Subpart F – Inspection

Guidance. Recognizing that proper inspection of track is essential to safe maintenance, Subpart F contains the minimum requirements for the frequency and manner of inspecting track. Inspectors should know that a track owner may exceed the TSS in the interest of good practice, but they cannot be less restrictive. FRA’s track safety program success is dependent upon the adequacy of the railroad’s inspection efforts and subsequent maintenance program. Monitoring and assessing a railroad’s track condition, through regular inspections, is integral to our safety success.

Guidance. A geometry car inspection will not be considered acceptable for meeting the required inspection frequency specified by § 213.233(c), unless a waiver allowing this substitution is in effect.

Section 213.233(c) specifies the minimum frequency at which inspections must be conducted. For purposes under § 213.233(c) and outlined in the frequency schedule, “main track” is defined as “a track, other than an auxiliary track, extending through yards and between stations.” A siding is defined as “an auxiliary track for meeting or passing trains.” Section 213.233(c) also links inspection frequencies to the amount of annual tonnage, presence of passenger trains, and speed according to track class. A railroad’s change in the designation of a track to “other than main track” in its timetable and/or special instructions may not necessarily permit a railroad to reduce track inspection frequency. If the traffic remains essentially the same, the station designations remain, or if the method of operations continue the same, the track will be considered a main track with respect to the TSS. In addition, if any main track type operating rules or procedures are applicable to a track in question, FRA will consider such a track as a main track under the TSS. This would be the case even if the railroad uses the term such as spur, lead, running, etc. to describe the track in question. (Source: Letter dated July 10, 1991, from FRA Associate Administrator for Safety to Union Pacific Railroad.)

Each railroad inspection performed in accordance with the schedule prescribed in paragraph (c) must be made on foot or by riding over the track in a vehicle at a speed that allows the person making the inspections to visually inspect the track structure for compliance. An inspection made from a vehicle driven alongside the track does not constitute an inspection performed at the required frequency. The railroad may make additional inspections using other inspection methods provided that these inspections are not used to comply with frequency requirements prescribed in Section 213.233.

Inspecting after dark is in compliance with the requirements of § 213.233, Track inspections, as long as the railroad inspector is capable of detecting defects. As an example, inspections are routinely made in tunnels with limited or no lighting, and maintenance requirements may require inspections after daylight hours. Appropriate artificial lighting is required for an inspector to conduct a valid inspection.

When FRA inspectors are conducting inspections from a hi-rail vehicle, only the track occupied will be recorded on the F 6180.96 form [hi-rail main track (MTH) or hi-rail yard track (YTH)]. When conducting a walking inspection, multiple tracks may be inspected and counted as units on the F6180.96 form. It is recognized that walking inspections reveal more defective conditions than hi-rail inspections. Therefore, FRA inspectors may include multiple tracks while conducting walking inspections. Inspectors will use good judgment in ensuring a high-quality inspection while conducting walking inspections.

For the purposes of the application of inspection intervals, a week is defined as a period of 7 days, Sunday through Saturday. This is the accepted standard definition and emphasized here to avoid confusion when the railroad changes the starting and ending days of a week from inspector to inspector or from territory to territory. Classes 1 through 3 track require a weekly inspection with at least 3 calendar days interval between inspections, or before use, if the track is used less than once a week; or twice weekly with at least 1 calendar-day interval between inspections, if the track carries passenger trains, or more than 10 million gross tons of traffic, during the preceding calendar year.

When a railroad operates seasonal or irregular passenger service, it is expected that the twice weekly inspection will be conducted during those periods. A railroad will be considered to be in compliance if the twice weekly inspection occurs the week before and the week or weeks that the passenger trains are operated. If a one time infrequent or seasonal passenger train movement occurs only on one day of a week, the twice weekly inspection the prior week and one [*] inspection the week of the movement is adequate.

[*] If the scheduled passenger train is to operate on one day only, at an interval during the week that does not allow for the two required inspections prior to that movement, then the one inspection for the week must occur before the movement.

Turnouts and track crossings visually inspected from a vehicle must be accomplished at a speed not exceeding 5 mph. A vehicle’s speed will be at the sole discretion of the operator and is based upon track conditions, inspection requirements, operating rules, and other circumstances that may vary from day to day and location to location. Nothing in the TSS precludes an inspection from a train or engine as long as the overall effectiveness of the inspection is not compromised and the person is able to visually inspect the track structure for compliance with this part. However, examining track while simultaneously operating a locomotive shall not be considered as an inspection under the TSS. The person must have the ability to stop movements to make a close examination of any possible track defect.

Deviations found under § 213.233 are those observed in the field as opposed to the § 213.241 recordkeeping requirements, which are normally reviewed at a track owner’s corporate or division offices. Inspectors may also monitor other railroad records, such as a dispatcher’s or control operator’s record of track authorities conveyed and speed restrictions placed, to confirm that inspections were made and proper remedial actions were taken.

Classes 1 through 3 track require a weekly inspection with at least three calendar days interval between inspections, or before use, if the track is used less than once a week; or twice weekly with at least 1 calendar-day interval between inspections if the track carries passenger trains or more than 10 million gross tons of traffic during the preceding calendar year.

General Guidance: This section —effective on July 1, 2012— requires the automated inspection of track constructed with concrete crossties. Automated inspection technology is available to perform essential tasks necessary to supplement visual inspection, quantify performance-based specifications to guarantee safe car behavior, and provide objective confidence and ensure safe train operations. Automated inspections also provide a level of safety superior to that of manual inspection methods by better analyzing overall weak points in track geometry and structural components. The computer systems in automated inspection systems can accurately detect geometry deviations from the Track Safety Standards and can analyze areas that are often hard to examine manually. Railroads benefit from automated inspection technology by having improved defect detection capabilities, suffering fewer track-related derailments, and improving overall track maintenance.

Automated inspection technology is used in Track Geometry Measurement Systems (TGMS), Gage Restraint Measurement Systems (GRMS), and Vehicle/Track Interaction (VTI) performance measurement systems. TGMS identifies single or multiple noncompliant track geometry conditions. GRMS aids in locating good or poor performing track strength locations. VTI performance measurement systems indicate both acceleration and wheel forces that, when exceeding established thresholds, often cause damage to track components and rail equipment, as well as affect passenger ride quality. These automated systems can easily identify and measure track geometry, but they do not identify what causes them. 

Guidance: Frequency of automated inspections states the frequencies at which track constructed of concrete crossties shall be inspected by automated means. An automated inspection must be conducted twice each calendar year, with no less than 160 days between inspections, if the annual tonnage on Class 4 and 5 main track and Class 3 main track with regularly scheduled passenger service exceeds 40 million gross tons. An automated inspection must be conducted at least once each calendar year if annual tonnage on Class 4 and 5 main track and Class 3 track with regularly scheduled passenger service equals or is less than 40 mgt annually.

Guidance: NONAPPLICATION excludes from the required automated inspections sections of tangent track of 600 feet or less constructed of concrete crossties, including, but not limited to, isolated track segments, experimental or test track segments, highway-rail crossings, and wayside detectors. These exclusions are specified because FRA recognizes the economic burden caused by requiring automated inspections to be made on short isolated locations constructed of concrete crossties that may be difficult to measure without removal of additional material, such as grade crossing planking.

Guidance: PERFORMANCE STANDARD FOR AUTOMATED INSPECTION MEASUREMENT SYSTEM requires that an automated inspection measurement system be capable of indicating and processing RSD requirements which specify the following: (1) an accuracy, to within 1/8 of an inch; (2) a distance-based sampling interval not exceeding five feet; and (3) calibration procedures and parameters assigned to the system, which assure that recorded values accurately represent RSD. RSD is indicated as a result of interpolations and calculations from rail cant measurements. The rail cant measurements provide an indication to the designated § 213.7 person that the location should be field-verified.

The design and practicality of all automated and autonomous geometry measurement systems is a supplement to visual inspection efforts toward identifying locations of greatest derailment risk. It is FRA’s objective and policy that on-the-ground visual verification must be done by inspectors to validate not only RSD, but also all track structure and geometry conditions discovered by automated means. While other automated inspection technologies may exist, the belief is FRA’s Rail Profile Measurement System (RPMS) is currently the best-developed technology to indicate (measure) RSD. The RPMS determines RSD by measuring rail cant angle in tenths of a degree. It is often difficult to measure rail cant in the field with hand measurement tools because of the small dimension, e.g., 1-degree rail cant angle equates to ⅛-inch depth between the rail seat and the rail. Typically the RPMS instrumentation onboard FRA geometry cars are set to notify an advisory ‘alarm’ exception when the angle exceeds 4 degrees of negative (outward) and positive (inward) rail cant.

FRA’s current fleet of automated inspection systems provides a reliable method of determining RSD. However, to allow for future advances in technology, FRA does not mandate that a track owner’s automated system ‘measure’ the rail cant angle to determine RSD. FRA also recognizes that detecting rail cant alone will not necessarily demonstrate all possible locations of RSD. For example, FRA geometry cars will not find areas of RSD that are due to compression forces from loads onto the crosstie. However, FRA geometry cars will locate RSD due to rail cant in curve and tangent track, which are the hardest areas to detect manually when the rail is obstructed.

Guidance. Paragraph (a) prescribes the frequency and method of inspection for switches, turnouts, track crossings, and moveable bridge lift rail assemblies or other transition devices by a track owner’s qualified persons. By examining records and conducting field investigations, FRA inspectors can confirm the track owner’s on foot inspection of each switch, turnout, track crossing, and moveable lift bridge rail assembly at least monthly.

Guidance. “Lift rails” have unique properties and functions. This discussion will focus on cast manganese alloy types of lift rail assemblies that provide a transition between a fixed span and a movable span on lift bridges, swing bridges, and bascules. Lift rails are made of three pieces for swing bridges: a section on the fixed span, a section on the movable span, and the rocker.

Analogous to a rail in some respects, a manganese lift rail provides a running surface and it is also similar to a rail joint in that it joins rails at the ends of bridge spans. It is made of manganese alloy, and it has the appearance of a frog.

Manganese lift rails have tapered sections to reduce shock. The design provides for the transfer of wheels to take place on one span, rather than between spans. Track and bridge maintenance personnel familiar with manganese steel lift rails point out that cracks generally progress slowly.

Railroad maintenance officials advocate proper maintenance to prevent or reduce cracking of manganese lift rails. Because there is deformation of manganese over time, they recommend that metal flow be ground at the wheel contact point to reduce or prevent cracks. Railroad maintenance personnel also emphasize that the bridge itself can aggravate wear and deterioration of manganese steel lift rails when the bridge needs to be adjusted or repaired. The condition of the bridge ties, for example, is an important factor in the maintenance of these of such assemblies.

Policies regarding speeds on manganese lift rails are set by each railroad. Some railroads require a 25 mph maximum speed on all lift rails regardless of condition. Further reductions of train speeds should be placed when the lift rails deteriorate to prohibitive levels. In deciding to place a speed restriction or remove a lift rail from service, railroads consider a wide range of factors including the amount of traffic, bridge condition, and the condition of the lift rail itself.

In summary:

General Guidance: Inspections conducted from a vehicle are not considered sufficient to determine compliance. Therefore, each switch; turnout; track crossing; and lift rail assembly, or other transition device on moveable bridges, will be inspected by a walking inspection before FRA inspectors can consider a unit (activity) inspected, as outlined in Chapter 2 of this manual.

(a) Each provider of rail flaw detection shall have a documented training program in place and shall identify the types of rail flaw detection equipment for which each equipment operator it employs has received training and is qualified. A provider of rail flaw detection may be the track owner. A track owner shall not utilize a provider of rail flaw detection that fails to comply with the requirements of this paragraph.

(b) A qualified operator shall be trained and have written authorization from his or her employer to:

(1) Conduct a valid search for internal rail defects utilizing the specific type(s) of equipment for which he or she is authorized and qualified to operate;

(2) Determine that such equipment is performing as intended;

(3) Interpret equipment responses and institute appropriate action in accordance with the employer's procedures and instructions; and

(4) Determine that each valid search for an internal rail defect is continuous throughout the area inspected and has not been compromised due to environmental contamination, rail conditions, or equipment malfunction.

(c) To be qualified, the operator must have received training in accordance with the documented training program and a minimum of 160 hours of rail flaw detection experience under direct supervision of a qualified operator or rail flaw detection equipment manufacturer's representative, or some combination of both. The operator must demonstrate proficiency in the rail defect detection process, including the equipment to be utilized, prior to initial qualification and authorization by the employer for each type of equipment.

(d) Each employer shall reevaluate the qualifications of, and administer any necessary recurrent training for, the operator as determined by and in accordance with the employer's documented program. The reevaluation process shall require that the employee successfully complete a recorded examination and demonstrate proficiency to the employer on the specific equipment type(s) to be operated. Proficiency may be determined by a periodic review of test data submitted by the operator.

(e) Each employer of a qualified operator shall maintain written or electronic records of each qualification in effect. Each record shall include the name of the employee, the equipment to which the qualification applies, date of qualification, and date of the most recent reevaluation, if any.

(f) Any employee who has demonstrated proficiency in the operation of rail flaw detection equipment prior to January 24, 2014, is deemed a qualified operator, regardless of the previous training program under which the employee was qualified. Such an operator shall be subject to paragraph (d) of this section.

(g) Records concerning the qualification of operators, including copies of equipment-specific training programs and materials, recorded examinations, demonstrated proficiency records, and authorization records, shall be kept at a location designated by the employer and available for inspection and copying by FRA during regular business hours.

Guidance. This section is general in nature, because it is not practical to specify all the conditions that could trigger a special inspection or the specific manner and timing. This section is not meant to imply that train operations must necessarily stop until the special inspection is made. However, all special inspections should be conducted for the primary purpose of determining whether the track structure is safe for the continued operation of trains. Inspectors are directed to review the significant impacts to railroad operations in regard to storms as discussed in any applicable safety advisory.

Because a number of train derailments have been caused by unexpected track damage from moving water in the past, FRA deemed it appropriate to issue Safety Advisory 97-1, which recommends procedures that reflect effective industry practices for special track inspections. The procedures consist of:

1. Prompt notification to dispatchers of expected bad weather.

2. Limits on train speed on all track subject to flood damage, following the issuance of a flash flood warning, until a special inspection can be performed.

3. Identification of bridges carrying Class 4 or higher track that are vulnerable to flooding and over which passenger trains operate.

4. Availability of information about each bridge, such as identifying marks, for those who may be called to perform a special inspection.

5. Training programs and refresher training for those who perform special inspections.

6. Availability of a bridge maintenance or engineering employee to evaluate the railroad track inspector’s findings.

Inspectors should determine the procedures that have been established by the railroad to comply with § 213.239, mindful that advisory procedures are not mandatory. Procedures should include the method employed by the railroad to receive information on severe weather (e.g., who receives the information and what is done with that information). When the railroad is notified of a possible track-damaging occurrence, a special inspection must be made. A track owner may designate any official to be responsible for making a determination on whether a special inspection, under § 213.239, is required. The designation is not limited to any certain craft, but the official must be trained and qualified to assure a proper inspection was conducted. The TSS do not require railroads to keep written records of special inspections, and so FRA inspectors will not have any such records to determine railroad compliance with this section. As a result, FRA inspectors should look to other sources (e.g., train dispatcher hi-rail occupancy records) to determine compliance.

Guidance. Each track owner is required to keep a record of each inspection according to the requirements under §§ 213.4, 213.119, 213.233, and 213.235. Each inspection report under these sections must be prepared on the day of inspection and signed by the person making the inspection.

The track owner may develop any form that meets the requirements of the TSS. If the owner requires inspections at more frequent intervals than specified by § 213.233(c), then the only requirement is to prepare and maintain an inspection record to comply with the minimum inspection frequency. This section is explicit concerning the required information contained in the inspection records. They must specify the track inspected [including the provisions under § 213.233(b)(3)], date of inspection, location and nature of any defect, and the remedial action taken by the person making the inspection. Railroad inspection reports are required to reflect the actual conditions, as they exist in the track structure. The railroad inspector must include the specific measurement of the track parameter, whenever appropriate, when describing the nature of the defect per § 213.241(b). For example: “wide gage exceeds allowable for Class 4 track - 58 inches - track slow ordered to 10 m.p.h.” When defects are discovered, the track owner’s inspectors and immediately initiate remedial action, in accordance with § 213.5. If a speed restriction is used as remedial action, the reduced speed should be shown in the inspection records.

When two qualified persons inspect multiple tracks in accordance with § 213.233(b), one report or two reports may be optionally prepared. If one report is used, the report must include a notation such as signature, initials, or printed name of the second inspector.

Rail inspection records must be maintained by the track owner for at least 2 years after the inspection and for 1 year after the last remedial action is taken. The record must specify the location and nature of any rail defects found through internal inspection, and the remedial action taken and the date thereof. This record may consist of log sheets combined with a standard rail defect and change out report, computer records, or other data kept by the track owner and containing all the required information.

The rail inspection records must specify the locations of any rail that, due to rail surface conditions, prohibit the railroad from conducting a valid search for internal defects at the required frequency. If a valid search cannot be conducted before the time or tonnage frequency expires, the remedial action and date of remedial action must be recorded on the inspection records.

In reviewing compliance with this section, inspectors should determine if the track owner is properly recording the location and date when each switch that is held in position only by the operating mechanism and a connecting rod are operated in every three month period [(§ 213.235(c)]. In addition, the record should reflect when each siding was actually traversed by a vehicle or on foot at the required frequency [§ 213.233(c)].

241(d) Each owner required to keep inspection records under this section shall make those records available for inspection and copying by the Federal Railroad Administration.

241(e) For purposes of compliance with the requirements of this section, an owner of track may maintain and transfer records through electronic transmission, storage, and retrieval provided that;

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