Elastic rail pads shall be manufactured in accordance to UIC 864-5, with a foamed and

closed microcellular structure. This provides a high degree of low water absorption, a very high stability
and resistance
against aging, temperature as well as oil, grease and weather influence.
The pads shall have dimensions compatible with the fastener and track structure. They shall
engage the
insert in a manner that prevents the pad from being moved from its intended position by
longitudinal
movement of the rail. The pads shall have a minimum width equal to the base width of the
rail 0mm/+3mm and a minimum thickness of 5mm and desirable minimum thickness of 10mm.
The nominal static stiffness shall be > 35 kN+ 15% measured as a secant stiffness between
18 and 68
kN.
The elastic volume resistivity shall be > 108 * cm, according DIN IEC 60093.
It shall have a chemical composition able to resist the traffic load and any external exposure
created by
the environment (particularly temperatures) or the mineral transported (especially in mine
terminals).
The pads shall be marked with an orientation indicator and the name of the manufacturer.
The following tests shall be performed on one out of every 50,000 rail seat pads or at a
minimum of once
per week per production facility, irrespective of the production rate at that facility.
1.
2.
3.
4.
5.
6.

Compression test (ASTM D395);

Abrasion test (ASTM D2228 or D1242);
Tensile test (ASTM D412 and ASTM D573);
Tear test (ASTM D624);
Hardness (ASTM D2240);
Resistance to fluids and synthetic lubricants (ASTM D471).

Rail seat pads for concrete sleepers shall be tested in accordance with the specifications set
out above.
Test results shall fall within the range established by the Contractor in his quality assurance
plan, proven
by identical tests on the samples used in the pre-qualification of the sleepers, and agreed by
the
Engineer. Copies of the certificates and reports bearing the test results and identification
data for the
accepted material shall be forwarded to the Engineer.

LONG WELDED RAIL (LWR)

Long welded rails (LWR), of the maximum length possible to minimize in-track welds, shall be prepared under
controlled conditions using tools and fixtures which ensure that alignment tolerances are achieved and shall be
flash-butt welded only.
Rail shall be delivered to the installation site as LWR of the maximum length consistent with handling
limitations. Single point slinging of rails is prohibited. Self-actuating rail grip devices are to be used for the
handling of rail. Rails shall always be lifted at minimum two points using a spreader beam or similar device.
Rails shall not be distorted in any way by reason of transportation and handling. Rails shall be unloaded in

position for fastening on the track way wherever feasible. The rails shall be unloaded in a manner which would
minimize further handling and measures shall be taken to prevent LWR from buckling.
All rails delivered to the site shall be examined prior to welding and the ends shall be clean parent metal
welded in accordance with AREMA Chapter 4 and UIC 720-R. Alignment of rail in the welding machine shall be
done on the gauge face of the rail.
The Contractor may commence production welding only after satisfactory completion of the initial test welds to
ensure his equipment and procedures meet the relevant standards.
2.6.1 CWR Closure Welds
Closure welds shall be fabricated in a stress-free (neutral) temperature range of (28C 3C). The rail strings
shall be checked to confirm that the temperature is uniform along the LWR prior to making the closure weld.
The mean rail temperature and the ambient air temperature at the final fastening of all rails shall be recorded.
Rail temperatures shall be measured by thermometers specifically designed to measure rail temperatures.
Thermometers shall be checked regularly to ensure accuracy of measurement.
The welder shall complete a welding record of each weld for the Employers information, to confirm that
welding has been carried out to the manufacturers recommendations.
Thermite welds shall not be located:
a. within 6 m from the centre of another thermite weld, or an insulated rail joint;
b. within 2.5 m of a flash-butt weld, or
c. within 150 mm of a sleeper or fastener.
Defective welds shall be cut out and replaced by a rail at least 6 m in length.
Each weld shall have full penetration and complete fusion, with no evidence of surface or internal fissures or
cracks. Installation Acceptance Limits (for Rail Cross-Section) shall be:
a. the largest defect must not exceed 1.5 mm in any dimension;
b. the total area of defects must not exceed 10 mm2, and
c. the sum of the defects in a line must not exceed 5 mm.
INSULATED RAIL JOINTS
Insulated joints shall be used only at turnouts, crossovers, double crossovers and double and single slip
diamond crossings. Insulated joints shall be placed not more than 2 m in advance of a signal and at turnouts
shall be located in accordance with the applicable signal system. Insulated joints shall not be closer than: 6 m
to a thermite weld or mechanical joint; and 4.5 m to a flash-butt weld.
The following criteria shall be applied to the installation and materials for insulated joints:
a. joints shall be suspended between sleepers spaced as in the plain line;
b. compliance with UIC 864-4/O; full contact, bonded type;
c. a non-bonded, encapsulated type may be used for depot and stabling tracks;
d. fishplates to be designed to allow the use of direct elastic fastenings;
e. the type proposed must have been used on at least 3 other UIC member country standard railways for the
last 3 years, and
The alignment tolerances shall be:
a. vertical over 1 m straight edge +0.5 mm, -0.0 mm, and
b. horizontal over 1 m straight edge 0.5 mm.
Note that number and position of insulated joints will be defined at the Signaling Contract.