded in concrete.
Gauge rods are normally used to maintain track gauge and form an integral part of the
anchoring system. Vertical adjustments should be made by shimming. Gauge rods used in
signalized territory must be electrically isolated.
Embedded tracks should be in-filled with grout or concrete. The field side in-fill grout or
concrete elevation should be set 10 mm below the top of running rail to avoid false flanging.
The minimum flangeway width for embedded tracks in maintenance facilities is 65 mm to
accommodate AAR wheels as used on the track maintenance equipment.

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5.3.6.2 Pit Tracks

Pit tracks are required for maintenance purposes. They provide access for maintenance
personnel to inspect and maintain equipment installed in the undercarriage of the LRV.
The current pit track system used by ETS is comprised of rails directly fastened to the top of
steel “I” beams. Removable plates are installed on the field sides of pit tracks to allow access
to the undercarriage of LRVs from the side. The typical pit track structure is shown in Figure
5.13.
5.3.7 Track Transitional Requirements
The interface points between embedded and ballasted tracks (e.g. at maintenance facilities)
or between direct fixation and ballasted tracks are locations where typically there is a sudden
change in track modulus. These locations are generally exposed to differential settlement.
The more flexible ballasted track normally will settle causing structural damage to occur at the
stiffer section. The resulting degradation in the track quality leads to deterioration of the track
components and may compromise ride quality. Special design measures are required at
these locations to counteract the variation in track modulus*.
*Note: Track modulus (u) is defined as the vehicle load per unit length of rail required to deflect the rail
one unit. It is the measure of track support stiffness by combining rail section, rail support system,
ballast, sub-ballast and subgrade stiffness in one term. The following values of track modulus are
typical (published) ranges for good quality track:

Track Structure Typical Track Modulus (u)

2 2
Conventional Wood Tie & Ballast 21 N/mm (3,000 lb/in ) or greater
2 2
Concrete Tie & Ballast 48 – 55 N/mm (7,000 – 8,000 lb/in )
2 2
Direct Fixation 69 N/mm (10,000 lb/in ) or greater

In general, the method of track transitioning must be considered wherever there is an abrupt
change in track modulus.
The minimum length of track transition structure depends on the track structure design and
the physical constraints at the interface points. The track transition should be over 3 ties at
minimum.

5.3.7.1 Transition Ties

Transition ties are typically used at approaches to bridge structures and at wood to concrete
tie interfaces. Transition ties are of varying lengths. To provide a gradual change in load
distribution under the ties, the longer ties are placed near the stiffer end of the track structure
as shown in Figure 5.14.

5.3.7.2 Transition Slab

A transition slab (vs. transition ties) is the preferred option for transferring track stiffness from
direct fixation to tie and ballast. This option is shown in Figure 5.15.
Designed concrete slabs may also be installed at other track support structure interfaces
where space restrictions do not allow transition ties to be used.
5.4 SPECIAL TRACKWORK
Special Trackwork is defined as trackwork structures, trackwork components or fittings that
are normally fabricated in whole, or in part, from regular rolled rail section. In general, the
following components are included in special trackwork:
• Turnouts and crossovers
• Diamonds

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• Guard rails
• Expansion or sliding rail joints
• Lateral restraining devices required at structural interface elements
5.4.1 General Requirements
All special trackwork should be located on tangent track and constant profile grade. Special
trackwork located on curves require unique customized design and are difficult to fabricate
and maintain. Fabrication and on-site installation variables associated with special trackwork
in curves may also compromise operating safety of the system.
On ballasted track, special trackwork should be placed on concrete ties.
On concrete slab track, special trackwork should be incorporated on a direct fixation system.
A minimum tangent length of 17 m should be inserted between back to back switch points
where the turnout arrangement entails a possible reverse movement through turnouts. This is
to ensure excessive stress is not exerted on the LRV couplers.
A minimum tangent length of 5 m should be inserted between back to back switch points
where the turnout movement is in the same direction. This will provide the opportunity for the
LRV bogies to straighten out prior to entering into the next turnout minimizing the angle of
attack of the wheel flange on the curved switch point.
When designing turnouts the following restrictions should be taken into account:
• Diverging track should not be used for normal mainline routing except for switching at the
end of the line.
• Vehicle dynamic clearances and turnout fouling points must be considered when
determining turnout locations.
• Turnout should not be located within 15 m from the end of the station platform. This is to
ensure that the inswing and outswing effect of the dynamic vehicle do not interfere with
the station platform.
• Turnouts must not be located on vertical curves. Turnout components are too rigid to
conform to vertical curves. In addition, the tight tolerances associated with non-standard
trackwork components could compromise operating safety and lead to derailments.
• Turnouts must not be located in superelevated track areas. Superelevation will introduce
a twist in the turnout and could create a situation of overbalance or underbalance track
conditions (refer to Chapter 4, Track Alignment, Section 4.2.3.5).

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5.4.2 Turnouts

5.4.2.1 General Requirements

The following table presents the maximum allowable speeds through turnouts under AREMA
and UIC guidelines.
Maximum Allowable Speeds Through Turnouts

Turnout No. Location AREMA* UIC**

No. 5 Yards and service areas 15 km/hr maximum 23 km/hr maximum

(Figure 5.18 and 5.20)

No. 6 Mainline track where space 20 km/hr maximum 28 km/hr maximum

restrictions are imposed by track
geometry

No. 8 Mainline track where high speeds 25 km/hr maximum 36 km/hr maximum
are not required through the
turnout (Figure 5.19 and 5.20)

No. 12 Mainline track where intermediate 38 km/hr maximum 50 km/hr maximum

speeds through the turnout are
required
(Figure 5.20)

Table 5.1
* For standard North American turnouts based on a maximum allowable unbalanced superelevation of
65 mm.
** For tangential geometry turnouts based on a maximum allowable unbalanced superelevation of 100
mm.
Turnouts on tie and ballast must be adequately drained. Drainage blankets should be
installed under the trackwork. Buried perforated drainage pipe should be installed running
parallel to the track.

5.4.2.2 Turnout Geometry

Turnout geometry is influenced by the design of switch points and heel spread. Because the
turnout curves for standard AREMA turnouts do not incorporate true tangential geometry,
switch entry angles for these turnouts typically range from 1 to 3 degrees (refer to Figure
5.16).

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To minimize the impact created by the wheel flange on the switch points, UIC and other
European Standards have placed an emphasis on reducing switch entry angles to almost
zero. Special rolled rail sections are used for switches to allow sufficient undercutting in order
for the switch points to be fitted tangentially to the stock rails at the turnout entry points.
Tangential turnout geometry enables longer lead distances and larger turnout radii to be
achieved. This reduces the wheel impact on the curved switch point and the overall
maintenance requirements for switches. For future LRT Extensions, UIC is the preferred
design standard for tangential turnouts as illustrated in Figures 5.17 and 5.18.
For cost reasons, standard North American turnouts are the preferred turnout design for yard
track.

5.4.2.3 Turnout Location

In general, it is a good practice to locate turnouts on tangent track with 0% grade and without
vertical curvature. Vertical grade introduces a superelevated track condition for diverging train
movement running uphill and an undesirable under-balanced track condition for the diverging
train movement running downhill and should be avoided. For a No. 8 turnout curve on a 3%
grade, there is an elevation difference of 5.6 mm between the frog point and the running rail.
With the diverging train movement running downhill in an under-balanced condition, the wheel
set tends to shift toward the frog point and/or ride against the guard rail. Locating the turnout
on slope greater than 3% with diverging train movement running downhill is not acceptable
unless the travel speeds are reduced to ensure safe operating conditions across the frog.
If it is necessary to locate a turnout on a vertical grade, the trackwork consultant should
determine the acceptable cross-level difference induced by the vertical grade on the turnout
curve. The assessment should be based on the type of track structure, the special trackwork
configuration and turnout size. Turnouts on direct fixation systems are installed with tighter
tolerances and will be subject to less differential track movement. The difference in elevation
across the frog and running rail through the turnout will have less impact on turnouts installed
on direct fixation systems.
The following criteria as shown in Table 5.2 are based on the acceptable elevation differences
across the frog and running rail through the turnout, the type of track structure and the special
trackwork configuration. These criteria must be observed when locating turnouts on grades.

Criteria for Locating Turnout on Grade

CLASSIFICATION DIRECT FIXATION BALLASTED TRACK REMARKS

MAINLINE Speed restrictions are

Turnout required if grades
exceed these limits.
With diverging track Desirable Maximum 2.0% Desirable Maximum 1.5%
running uphill Absolute Maximum 3.0% Absolute Maximum 2.5%

With diverging track Absolute Maximum 2.0% Absolute Maximum 1.5%

running downhill

Crossover Desirable Maximum 1.0% Desirable Maximum 0.5%

Absolute Maximum 1.5% Absolute Maximum 1.0%

Double Crossover Absolute Maximum 0.5% Absolute Maximum 0.3%

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YARD
Turnout Not applicable Desirable Maximum 2.0%
Crossover Not applicable Desirable Maximum 0.5%

Table 5.2
Note: Any deviation from the recommended value as shown in the above table should be approved by
ETS.

5.4.3 Crossovers
Crossovers are used to diverge or switch train movements from one track to another.
Single crossovers are made up of two turnouts, typically of the same size to avoid introducing
a curve between the two turnouts.
Double crossovers (sometimes referred to as a scissors crossover) are required when there
are space restrictions. They are comprised of four turnouts (typically of the same size), and a
diamond.
Unless there are space restrictions or restrictions in track geometry, the use of two single
crossovers are preferred rather than a double crossover. Diamonds require high
maintenance. Also, the use of double crossover limits operational flexibility during
maintenance.

5.4.3.1 General Requirements

General requirements for crossovers are similar to those listed for turnouts (Section 5.4.2).
However, greater restrictions are imposed on crossovers by the more rigid geometry and
track separation layouts.
The dimensional data for crossovers located on vertical grades greater than 1% should be
adjusted for construction layout purposes to account for the error introduced when laying out
the crossover (on a grade) in accordance with the coordinate system (on a level plan). This is
to ensure that the crossover geometry and trackwork components will not be compromised by
a forced fit during the course of installation (refer to Table 5.2).
5.4.4 Diamonds
Diamonds allow tracks to cross each other. A diamond consists of four wheel transferring
points (or frog points). Diamonds are expensive to construct and require a high level of
maintenance. They should be avoided, if possible. If required, the general requirements are:
• The preferred option is to locate the double crossover diamond on tangent parallel track
to avoid a customized design.
• If absolutely necessary, double crossover diamonds may be located on horizontal curves.
They will however be higher in cost, require more frequent maintenance and will affect
ride quality.
• The existing ETS design standard is to use rigid frogs in turnouts and diamonds. The
wheel transfer gaps for rigid frogs should be as small as possible to minimize wheel
impact.
• The maximum crossing angle of diamonds on mainline should be equivalent to twice the
No. 8 turnout angle.
• The maximum crossing angle of diamonds in yard track should be equivalent to twice the
No. 5 turnout angle.

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5.4.5 Sliding Rail Joints

Sliding rail joints must be provided where excessive structural joint movement is anticipated.
This requirement is to ensure that sufficient movement of the running rails can be
accommodated to prevent the rail from buckling or pulling apart when structural expansion
and contraction occurs. Sliding rail joints are normally a requirement at bridge abutments on
long single span bridges.
In general, sliding rail joints are installed as a set at each specified location. The orientation of
the fixed stock rails and the sliding points are both structure and site specific. Sliding rail joints
are typically placed at the transition from the bridge abutment to the moveable bridge deck.
Sliding rail joint requirements should be determined jointly by the trackwork consultant and the
structural consultant.
Sliding rail joints are typically fabricated from the same the rail section as the running rail.
5.4.6 Lateral Restraining Devices
Lateral restraining devices must be installed at structural interfaces (typically in conjunction
with sliding rail joints) where track movement is not parallel to the fixed structure.
Rails should be secured against lateral movement at movable structural joints where the
direction of rail expansion and joint movement are not parallel (e.g. at bridge abutments
where the track is in a curve).
The requirement for lateral restraining devices at the structural interface shall be determined
jointly by the trackwork designer and structural designer.
5.4.7 Guard Rails
Guard rails should be installed for all horizontal curves of radius less than 200 m. Guard rails
are installed on the gauge side of the low rail to hold the wheel flange away from the gauge
corner of the high rail and prevent excessive wear or derailment.
The guard rail should be tapered to guide the wheel flange in and out of the flangeway at the
beginning and the end of the guard rail. The flangeway gap between the running and guard
rails should be adjustable (refer to Section 5.2.3.8).
Guard rails can be fabricated from the running rail section or other rail sections. Guard rails
can be bolted to the running rail or designed to be directly fastened to the concrete track slab.
It is preferable that guard rails be designed in such a manner that either the guard rail or
running rail can be removed independently without removing the other for maintenance
purposes.
5.4.8 Restraining Rails
Restraining rails are used to prevent a derailed train from striking other fixed structures or
from entering into a danger zone.
Restraining rails should be installed on the gauge side of both running rails on aerial
guideways and bridge structures. Restraining rails may be required at the approaches to
abutments and portals in some circumstances. Circumstances may include, but are not
limited to proximity of special trackwork, sliding rail joints, horizontal curvature, or the
existence of unstable ground conditions.
Restraining rails can be fabricated using part-worn rail. On direct fixation track restraining rails
can be directly fastened to the concrete slab or bridge deck. The centre of the restraining rail
should be located 300 mm from centre of the running rail. A typical restraining rail layout is
shown in Figure 5.19. The fastening details are shown in Figure 5.20.

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5.5 GRADE CROSSINGS

Grade crossings should be constructed on a well compacted granular fill to provide adequate
support to withstand both high vehicular traffic volumes and heavy vehicular wheel loads.
They should be constructed using pre-manufactured sectionalized rubber or concrete
crossing panels on concrete ties. In extremely high traffic volume locations, other grade
crossing designs with proven performance records may be considered.
A typical at-grade road crossing design is shown in Figure 5.21.
In addition to at-grade road crossings, the future LRT extensions will be located in close
proximity to residential areas and will have shared ROW with multi-use trails. The future LRT
extension will have to provide channelized pedestrian crossings for the pedestrians to cross
tracks at designated locations to avoid potential pedestrian-LRT conflicts.
Even though the trackbed preparation for the pedestrian grade crossings is very similar to the
at-grade road crossings, they are not tied down (floating on subgrade). However, these
crossings are designed solely for non-motorized traffic and should not be subject to traffic
impact and vibration.
A typical pedestrian grade crossing is shown in Figure 5.22.

5.5.1 Requirements
The specific requirements for both types of grade crossings are:
• Match the general approach grade and preferably be slightly higher than the approach to
promote a positive drainage away from the grade crossing area. The approaches should
be ramped up to match the grade crossing.
• Intersect the road at as close to a right angle as possible to minimize road vehicular
vibration caused by staggered wheel impact, and to maximize sight lines for the LRV
operator, pedestrians and road traffic.
• Be level and parallel to the plane of the rails, extending a minimum of 1 m from the field
side of the track(s).
• Be located clear of turnouts and right-of-way equipment.
• Grade crossings must be adequately drained. Normally, buried perforated drainage pipe
running underneath the road crossing parallel to the LRT track connecting to either the
drainage system or stand-alone reservoirs is required. In addition, geotextile should be
provided under grade crossings to direct water towards the sub-drains and prevent
migration of fine materials upward to the ballast layer.
In addition, the following factors should be considered in the design:
• Rail joints should be kept clear of the crossing.
• Multiple crossings should have the same grade across all rails.
• Rubber or other approved flangeways must fit snug and not allow dirt and debris to pass
through to the fastening system.
• Where necessary to locate the grade crossing in a curve, track superelevation should be
avoided, if possible, in order to provide a smooth crossing for both vehicular and
pedestrian traffic.
• The flangeway must accommodate the wheels of the LRV and other rail-mounted
equipment (refer to Section 5.2.3.8)
5.5.2 Service Life and Maintenance
The design service life should be a minimum of 25 years. There is a high maintenance cost
associated with grade crossing rehabilitation and rehabilitation work normally requires a total
closure of the roadway.

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Ease of maintenance is an important consideration when designing grade crossings in order

to minimize the disruption to road traffic during maintenance.
The grade crossing panel design should be modular and interchangeable for ease of
maintenance and to minimize closure times of the roadway and LRT track.
5.5.3 Corrosion Protection
A boot or shield covering the fastening components should be incorporated in the flangeway
design on both the gauge and field side of the rail to protect the fasteners from salt and dirt.
Grade crossings are often subject to higher than normal corrosion rates reducing the service
life of the crossings.
Grounding at the vicinity of the grade crossing should be considered to mitigate corrosion
caused by current leakage.

5.6 TRACK COMPONENTS

5.6.1 Running Rails

Standard control-cooled carbon steel rails with minimum 300 Brinell Hardness, manufactured
in accordance with current AREMA Manual for Railway Engineering, Chapter 4 “Specification
for Steel Rails”, should be the standard used for running rails.

5.6.1.1 Rails for Mainline Track

Running rail for mainline track should be rolled 100 lb. ARA-A (49.8 kg/m) rail (refer to Figure
5.23) 115 lb. RE rail is an acceptable alternative if 100 lb. ARA-A rail is not available.
Running rails on mainline should be CWR to:
• Minimize long term maintenance
• Provide better ride quality
• Reduce rail and wheel wear

If a flash butt welding process is used to form rail strings, the maximum practical rail string
length is 480 m.
CWR must be properly distressed and laid in accordance with the optimum neutral rail
temperature of 18 ° C to 22 °C to reduce the possibility of sun kinks or cold weather
separation. CWR should be laid as close to the optimum neutral rail temperature in order to
minimize the distressing requirement.
In tunnel sections, the optimum neutral rail temperature may differ and should be verified by
reviewing historical temperature records or by monitoring the rail temperature inside the
tunnel.
Any change to the optimum neutral rail temperature for installation requires review and
approval by ETS.
All running rail should be non-drilled in nominal standard 23.8 m (78 foot) lengths in order to
minimize the number of welds required. Exceptions may be considered if physical constraints
restrict the length of rail that can be transported to the site.
Rail to be used in curves having a track centreline radius of less than 150 m should be pre-
curved to match the track centreline radius using an industry accepted hydraulic press
method or the standard roller bending method.
It is generally not necessary to use premium (hardened) rail in tight curves to prevent
premature rail wear. Standard carbon steel rails have a Brinell Hardness ranging from 300 to
320. This provides sufficient wear resistance under most conditions. Running rails with Brinell
Hardness greater than 340 may cause premature wheel wear.

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5.6.1.2 Rail for Special Trackwork

Rail used for the manufacture of special trackwork should be rolled 100 lb. ARA-A (49.8 kg/m)
rail or approved Grade 900A carbon steel manufactured in accordance with the UIC 860-0
Specification.
For welding purposes, UIC rail used in the manufacture of special trackwork should have a
rail cross section and metallurgy closely matched to the 100 lb. ARA-A section used on the
Edmonton LRT System.
In areas where there are high impact loads, rail should be hardened to a range of 320 to 340
Brinell Hardness, to a minimum penetration depth 15 mm below the rail surface.
Asymmetrical rail sections are acceptable for the fabrication of switch points.
Any proposed alternate rail section and its metallurgy require review and approval by ETS.

5.6.1.3 Secondary Track/Yard Track/Shop Track

Rail for secondary track should be 100 lb. ARA-A (49.8 kg/m) CWR rail.
Rail for yard track should be 100 lb. ARA-A (49.8 kg/m) CWR or bolted rail.
Rail for shop track should be 100 lb. ARA-A (49.8 kg/m) CWR.

5.6.2 Fastening Devices

Rail fastening devices vary with the type of track structure provided.

5.6.2.1 Direct Fixation Fasteners

Elastomeric bonded plate type fasteners should be used for direct fixation track.
The plate type fastener should meet the following requirements:
• Incorporation of a built-in 1:40 inward cant
• Overall plate thickness of not more than 40 mm, nor less than 35 mm
• Overall plate width of 180 mm +/- 10 mm
• Overall plate length of 355 mm +/- 10 mm
• Ability to provide lateral rail adjustments of +/- 15 mm in increments of 3 mm
• Ability to provide vertical rail adjustment to a maximum of 25 mm achieved through
insertion of steel shims under the plate
• Vertical spring stiffness of the fastener shall be within the range 17.5 kN/mm to 24.5
kN/mm
• Ability to isolate electrical current from the running rail
Direct fixation fasteners should be chosen on the basis of the following criteria:
• Ability to withstand the rail/structure interface forces
• Ability to achieve and maintain the desired rail tolerances
• Ability to prevent rail buckling under high temperatures
• Ability to permit the rail to move longitudinally due to structural flexure or thermal
expansion
• Ability to withstand wear and fatigue
• Ability to reduce noise and vibration to an acceptable level
• Ability to withstand local environmental conditions without the need to replace
components
• Low maintenance requirements
5.6.2.2 Standard Baseplates
Standard steel baseplates are used for:

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• Rail fixation on wood tie

• Special trackwork where special baseplates are not required
• Cant transition areas
Standard baseplates should be manufactured from rolled steel plate and should have
shoulders to provide rail seating for 100 lb. ARA-A rail. They should have a minimum of four
holes with diameter of 25 mm to accommodate anchor bolts or screw spikes.
Non-standard baseplates may be designed by special trackwork suppliers to fit the rail base
of other rail sections.
5.6.2.3 Anchoring Assemblies
The anchoring assemblies connect the direct fixation fastener to the reinforced concrete
structure. The objective is to design a system that is cost effective and minimizes long term
maintenance.
A minimum of two anchoring assemblies is required per fastener. Each anchoring assembly
consists of a female insert, an anchor bolt complete with a flat washer and a spring washer.
The anchor bolt must be designed to remain in tension at all time to ensure the bolt will not be
loosened or be placed in bending under service conditions.
The design of the anchoring assembly should consider the following:
• Adequate concrete embedment depth for the female insert is required to resist pull-out
caused through the anchor bolt tensile forces or rail force moments.
• The anti-rotation capability of the female insert must be sufficient to restrain the design
bolt torque.
• The tensile strength of the anchor bolt must be adequate to apply the proper clamping
force required to provide resistance against the rail overturning moment.
.1 Inserts
Female inserts as shown in Figure 5.3 are cast directly into the concrete base slab as
the hold-down connection for the mating anchor bolts. The insert should be designed
and installed to match the bearing surface of the plinth.
Inserts should be epoxy coated.
Typical insert parameters are as follows:
• Overall block out depth for insert embedment should not be more than 140 mm,
nor less than 130 mm.
• Overall insert length of 105 mm +/- 5 mm
• Minimum depth of threads of 75 mm +/- 1-5mm
• The Inserts should be designed to accommodate A325, M22 anchor bolts (see
5.6.2.3.2)
• The ultimate tensile strength of the insert should be equal to or exceed the
ultimate tensile strength of the mating anchor bolt
.2 Anchor Bolts
The primary function of the anchor bolts is to provide lateral restraint against loading.
Anchor bolts are also subject to a small amount of upward rail force.
Anchor bolts should meet the following criteria:
• ASTM designation A325, Specification for High Strength Bolts for Structural
Joints and should have a class 2 thread fit
• Nominal diameter of 22 mm
• A minimum thread engagement of 50 mm with the insert

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The overall anchor bolt length is dependent on the thickness of the fastener and
washer assemblies, and the maximum permissible fastener shimming height. The
trackwork consultant should verify the optimal overall anchor bolt length required for
the fastening assemblies. It may be necessary to use two different lengths of anchor
bolts to account for the allowable shimming height:
• Standard length to accommodate shimming heights of up to 12 mm
• Longer length to accommodate shimming heights from 12 mm to 25 mm
.3 Washer Assembly
The washer assembly consists of a flat washer and a spring washer. The flat washer
is design to sit flat against the fastener to provide a full bearing surface for the spring
washer and anchor bolt.
The spring washer should be designed to keep the anchor bolt in tension at all times.
The washer spring rate should be between 1.05 kN/mm and 1.23 kN/mm.

5.6.2.4 Spring Clips

Spring clips are an integral part of the rail fixation system for both direct fixation and ballasted
track structures.
The spring clip should have the following characteristics:
• Ability to hold gauge
• Ability to resist rail rollover
• Ability to resist longitudinal rail moment
• Elastic resiliency
• Appropriate toe load
• Electrical isolation
• Reasonable service life under all operating conditions and environmental exposure
• Relatively maintenance-free
• Compatible with the existing components
Bolted type clips require high maintenance (subject to loosening and fatigue failure due to
vibration) and therefore should not be considered as a suitable option except for special
trackwork installations where they may be necessary.

5.6.2.5 Screw Spikes

Screw spikes complete with lock washers should be used to fasten the baseplates on wood
ties. Screw spikes should be 22 mm x 175 mm.
To avoid splitting, wood ties must be predrilled to accept screw spikes.

5.6.2.6 Steel Shims

Steel shims are used as required on direct fixation track to raise the rail to its design vertical
alignment. Shims are typically produced in 1 mm, 3 mm, 6 mm, 10 mm and 20 mm thickness.
Steel shims of 1 mm (20 gauge) and 3 mm (11 gauge) thickness should be manufactured
from galvanized steel, coating designation G60 (458 g/m2), in accordance with the
requirement of ASTM A527-80.
Steel shims of 6 mm, 10 mm and 20 mm thickness should be manufactured from hot-rolled
plate steel in accordance with the requirement of CSA G40.21M, Grade 260.
The thickness requirements are inclusive of galvanizing. Steel shims should be hot dip
galvanized in accordance with the latest edition of CSA G164-M, “Hot Dip Galvanizing of

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Irregularly Shaped Articles”. Galvanizing should be applied to a minimum 610 g/m² coating
on both sides after manufacture.
The shape, size and configuration of the steel shims should conform to the outline of the
direct fixation rail fasteners (refer to Figure 5.24).
5.6.3 Ties
The classification of ties used in the Edmonton LRT System is as follows:

5.6.3.1 Wood Crossties

Wood crossties used on mainline and in yard track should be pressured treated softwood,
preferably fir, conforming to AREMA recommendations (refer to Figure 5.25). In areas where
maintenance access is restricted and it is difficult to replace ties, hardwood ties should be
considered, preferably oak.
All wood crossties should be pressured treated in accordance with AREMA Manual for
Railway Engineering, Chapter 30, for Ties and Wood Preservation.
The standard nominal dimensions for wood crossties are:
Depth – 180 mm (7”)
Width – 230 mm (9”)
Length – 2600 mm (8’-6”)
Anti-splitting devices should be installed at the tie ends on all hardwood ties. Anti-splitting
devices should conform to AREMA requirements.
Current track design generally includes protection against stray electrical currents. The use of
wood ties in itself is insufficient to protect against stray currents. Consideration should be
given to isolating the rail from the surrounding track structure in areas adjacent to
underground utilities, ducts and other structures. Insulators should be placed at the base of
the tie plate and insulating thimbles should be positioned in the screw spike holes to isolate
the screw spikes from the base plate. Conventional rail anchors projecting into the ballast will
also create a stray current leakage path. This issue should be considered during the
trackwork design phase.

5.6.3.2 Wood Switch Ties

Wood switch ties should be pressured treated hardwood, preferably oak. Switch ties normally
come as a set to suit the size and the general layout of the turnout. The track designer in
conjunction with the special trackwork supplier should determine the appropriate layout for the
switch ties.
The standard nominal dimensions for wood switch ties are:
Depth – 180 mm (7”)
Width – 230 mm (9”)
Length – varies according to the layout
All wood switch ties should be pressured treated in accordance with AREMA Manual for
Railway Engineering, Chapter 30, for Ties and Wood Preservation.

5.6.3.3 Wood Transition Ties

Wood transition ties should be used at transition points between wood and concrete ties (refer
to 5.3.7.2 – Transition Ties).
Wood transition ties should be pressured treated hardwood, preferably oak, spaced at 500
mm on centre.

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The standard nominal dimensions for wood transition ties are:

Depth – 180 mm (7”)
Width – 230 mm (9”)
Length: varies according to the layout (refer to Figure 5.14).
Wood transition ties should be pressured treated in accordance with AREMA Manual for
Railway Engineering, Chapter 30, for Ties and Wood Preservation.

5.6.3.4 Concrete Crossties

Concrete crossties should be mono-block prestressed reinforced concrete ties conforming to
the current AREMA Manual for Rail Engineering, Chapter 10 “Concrete Ties”.
The precast concrete crossties should be designed to conform to practices specified in CSA
A23 and should provide:
• Cast iron rail seat shoulders to fit the base of the 100 lb. ARA-A rail section
• An inward rail cant of 1:40
• A rail gauge tolerance of +/- 1 mm
• A rubberized rail seat pad providing a nominal thickness of 6 mm
• Electrical isolation
Adjustments designed to permit gauge widening should be avoided, unless otherwise
specified.
The shoulders provide lateral restraint to maintain track gauge and are designed to accept
spring clips. Shoulders should conform to the testing requirements for concrete ties as
outlined in the current AREMA Manual Railway Engineering, Chapter 10 “Concrete Ties”.
Shoulders, spring clips, insulators and rail seat pads are an integral part of the concrete tie
design and should be provided as part of the tie package by the concrete tie supplier.
To improve the lateral stability of conventional smooth bottom ties in sharp curves, tie spacing
in curves with a radius less than 300 m may be reduced by 75 mm, if necessary. A track
structure analysis may be warranted prior to making tie spacing adjustments (refer to Section
5.3.2.2 for typical tie spacing).
A typical concrete crosstie is shown in Figure 5.26.

5.6.3.5 Concrete Switch Ties

Concrete switch ties are customized items designed specifically for a given turnout at a given
turnout location to match the special switch plates.
Concrete switch ties require precision casting of anchor bolt inserts. The precise layout must
be pre-determined by the special trackwork supplier and coordinated with the concrete tie
supplier for tie casting.
Concrete switch ties are the preferred option for mainline turnouts, subject to a maintenance
cost-benefit versus economies of scale analysis.
5.6.4 Ballast
At the minimum, ballast used for the tie installation should comply with the requirements of
current AREMA Manual for Railway Engineering, Chapter 1 “Roadway and Ballast” as
specified for concrete tie installations.
Ballast should be a clean 100% crushed rock with a hard, durable, dense, angular particle
stone providing sharp corners with a minimum of flat and elongated pieces. These properties
will provide stability, durability and proper drainage. Granites, quartzites and dolomites are
the preferred aggregate types.

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The ballast specification should to provide a 100% crushed ballast conforming to the AREMA
No. 3 gradation.
Ballast depth should be placed to a minimum of 225 mm below the bottom of the tie.
Before preparing a ballast specification for mainline the consultant should review the
requirements with ETS.
5.6.5 Sub-ballast
Sub-ballast should have suitable mechanical, permeability, chemical and environmental
characteristics and comply with the current AREMA Manual for Railway Engineering, Chapter
1 “Roadway and Ballast” as specified for Sub-ballast. Acceptable sub-ballast materials include
crushed stone or crushed gravel and sands, or a mixture of these materials.
A minimum depth of 275 mm of sub-ballast should be placed on top of the subgrade,
extending a minimum of 600 mm beyond the edge of the ballast.
The top surface of the sub-ballast should be graded to a minimum 2% cross slope to promote
positive drainage toward the side ditches or sub-drains.
Sub-ballast should be compacted to 100% maximum dry density.
The sub-ballast layer should meet the following requirements:
• Be sufficiently impervious so that most of water penetrating through the ballast is diverted
to the side ditches to prevent the saturation of subgrade.
• Be sufficiently pervious to so that water seepage or capillary water entering the sub-
ballast is drained away to prevent water from accumulating below the sub-ballast.
• Possess sufficient strength to support the dynamic load distributed by the ballast section
and be able to effectively transfer the load to the subgrade.
The main objectives of the sub-grade are to provide a stable platform for placing ballast and
to prevent surface water retention rutting.
5.6.6 Subgrade
The subgrade’s stability and its ability to sustain and distribute loads are dependent on the
soil characteristics, its geometric configuration and the system drainage design.
The basic geometric features of the subgrade are: width of top of subgrade or bottom of cut;
height of fill or depth of cut; side slope of fill or cut; and cross slope.
The width of the subgrade is determined by the width of the ballast.
Adequate drainage is essential to maintain the subgrade’s stability and its ability to sustain the
design pressure exerted by the wheel load. Drainage should be provided either through track
ditches, intercepting ditches or a sub-drain system.
The sub-grade should be compacted to 100% of the maximum density as per the Standard
Proctor Compaction Test. The optimum moisture content of the subgrade materials being
placed should be within 3% of the optimum condition.
The compacted subgrade shall sustain a minimum bearing pressure of 138 kPa (or 20 psi).
5.7 OTHER TRACKWORK MATERIALS (OTM)
In addition to the major track components described previously the following devices may also
be required.
5.7.1 Switch Machines
Switch machines are used on both mainline and yard track for the purpose of train switching.
They can be both electrically and manually operated as follows:

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Electric switch machines on mainline should be automatic and will be controlled by the signal
system. Electric switch machines should have built-in manual over-ride control for
maintenance and emergency purposes.
Manual hand-operated switch machines are mainly used in yard areas. They can also be
installed at staging track and emergency switches where train switching is not part of the
normal operation.
The following factors should be taken into consideration in the placement of switch machines:
• Size of turnout and crossover
• Clearance requirements
• Housing and space requirements
• Switch rod dimensions and block out requirements
• Switch rod clearance requirements from trackwork components and track structure
• Switch machines mounting arrangement
Access is required by maintenance personnel.

5.7.2 Switch Blowers

Switch blowers should be installed at switches located on mainline track where exposed to
snow conditions.
The following factors should be considered in the design and placement of switch blowers:
• Clearance requirements
• Housing and space requirements
• Blow duct dimensions
• Length of switch
• Operating control requirements
• Proximity to noise sensitive residential communities
Switch blowers should be designed to be controlled manually in the field, automatically
through use of a snow detector and remotely through the Building Management System.
5.7.3 Switch Point Detectors
Switch point detectors will be installed in all switches on mainline track. Detectors are required
to ensure that switches are correctly aligned and are being detected at all times by the signal
system.
When designing for switch point detector connections, make allowance for the following:
• A method to connect the switch point detector at the switch point
• Provision of the proper mounting hole sizes and spacing on the switch points
• Block out requirements, if required
5.7.4 Hold-down Bars
Hold-down bars are installed in turnouts to prevent upward movement of the switch points. All
mainline switches require hold-down bars. Hold-down bars are not required on yard switches.
5.7.5 Roller Plates
Roller plates should be incorporated in all power switches. Roller plates minimize the
throwing effort of the switch machines and reduce the maintenance requirements of both the
switch and switch machine.

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5.7.6 Friction End Stops

Friction end stops must be installed at the end of track on all mainline tracks unless sufficient
stopping distance beyond the end of the line is otherwise provided. They must be able to
withstand the impact load of a run-away train and be designed to engage the coupler end of
the vehicle without contacting the body of the vehicle. Typically, friction end stops are
designed by the supplier based on the rail vehicle weight and estimated speed.
The following factors should be considered:
• Rail mounting requirements for the friction elements on the design rail section
• Required sliding distance beyond the point of impact
5.7.7 Wheel Stops
Wheel stops should be installed at the end of track in yard and shop tracks where speed is
not a factor.
Wheel stops can be of a rail-mounted type or directly welded onto the railhead and must be
able to withstand a 5 km/hour impact load from a run-away train.
The following factors should be considered:
• Wheel stop clamping requirements on the design rail section
• Welding requirements, if required
• Vehicle wheel radius and point of impact on the wheel stop
Other stock-item devices such as wheel chocks, sliding wheel skates, derails etc. may be
specified for installation to satisfy short term operational safety concerns during construction.
Hinged derails may be specified for installation on storage tracks to protect against run away
cars moving onto other tracks.
5.7.8 Rail Lubricators
Rail lubricators should be provided to mitigate noise and rail wear in sharp curves. Typically,
ETS uses rail lubricators in curves with radius less than 200 m. The consultant should review
the requirements with ETS.

5.7.9 Lateral Track Bracing for Stations

Track at the station platform must be secured by means of lateral track bracing to prevent
movement toward the platform. The distance from track centreline to platform shall be
maintained at 1405 +/- 6 mm to meet the vehicle dynamic clearance requirements and to
ensure passenger safety and wheel chair accessibility from a stationary LRV to the station
platform.
Lateral track bracing for stations can be fabricated from pressure treated timber. The typical
spacing and bracing requirements are as shown in Figures 5.8 and 5.27.
5.8 METHODS OF JOINING RAIL
Methods of rail joining used on the Edmonton system include aluminothermic welding, flash
butt welding, insulated joint bars and non-insulated bolted joint bars.
Standard 6-hole joint bars matching the rail web of 100 lb. ARA-A rail section should be used
only for joining rails in yard tracks or within the limits of special trackwork, unless noted
otherwise.

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5.8.1 Welding Process

5.8.1.1 Aluminothermic Welding

Either standard preheat welds or limited preheat welds may be used subject to pre-
qualification testing.

5.8.1.2 Electric Flash Butt Welding

Electric flash butt welding can be used as an alternate for welding rail strings. This may be
the preferred option if production speed savings are able to offset the higher implementation
costs.

5.8.1.3 Testing and Inspection of Welds:

All rail welding requires stringent testing and inspection. The testing and inspection
requirements are as follows:
.1 Qualification Testing
Prior to production welding, qualification test welds must be performed to qualify the
weld kits, welding set-up, welding process and procedures, and welding crews for the
work.
The following tests must be complete on at least one sample test weld:
• Visual and Magnetic Particle Inspections in accordance with ASTM B709
• Ultrasonic Testing by a qualified independent testing agency
• Slow Bend Test on one passed test weld in accordance with AREMA, Volume 1,
Chapter 4, Figure 2-50.

.2 Production Weld Testing

All production welds must be inspected visually, ultrasonically and by magnetic
particle testing before the tracks are put into service.
All production welds must be tested by an independent testing agency.
.3 Weld Repair
Defective welds detected in the finished track must be replaced. The preferred
method of replacing welds is to cut out the defective weld and insert a new section of
rail, not less than 4.5 m long, joining the new section with aluminothermic welds. The
new welds must be inspected and tested.
.4 Weld Finishing and Tolerances
The weld finishing requirements and allowable tolerances are as follows:
• The gauge side, field side and running surface of the railhead must be ground
until the full length of a one metre long straight edge, centred over the weld,
contacts these surfaces continuously.
• The top and side of the railhead must be finished to within +0.25/-0 mm of the
parent section.
• Where the weld contacts a rail fastener or rail pad, the bottom, top and sides of
the rail base must be finished to within +0.25/-0 mm of the rail section.

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5.8.2 Non-insulated Joints

Standard non-insulated joint bars should only be used in yard tracks or within the limits of
special trackwork, unless noted otherwise. They must match the rail section and should have
a minimum of six (6) bolts.
Joint bars where used in embedded shop track can be partly worn however they should be
inspected for bolt cracks and defects by the contractor.
Joint bars should not be used on mainline except within the limits of special trackwork or
when needed as a temporary safety measure to connect broken rails or provided added
protection at rail or weld defect location.
5.8.3 Insulated Joints
Insulated joints are used to define the signal blocks on mainline. ETS and the signal
consultant will determine joint locations.
The following criteria apply:
• Insulated joint must match the rail web of rail section used.
• Insulated joints should be 914 mm in length, with 6 holes, conforming to current AREMA
Manual for Railway Engineering, Chapter 4, “Specifications for Quenched Carbon – Steel
Joint Bar”. Bolts used for the fastening the joint bars should meet the chemical
composition and mechanical property requirements of ASTM A490. Insulated joints
should be glued to provide sufficient strength to withstand rail deflection and rail
separation.
• Insulated joints should be installed as kits.
• Pairs of insulated joints should have a stagger of 1 m, unless otherwise directed by ETS
or the Signals Designer.
• Insulated joints must meet the minimum resistively requirement of 1 megohm.
• Consideration must be given to method and location for connecting impedance bonds.
5.9 TRACK CONSTRUCTION TOLERANCES

5.9.1 General
Allowable construction tolerances are presented for the purpose of ensuring the trackwork
design objectives are met as closely as possible.
All track and trackwork related components for the Edmonton LRT System should be
designed and installed to within the allowable construction deviations as listed in the following
table. Track gauge, crosslevel, superelevation and alignment deviations are acceptable if the
rate of change is within the specified tolerances.
Allowable Track Construction Tolerances:

HORIZONTAL HORIZONTAL VERTICAL VERTICAL

TRACK TRACK TRACK TRACK
ALIGNMENT ALIGNMENT ALIGNMENT ALIGNMENT

Track Gauge Crosslevel Total Middle Total Middle

Classification Deviation Deviation Deviation Ordinate in Deviation Ordinate in
20 m chord 20 m chord
Mainline + 0 mm + 3 mm + 6 mm + 3 mm + 6 mm + 3 mm
- 3 mm - 3 mm - 6 mm - 3 mm - 6 mm - 3 mm

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Secondary + 0 mm + 3 mm + 6 mm + 3 mm + 6 mm + 3 mm
- 3 mm - 3 mm - 6 mm - 3 mm - 6 mm - 3 mm
Yard + 3 mm + 3 mm + 12 mm + 3 mm + 12 mm + 3 mm
- 3 mm - 3 mm - 12 mm - 3 mm - 12 mm - 3 mm
Shop + 3 mm + 3 mm + 6 mm + 3 mm + 6 mm + 3 mm
- 3 mm - 3 mm - 6 mm - 3 mm - 6 mm - 3 mm
Special + 3 mm + 3 mm + 6 mm + 3 mm + 6 mm + 3 mm
Trackwork - 2 mm - 3 mm - 6 mm - 3 mm - 6 mm - 3 mm

Table 5.3

Notes:

1. Total Deviation is the deviation measured between the theoretical or best-fit alignment and the
actual alignment at a given location. The best-fit alignment takes account for changes made to
the theoretical alignment during construction based on the survey of actual field conditions.
2. Total Deviation in platform areas should be zero toward platforms and not exceeding +5 mm
away from platforms in the horizontal direction.
The rate of variation or change allowed for Mainline track should not exceed the following
limits:
Horizontal: 3 mm per 9 m measured in increments of 3 m.
Vertical: 3 mm per 9 m measured in increments of 3 m.
Gauge: 3 mm per 9 m measured in increments of 3 m.
Crosslevel: 2 mm per 9 m measured in increments of 3 m.
The rate of variation or change for secondary, yard and shop tracks is not as critical since
secondary, yard and shop tracks do not carry revenue passengers and operate at a lower
speed.
5.10 RAIL GRINDING
Prior to revenue service all newly installed mainline rails should be profiled using a production
type rail grinder. Rail profiling is required to:
• Remove mill scale, rust, surface imperfections and railhead irregularities
• Mitigate the onset of rail corrugation
• Match the rail to the ETS design rail profile
• Optimize ride quality
• Remove minor rail defects
• Reduce airborne noise and vibration
• Extend rail and wheel life
5.11 DESIGN COORDINATION
It is the responsibility of the trackwork consultant to interface with other element consultants
and with ETS to ensure the overall system requirements are achieved.
Typical coordination requirements include:
• Structural loads for the vehicle and equipment (static, dynamic, thermal)
• Civil and structural interface for track support structure (e.g. concrete base slab, subgrade
preparation and drainage provisions)
• Grounding provisions, if required

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• Traction Power, Mechanical and Electrical interfaces (e.g. buried cables and conduits,
vaults and catenary masts)
• Signal interface (location of insulated bonded joints, switch point detectors, bonding
cables, switch machine mountings, etc)
• Communication systems interface (buried telephone wires, copper broadband, fibre optics
cable)

5.12 QUALITY ASSURANCE AND QUALITY CONTROL

All trackwork materials designed or procured for the Edmonton LRT System must comply with
the established codes, standards and criteria.
The trackwork consultant, in conjunction with ETS, should establish a comprehensive quality
assurance (QA) quality control (QC) program which consists of material specification and
tolerance verification during Factory Acceptance Tests and field inspections during the
trackwork installation process.
At the direction of ETS the following minimum QA/QC activities will be conducted:
• Hold-point Inspections
• Material Pre-shipment Inspections
• Construction Verification and Acceptance
• Records Audits

5.13 PROJECT DOCUMENTATION

The Consultant should refer to Chapter 1, General Section 1.7 for the guidelines pertaining to
the production of Plan of Record drawings and O&M Manuals.

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