technical specification non-destructive testing of welding on rails of ...

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDOCUMENT NO.3. TECHNICAL SPECIFICATIONS

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE OF CONTENTS OF THE DETAILED DESIGNDOCUMENT NO. 1- DETAILED DESIGN REPORT AND ANNEXESDOCUMENT NO. 1- DETAILED DESIGN REPORT AND ANNEXESDOCUMENT NO. 3- TECHNICAL SPECIFICATIONSDETAILED DESIGN REPORTANNEXE 20TESTING AND COMMISIONING1 GENERAL REQUIREMENTS, SPECIFICATIONS AND STANDARSANNEXE 1.PROJECT BACKGROUNDANNEXE 21HEALTH&SAFETY ASPECTS2 WORK DESCRIPTIONANNEXE 2.PHOTOGRAPHIC REPORT3 CONSTRUCTION TASKSANNEXE 3.CARTOGRAPHY & TOPOGRAPHYDOCUMENT NO. 2- DRAWINGSANNEXE 4.STACKE OUT & PEGGING SYSTEMTRTABLE OF CONTENTSANNEXE 5.TRACK LAYOUTTRSITUATIONANNEXE 6.SUPERSTRUCTURE MATERIALSTRLAYOUTANNEXE 7.STRUCTURE-TRACK INTERACTIONTRSKETCH OF LINEANNEXE 8.SUPPLY LOGISTICSTRTYPICAL SECTIONSANNEXE 9.TRACK ASSEMBLY METHODTRSUPESTRUCTURE MATERIALSANNEXE 10.TREATMENTS IN THE EXISTING INFRASTRUCTURETRACCESSES TO THE WORK SITE & TREATMENTS IN THE EXISTING INFRASTRUCTUREANNEXE 11.WORK BASEWBWORK BASEANNEXE 12.FIXED COMMUNICATIONFCFIXED COMMUNICATIONANNEXE 13MOBILE COMMUNICATIONSGSIGNALLINGANNEXE 14SIGNALLINGSGDETECTORSANNEXE 15DETECTORSEVENVIRONMENTANNEXE 16TUNNEL SYSTEMS INTEGRATIONANNEXE 17ELECTRIFICATIONANNEXE 18ENVIRONMENTAL REPORTANNEXE 19COMPLEMENTARY WORKS

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTECHNICAL SPECIFICATIONS

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE OF CONTENTS1.8 ELECTRIFICATION STANDARDS (ONLY FOR THE AKKO‐CARMIEL AND HERZELYA‐KEFAR SABA LINES)61.8.2 EN ................................................................................................................................ 61 GENERAL REQUIREMENTS, SPECIFICATIONS AND STANDARDS ...................................................... 11.1 INTRODUCTION ........................................................................................................................ 11.2 TRACK STANDARDS................................................................................................................... 11.2.1 ISRAELI STANDARDS .................................................................................................... 11.2.2 INTERNATIONAL STANDARDS‐UIC LEAFLETS AND REPORTS ....................................... 11.2.3 EUROPEAN STANDARDS .............................................................................................. 21.3 FIXED COMMUNICATION STANDARDS ..................................................................................... 21.3.1 CELENEC STANDARDS .................................................................................................. 21.3.2 TELECOMMUNICATION STANDARISATION SECTOR, ITU‐T RECOMMENDATIONS.TRANSMISSION SYSTEMS AND MEDIA, DIGITAL SYSTEMS AND NETWORKS .............. 31.4 MOBILE COMMUNICATION STANDARDS ................................................................................. 31.4.1 RAILWAY STANDARDS ................................................................................................. 31.4.2 EUROPEAN COMMITTEE FOR ELECTROTECHNICAL STANDARDIZATION (CENELEC)STANDARDS ................................................................................................................. 31.4.3 STANDARDS AND TECHNICAL REGULATIONS FOR ENERGY SUPPLY INSTALLATIONS . 41.4.4 CIVIL WORKS AND EDIFICATION .................................................................................. 41.4.5 VARIOUS ...................................................................................................................... 41.4.6 ISRAELI STANDARD FOR RAIL TUNNELS (FIRE SAFETY REQUIREMENT) ...................... 41.4.7 VHF STANDARD............................................................................................................ 41.5 SIGNALLING .............................................................................................................................. 41.5.1 EUROPEAN STANDARDS .............................................................................................. 41.5.2 OTHER GENERAL RULES AND TECHNICAL SPECIFICATIONS ........................................ 51.6 DETECTION SYSTEMS STANDARDS ........................................................................................... 51.6.1 EUROPEAN AND INTERNATIONAL STANDARDS .......................................................... 51.6.2 OTHER GENERAL RULES AND TECHNICAL SPECIFICATIONS ........................................ 51.7 TUNNEL SYSTEMS STANDARDS ................................................................................................ 51.8.3 TSI ................................................................................................................................ 61.8.4 CEI IEC .......................................................................................................................... 61.8.5 UIC ............................................................................................................................... 61.9 ENVIRONMENTAL STANDARDS ................................................................................................ 71.9.1 APPLICABLE ISRAELI REGULATIONS ............................................................................ 71.9.2 ENVIRONMENTAL PLANNING REGULATIONS ............................................................. 71.9.3 NATURE, BIODIVERSITY AND LANDSCAPE REGULATIONS .......................................... 71.9.4 WATER REGULATIONS ................................................................................................. 71.9.5 SOILS REGULATIONS .................................................................................................... 71.9.6 RECYCLING AND WASTE REGULATIONS ...................................................................... 71.9.7 HAZARDOUS SUBSTANCES REGULATIONS .................................................................. 81.9.8 AIR QUALITY REGULATIONS ........................................................................................ 81.9.9 NOISE REGULATIONS ................................................................................................... 81.9.10 CULTURAL HERITAGE REGULATIONS .......................................................................... 81.9.11 OTHER REGULATIONS ................................................................................................. 82 WORK DESCRIPTION ........................................................................................................................ 92.1.1 TRACK LAYOUT ............................................................................................................ 92.1.2 WORKBASE .................................................................................................................. 112.1.3 SUPPLY LOGISTICS ....................................................................................................... 112.1.4 TRACK ASSEMBLY METHOD ........................................................................................ 112.1.5 FIXED COMMUNICATION ............................................................................................ 122.1.6 MOBILE COMMUNICATION ......................................................................................... 122.1.7 SIGNALLING ................................................................................................................. 122.1.8 TUNNEL SYSTEMS ........................................................................................................ 123 CONSTRUCTIONS TASKS .................................................................................................................. 143.1 BALLASTED TRACK .................................................................................................................... 153.1.1 ISR 11001 MILESTONE FOR MAIN STAKEOUT NETWORK ........................................... 15

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.1.2 ISR11002 MILESTONE FOR SECONDARY STAKEOUT NETWORK .................................. 173.1.3 ISR11003 STAKEOUT AND PEGGING............................................................................ 173.1.4 ISR11004 SUPPLY AND TRANSPORTATION OF 60E2 RAILS IN 18 M BARS, 260HB ...... 173.2.8 ISR 11013 STRESS NEUTRALIZATION ........................................................................... 503.2.9 ISR12026 UNDER SLEEPER PADS (USP) ....................................................................... 503.2.10 ISR13008 CONCRETING IN TUNNEL WITH FILLING CONCRETE (MEDIUM QUALITY) .. 523.1.5 ISR11005 SUPPLY AND TRANSPORTATION OF 60E2 RAILS IN 18 M BARS, 350HB ...... 183.1.6 ISR11007 SUPPLY AND TRANSPORTATION OF B70 SLEEPERS ..................................... 183.1.7 ISR 11008 LAYING OF BALLAST BED INCLUDING SUPPLY AND TRANSPORTATIONOF BALLAST .................................................................................................................. 263.1.8 ISR11009 ASSEMBLY, TRANSPORTATION AND LAYING ON TRACK ............................. 323.1.9 ISR11010 FLASH‐BUTT WELDING ................................................................................ 353.1.10 ISR11011 ALUMINOTHERMIC WELDING ..................................................................... 353.1.11 ISR11012 EXECUTION OF 1ST TAMPING INCLUDING SUPPLY ANDTRANSPORTATION OF BALLAST ................................................................................... 353.1.12 ISR11013 STRESS NEUTRALIZATION ............................................................................ 363.1.13 ISR11014 EXECUTION OF 2 ND TAMPING INCLUDING SUPPLY ANDTRANSPORTATION OF BALLAST ................................................................................... 383.1.14 ISR11015 CLEARANCE POINTS ..................................................................................... 393.1.15 ISR11016 MILESTONES TYPE 1 (EVERY KM) ................................................................. 393.1.16 ISR11017 MILESTONES TYPE 2 (EVERY 200 M) ............................................................ 393.1.17 ASPHALTIC TREATMENT .............................................................................................. 39APPENDIX 1. GUIDELINES FOR LAYING DOWN AND MAINTENANCE OF WELDED RAILSAPPENDIX 2. TECHNICAL SPECIFICATIONS FOR THE FLASH BUTT WELDING OF RAILS BY MOBILE WELDINGMACHINEAPPENDIX 3. TECHNICAL SPECIFICATION NON‐DESTRUCTIVE TESTING OF WELDING ON RAILS OF TYPES UIC 54,U50, AND UIC 60APPENDIX 4. TECHNICAL SPECIFICATION WELDING RAILWAY LINES BY AN ALUMINO‐THERMAL METHODAPPENDIX 5. RAILWAY BUFFER STOPS PLANNING GUIDELINESAPPENDIX 6. TEMPORARY COMMUNICATION DUCTSAPPENDIX 7. ISR MILESTONESAPPENDIX 8. SAFETY FENCE IN STATIONSAPPENDIX 9. GENERAL REQUIREMENTS FOR THE PRELIMINARY PLANNING OF A SLAB TRACKAPPENDIX 10. SLAB TRACK REQUIREMENTS FOR SIGNALLINGAPPENDIX 11. TUNNEL SYSTEM SPECIFICATIONS3.1.18 ISR11020 SUPPLY AND ASSEMBLY OF SWITCHES ........................................................ 413.1.19 ISR11021 CONCRETE BUFFER ...................................................................................... 433.1.20 ISR84001 SAFETY FENCE BETWEEN PLATFORMS ........................................................ 433.2 SLAB TRACK .............................................................................................................................. 433.2.1 SLAB TRACK‐GENERAL SPECIFICATIONS ...................................................................... 443.2.2 ISR13001 MILESTONE FOR SECORDARY STAKEOUT NETWORK IN TUNNEL ............... 483.2.3 ISR13002 LABELS FOR LEVELLING THE TRACK EVERY 5 M ........................................... 483.2.4 ISR11003 STAKEOUT AND PEGGING............................................................................ 483.2.5 ISR12004 SUPPLY AND ASSEMBLY OF SLAB TRACK ..................................................... 483.2.6 ISR 11004 SUPPLY AND TRANSPORTATION OF 60 E2 RAILS IN 18 M BARS, 260 HB ... 503.2.7 ISR11010 FLASH‐BUTT WELDING ................................................................................ 50

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL1 GENERAL REQUIREMENTS, SPECIFICATIONS AND STANDARDS1.1 INTRODUCTIONThis article is intended to give a list <strong>of</strong> standards to be applied on the design <strong>of</strong> the new railway lines Akko‐Carmiel and Haifa‐Bet Shean.1.2 TRACK STANDARDS1.2.1 ISRAELI STANDARDSTracks Design Guidelines. Israel Railways Ltd. March 2008Tracks Design Guidelines for Speeds <strong>of</strong> up to 230 km/h. Israel Railways Ltd. March 2012Specification for production and supply <strong>of</strong> gravel ballast for railway tracks E‐01‐0013 Version 1.1 <strong>of</strong> Israelrailways infrastructures division track and environment department.Railway buffer stops planning guidelinesTechnical <strong>specification</strong> E‐06‐0001. Welding railway lines by an alumino‐thermal method.Technical <strong>specification</strong> for <strong>non</strong>‐<strong>destructive</strong> <strong>testing</strong> <strong>of</strong> <strong>welding</strong> on rails <strong>of</strong> types UIC‐54, U50, and UIC 60.Guidelines for laying down and maintenance <strong>of</strong> welded rails.Technical Specification for Production and Supply Prestressed Monoblock Concrete Sleeper.SI 466‐ Concrete CodeSI 4466‐ Steel for Reinforcement <strong>of</strong> ConcreteSI 413‐ Israel Seismic Code1.2.2 INTERNATIONAL STANDARDS‐UIC LEAFLETS AND REPORTSSUB‐SECTION 70 GENERAL CHARACTERISTICS OF LINES700 Classification <strong>of</strong> lines ‐ Resulting load limits for wagons702 Static loading diagrams to be taken into consideration for the design <strong>of</strong> rail carrying structures on linesused by international services703 Layout characteristics for lines used by fast passenger trains705 Infrastructure for tilting trainsSUB‐SECTION 71 LAYING AND MAINTENANCE OF TRACK710 Minimum track gauge in curves711 Geometry <strong>of</strong> points and crossings with UIC rails permitting R speeds <strong>of</strong> 100 km/h or more on thediverging track712 Rail defects713 Design <strong>of</strong> monoblock concrete sleepers714 Classification <strong>of</strong> lines for the purpose <strong>of</strong> track maintenance715 Factors affecting track maintenance costs ‐ Their relative importance715‐1 Application <strong>of</strong> digital track geometry analysis to the planning <strong>of</strong> tamping and lining/levelling work715‐2 Recommendations for management <strong>of</strong> rails716 Maximum permissible wear pr<strong>of</strong>iles for switches717 Recommendations for the design <strong>of</strong> bridges to satisfy track requirements and reduce noise dimensions717‐3 Steel bridges ‐ Laying <strong>of</strong> track on steel without ballast – Direct laying718‐1 Criteria to be taken into consideration when approving mechanical track maintenance equipment718‐2 Criteria to be taken into consideration when approving tamping and lining machines for plain track718‐3 Criteria to be taken into consideration when approving tamping lining machines for points andcrossings718‐4 Guidelines for the measurement <strong>of</strong> noise emitted by track machines719 Earthworks and track bed construction for railway linesSUB‐SECTION 72 LAYING AND MAINTENANCE OF TRACK (CONTINUATION)720 Laying and Maintenance <strong>of</strong> CWR Track721 Recommendations for the use <strong>of</strong> rail steel grades722 Methods <strong>of</strong> improving the track formation <strong>of</strong> existing lines723 Vegetation control ‐ Technical and management aspects724 Track equipment for 25 tons (250 kN) axle loads on ballasted track725 Treatment <strong>of</strong> rail defects728 Absolute coordinates for tack engineering work ‐ A Railway Geodesy approachSUB‐SECTION 73 SIGNALLING AND INTERLOCKINGDocument No.3. Technical Specifications ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL730‐3 Automatic warning <strong>of</strong> track maintenance gangs731 Inspection <strong>of</strong> signalling installations732 Principles for signalling trains routes using wayside signals734 Adaptation <strong>of</strong> safety installations to high‐speed requirements736 Signalling relays737‐1 Combination <strong>of</strong> track circuits and treadles737‐2 Measures to be taken to improve track circuits shunting sensitivity737‐3 Application <strong>of</strong> thyristors in railway technology ‐ Measures for the prevention <strong>of</strong> functional disturbancein signaling installations737‐4 Measures for limiting the disturbance <strong>of</strong> light current installations by electric traction (in particularthyristor apparatus)738 Processing and transmission <strong>of</strong> safety information739 Slip limits beyond signalsSUB‐SECTION 74 BUILDINGS741 Passenger stations ‐ Height <strong>of</strong> platforms – Regulations governing the positioning <strong>of</strong> platform edges inrelation to the trackSUB‐SECTION 76 LEVEL CROSSINGS760 Level crossings ‐ Road signs and signals761 Guidance on the automatic operation <strong>of</strong> level crossings762 Safety measures to be taken at level crossings on lines operated from 120 to 200 km/h776‐4 Computer‐aid calculation for bridges and other civil engineering structuresOTHER774‐3 Track‐bridge interaction. Recommendations for calculations779‐9 Safety in railway tunnels779‐10 Management and maintenance principles for existing tunnels779‐11 Determination <strong>of</strong> railway tunnel cross‐sectional areas on the basis <strong>of</strong> aerodynamic considerations1.2.3 EUROPEAN STANDARDSEN 13803‐1:2011EN 13450EN 13674‐1EN 13230‐2EN 13232Railway applications ‐ Track ‐ Track alignment design parameters ‐ Track gauges1435 mm and wider ‐ Part 1: Plain lineAggregates for railway ballastRailway applications‐Track‐Rail‐Part 1: Vignole railways 46 kg/m and aboveRailway applications‐Track‐Concrete sleepers and bearers‐Prestressed monoblocksleepersRailway applications‐Track‐Switches and crossingsBesides,if there is nothing stated in the “Iron Tracks Design Guidelines (Israel Railways Ltd, March 2008), aNAV Standard (Spanish Standard for railways) could be taken as reference for the following tasks or trackcomponents as well as International Standards prior to NI approval:EarthworksRailSleepersFasteningsTurnouts and crossingsBallast and subballastSuperstructure in bridgesLevel crossingsTrack assembly1.3 FIXED COMMUNICATION STANDARDS1.3.1 CELENEC STANDARDSEN 50121‐1EN 50121‐4EN 50122‐1Railway applications. Electromagnetic compatibility. GeneralRailway applications. Electromagnetic compatibility. Emission and immunity <strong>of</strong> thesignalling and telecommunications apparatusRailway applications – Fixed installations – Electrical safety, earthing and the returncircuit Part 1: Protective provisions against electric shockDocument No.3. Technical Specifications ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELEN 50124‐1Railway applications. Insulation coordination. Basic requirements. Clearances andcreepage distances for all electrical and electronic equipmentITU‐T G.709Synchronous multiplexing structureEN 50125‐3Railway applications ‐ Environmental conditions for equipment ‐ Part 3: Equipmentfor signalling and telecommunications1.4 MOBILE COMMUNICATION STANDARDSEN 50126‐1EN 50128EN 50129Railway applications ‐ The <strong>specification</strong> and demonstration <strong>of</strong> Reliability, Availability,Maintainability and Safety (RAMS) ‐ Part 2: Guide to the application <strong>of</strong> EN 50126‐1for safetyRailway applications ‐ Communication, signalling and processing systems ‐ S<strong>of</strong>twarefor railway control and protection systemsRailway applications. Communication, signalling and processing systems. Safetyrelated electronic systems for signallingEN 50159‐1 Railway applications — Communication, signalling and processing systems — Part 1:Safety‐related communication in closed transmission systemsEN 50159‐2 Railway applications — Communication, signalling and processing systems — Part 2:Safety related communication in open transmission systemsEN 50261EN 55011EN 55022EN 60439EN 60947EN 60529EN 60793‐2‐50Railway Applications ‐ Mounting <strong>of</strong> Electronic EquipmentIndustrial, scientific and medical (ISM) radio‐frequency equipment ‐ Electromagneticdisturbance characteristics ‐ Limits and methods <strong>of</strong> measurementInformation technology equipment ‐ Radio disturbance characteristics ‐ Limits andmethods <strong>of</strong> measurementLow‐voltage switchgear and controlgear assemblies ‐ Part 1: Type‐tested andpartially type‐tested assembliesLow‐voltage switchgear and controlgear ‐ Part 7‐1: Ancillary equipment ‐ Terminalblocks for copper conductorsDegrees <strong>of</strong> protection provided by enclosures (IP Code)Optical fibres ‐ Part 2‐50: Product <strong>specification</strong>s ‐ Sectional <strong>specification</strong> for class Bsingle‐mode fibres1.3.2 TELECOMMUNICATION STANDARISATION SECTOR, ITU‐T RECOMMENDATIONS. TRANSMISSIONSYSTEMS AND MEDIA, DIGITAL SYSTEMS AND NETWORKSITU‐T G.652ITU‐T G.707Characteristics <strong>of</strong> a single‐mode optical fibre and cableSynchronous multiplexing structure1.4.1 RAILWAY STANDARDSEN50126‐1EN 50128EN 50129Railway applications ‐ The <strong>specification</strong> and demonstration <strong>of</strong> Reliability, Availability,Maintainability and Safety (RAMS). Part 1: Basic requirements and generic process.Railway applications ‐ Communications, signalling and processing systems ‐ S<strong>of</strong>twarefor railway control and protection systemsRailway applications ‐ Communication, signalling and processing systems ‐ Safetyrelated electronic systems for signaling1.4.2 EUROPEAN COMMITTEE FOR ELECTROTECHNICAL STANDARDIZATION (CENELEC) STANDARDSEN 50121‐1EN 50121‐2EN 50121‐4EN 50122‐1Railway applications ‐ Electromagnetic compatibility ‐‐ Part 1: General.Railway applications ‐ Electromagnetic compatibility ‐‐ Part 2: Emission <strong>of</strong> the wholerailway system to the outside world.Railway applications ‐ Electromagnetic compatibility ‐‐ Part 4: Emission andimmunity <strong>of</strong> the signalling and telecommunications apparatus.Railway applications ‐ Fixed installations ‐‐ Part 1: Protective provisions relating toelectrical safety and earthingEN 50124‐1 Railway applications ‐ Insulation coordination ‐‐ Part 1: Basic requirements ‐Clearances and creepage distances for all electrical and electronic equipment.EN 50125‐3EN 50126‐1EN 50128EN 50129EN 50155Railway applications ‐ Environmental conditions for equipment ‐‐ Part 3: Equipmentfor signalling and telecommunications.Railway applications‐ The <strong>specification</strong> and demonstration <strong>of</strong> Reliability, Availability,Maintainability and Safety (RAMS). Part 1: Basic requirements and generic proces.Railway applications ‐ Communications, signalling and processing systems ‐ S<strong>of</strong>twarefor railway control and protection systems.Railway applications ‐ Communication, signalling and processing systems ‐ Safetyrelated electronic systems for signalling.Railway applications ‐ Electronic equipment used on rolling stock.Document No.3. Technical Specifications ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELEN 50159‐1 Railway applications ‐ Communication, signalling and processing systems ‐‐ Part 1:Safety‐related communication in closed transmission systems.EN 50159‐2 Railway applications ‐ Communication, signalling and processing systems ‐‐ Part 2:Safety related communication in open transmission systems.1.4.3 STANDARDS AND TECHNICAL REGULATIONS FOR ENERGY SUPPLY INSTALLATIONSEN 61000‐6‐2EN 61000‐6‐3EN 55011EN 55022EN 60950DIN 7990DIN 4131Electromagnetic compatibility (EMC) ‐‐ Part 6‐2: Generic standards ‐ Immunity forindustrial environments.Electromagnetic compatibility (EMC) ‐‐ Part 6‐3: Generic standards ‐ Emissionstandard for residential, commercial and light‐industrial environments.Industrial, scientific and medical (ISM) radio‐frequency equipment ‐ Electromagneticdisturbance characteristics ‐ Limits and methods <strong>of</strong> measurement.Information technology equipment ‐ Radio disturbance characteristics ‐ Limits andmethods <strong>of</strong> measurement da.Information technology equipment ‐ Safety.Hexagon head bolts with hexagon nut for steel structuresWind actions on square lattice masts1.4.5 VARIOUSENV 50141ENV 50204EN 55011EN 55022EN 60439‐1Electromagnetic compatibility. Basic immunity standard. Conducted disturbancesinduced by radio‐frequency fields. Immunity test.Radiated electromagnetic field from digital radio telephones. Immunity test.Industrial, scientific and medical (ISM) radio‐frequency equipment ‐ Electromagneticdisturbance characteristics ‐ Limits and methods <strong>of</strong> measurement.Information technology equipment ‐ Radio disturbance characteristics ‐ Limits andmethods <strong>of</strong> measurement.Low‐voltage switchgear and controlgear assemblies ‐‐ Part 1: Type‐tested andpartially type‐tested assembliesEN 60439‐2 Low‐voltage switchgear and controlgear assemblies ‐‐ Part 2: Particularrequirements for busbar trunking systems (busways)EN 60439‐3EN 60439‐4Low‐voltage switchgear and controlgear assemblies. Part 3: particular requirementsfor low‐voltage switchgear and controlgear assemblies intended to be installed inplaces where unskilled persons have access for their use. Distribution boardsLow‐voltage switchgear and controlgear assemblies. Part 4: Particular requirementsfor assemblies for construction sites (ACS)DIN 267DIN 555Fasteners; <strong>technical</strong> delivery conditions; design and dimensional accuracyHexagon nutsEN 60439‐5Low‐voltage switchgear and controlgear assemblies. Part 5: Particular requirementsfor assemblies for power distribution in public networksDIN 7989Washers for steel structures1.4.6 ISRAELI STANDARD FOR RAIL TUNNELS (FIRE SAFETY REQUIREMENT)1.4.4 CIVIL WORKS AND EDIFICATIONIS 5435EN 10025Hot rolled products <strong>of</strong> structural steels1.4.7 VHF STANDARDEN ISO 5817Welding ‐ Fusion‐welded joints in steel, nickel, titanium and their alloys (beam<strong>welding</strong> excluded) ‐ Quality levels for imperfections .ETS 300 384Radio broadcasting systems; Very High Frequency (VHF), frequency modulated,sound broadcasting transmittersEN ISO 1461EN 353‐1Hot dip galvanized coatings on fabricated iron and steel articles ‐ Specifications andtest methods”.Personal protective equipment against falls from a height ‐ Part 1: Guided type fallarresters including a rigid anchor line1.5 SIGNALLING1.5.1 EUROPEAN STANDARDSEN 50121‐1Electromagnetic compatibility. Part 1: general.EN 10025‐2Hot rolled products <strong>of</strong> structural steels ‐ Part 2: Technical delivery conditions for<strong>non</strong>‐alloy structural steels.EN 50121‐4Electromagnetic compatibility. Part 4: emission and immunity <strong>of</strong> the signalling andtelecommunications apparatus.Document No.3. Technical Specifications ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELEN 50122‐1EN 50124‐1EN 50125‐3Railway applications. Fixed installations. Electrical safety, earthing and the returncircuit. Part 1: protective provisions against electric shock.Railway applications. Insulation coordination. Part 1: basic requirements. Clearanceand creepage distances for all electrical and electronic equipment.Railway applications. Environmental conditions for equipments. Part 3: equipmentfor signalling and telecommunications.Supply <strong>of</strong> alphanumeric signals.Supply cables signalling facilities.Provision <strong>of</strong> cable distributor boxes.Supply <strong>of</strong> axle counter.Supply <strong>of</strong> point machine and associated equipments.EN 50126‐1Railway applications. The <strong>specification</strong> and demonstration <strong>of</strong> reliability, availability,maintainability and safety (RAMS). Part 1: basic requirements and generic process.Operational functionality <strong>of</strong> electronic interlocking.Operational functionality <strong>of</strong> line blocks.EN 50128Railway applications. Communication, signalling and processing systems. S<strong>of</strong>twarefor railway control and protections systems.Technical recommendation for delivery <strong>of</strong> drawings and <strong>technical</strong> documentation <strong>of</strong> securityinstallations.EN 50129Railway applications. Communication, signalling and processing systems. Safetyrelated electronic systems for signalling.EN 50159‐1 Railway applications. Communication, signalling and processing systems. Part 1:safety related communication in closed transmission systems.EN 50159‐2 Railway applications. Communication, signalling and processing systems. Part 2:safety related communication in open transmission systems.EN 50261EN 55011EN 55022EN 60439EN 60947Railway applications. Mounting <strong>of</strong> electronic equipment.Limits and methods <strong>of</strong> measurement <strong>of</strong> radio disturbance characteristics <strong>of</strong>industrial, scientific and medical (ISM) radio‐frequency equipment.Information technology equipment. Radio disturbance characteristics. Limits andmethods <strong>of</strong> measurement.Low‐voltage switchgear and controlgear assemblies (BT panels).Low‐voltage switchgear and controlgear1.6 DETECTION SYSTEMS STANDARDS1.6.1 EUROPEAN AND INTERNATIONAL STANDARDSEN 50125‐3EN 50126‐1EN 50128EN 50129EN 60529IEC 60439Railway applications. Environmental conditions for equipments. Part 3: equipmentfor signalling and telecommunications.Railway applications. The <strong>specification</strong> and demonstration <strong>of</strong> reliability, availability,maintainability and safety (RAMS). Part 1: basic requirements and generic process.Railway applications. Communication, signalling and processing systems. S<strong>of</strong>twarefor railway control and protections systems.Railway applications. Communication, signalling and processing systems. Safetyrelated electronic systems for signalling.Degrees <strong>of</strong> protection provided by enclosures (IP Code)Low‐voltage switchgear and control gear assembliesEN 60529Specification for degrees <strong>of</strong> protections provided by enclosures (IP code).1.6.2 OTHER GENERAL RULES AND TECHNICAL SPECIFICATIONS1.5.2 OTHER GENERAL RULES AND TECHNICAL SPECIFICATIONSBesides other national regulations and <strong>technical</strong> <strong>specification</strong>s will be considered:Apart from the European Standards, the Authority ruling the railway network could also define the followingStandards:General regulation <strong>of</strong> circulationGeneral <strong>specification</strong>s regarding installation <strong>of</strong> sideway equipmentGeneral regulation <strong>of</strong> circulation.1.7 TUNNEL SYSTEMS STANDARDSTechnical instruction. Gauge <strong>of</strong> the network.EN 50121CENELEC Electromagnetic CompatibilitySupply <strong>of</strong> light signals.NFPA 130Standard for fixed Guideway transit and Passenger Rail SystemsDocument No.3. Technical Specifications ‐5‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELCETUSRTEN 50128EN 50126Guidelines for fire safe designEuropean Association for Railway InteroperabilityTechnical Specification for Interoperability Safety in Railway TunnelsCENELEC S<strong>of</strong>twareRAMS Plan1.8 ELECTRIFICATION STANDARDS (ONLY FOR THE AKKO‐CARMIEL AND HERZELYA‐KEFAR SABA LINES)There are several organizations which create the standards for electrification:50367 Railway applications ‐ Current collection systems ‐ Technical criteria for theinteraction between pantograph and overhead line (to achieve free access).50388 Railway applications ‐ Power supply and rolling stock ‐ Technical criteria for thecoordination between power supply (substation) and rolling stock to achieveinteroperability.1.8.3 TSI2008/284/CETechnical <strong>specification</strong> for interoperability relating to the ‘energy’ sub‐system <strong>of</strong> thetrans‐European high‐speed rail system. 2008.European Committee for Electro<strong>technical</strong> Standardization (CENELC, European Norms)Technical Specification for Interoperability (TSI)2011/274/EUTechnical <strong>specification</strong> for interoperability relating to the ‘energy’ subsystem <strong>of</strong> thetrans‐European conventional rail system. 2011.International Electro<strong>technical</strong> Commission (IEC – CEI)International Union <strong>of</strong> Railways (UIC)1.8.4 CEI IEC913 (60913) Electric traction overhead lines1.8.2 EN50119 Railway applications ‐ Fixed installations ‐ Electric traction overhead contact lines.50121‐1 Railways appplication ‐ Electromagnetic Compatibility50121‐2 Railways appplication ‐ Electromagnetic Compatibility50122‐1 Railways appplication ‐ Fixed installations ‐ Part 1: Protective provisions relating toelectrical safety and earthing50124‐1 Railway applications ‐ Insulation coordination ‐ Part 1: Basic requirements.Clearances and creepage distances for all electrical and electronic equipment50125‐2 Railway applications ‐ Environmental conditions for equipment ‐ Part 2: Fixedelectrical installations.50149 Railway applications ‐ Fixed installations ‐ Electric traction ‐ Copper and copper alloygrooved contact wires.50152‐2 Railway application ‐ Fixed installation ‐ Particular requirements for AC switchgear ‐Part 2: Single Phase Disconnectors, earthing switches and switches with UM above1 Kv.50153 Railway applications ‐ Rolling stock ‐ Protective provisions relating to electricalhazards.50163 Railway applications ‐ Supply voltages <strong>of</strong> traction systems.60050 International Electro<strong>technical</strong> Vocabulary60364 Low‐voltage electrical installations61000‐5‐2 Electromagnetic Compatibility (EMC) ‐ Part 5: Installation and mitigation guidelines ‐Section 2. Earthing and cabling61024‐1 Protection <strong>of</strong> structures against lightning ‐ Part 1: General principles61936‐1 Power installations exceeding 1 kV a.c. ‐ Part 1: Common rules62305 Protection against lightning1.8.5 UIC608 Conditions to be complied with for the pantographs <strong>of</strong> tractive units used ininternational services791 Quality assurance <strong>of</strong> overhead line equipment793 Working methods for mechanised overhead line installation794 Pantograph‐overhead line interaction on the european high‐speed network795 Minimum installed power ‐ Line categories796 Voltage at the pantographDocument No.3. Technical Specifications ‐6‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL797 Coordination <strong>of</strong> electrical protection substations/traction units799 Characteristics <strong>of</strong> a.c. overhead contact systems for high‐speed lines worked atspeeds <strong>of</strong> over 200 km/h870 Technical <strong>specification</strong> for grooved contact wires1.9 ENVIRONMENTAL STANDARDS1.9.1 APPLICABLE ISRAELI REGULATIONSENVIRONMENTAL IMPACT REGULATIONS Planning and Building Regulations (Environmental Impact Statements) 5763‐20031.9.2 ENVIRONMENTAL PLANNING REGULATIONS Planning and Building Regulations (Environmental Impact Statements) 5763‐20031.9.3 NATURE, BIODIVERSITY AND LANDSCAPE REGULATIONS Roads (Affixing <strong>of</strong> Signs) Law, 1966 National Parks, Nature Reserves, National Sites and Memorial Sites Law, 5758‐1998 Roads (Affixing <strong>of</strong> Signs) (Sponsorship) Regulations, 1999National Parks, Nature Reserves, National Sites and Memorial Sites Proclamation (Protected NaturalAssets), 5765‐20051.9.4 WATER REGULATIONS Water Law <strong>of</strong> 1959 Streams and Springs Authorities Law, 1965 Model Local Authorities By‐Law (Discharge <strong>of</strong> Industrial Sewage into the Sewage System), 1981 Streams and Springs Authorities Order (Kishon River Authority), 1994 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Evaporation and Storage Ponds), 1997 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Sewage Disposal from Vessels), 1998 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Metals and Other Pollutants), 2000Streams and Springs Authorities Order (Imposition <strong>of</strong> Stream Authority Duties on DrainageAuthorities), 5763‐2003 Business Licensing Regulations (Salt Concentrations in Industrial Sewage), 2003 Water Regulations (Prevention <strong>of</strong> Water Pollution) (pH Values <strong>of</strong> Industrial Sewage), 2003 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Usage <strong>of</strong> Sludge), 2004 Public Health Regulations (Effluent Quality Standards and Rules for Sewage Treatment), 20101.9.5 SOILS REGULATIONS Plant Protection Law, 19561.9.6 RECYCLING AND WASTE REGULATIONS Model Local Authorities By‐Law (Discharge <strong>of</strong> Industrial Sewage into the Sewage System), 1981Maintenance <strong>of</strong> Cleanliness Law, 1984 (and its Amendments) Maintenance <strong>of</strong> Cleanliness Regulations (Vehicle Signs), 1987Regulations on Prevention <strong>of</strong> Unreasanoable Air and Smell Pollution from Solid Waste Disposal Sites,1990 Public Health Regulations (Prevention <strong>of</strong> Nuisances) (Removal <strong>of</strong> Plastic Sheets), 1993 Regulations on Used Oil, 1993 Collection and Disposal <strong>of</strong> Waste for Recycling Law, 1993 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Evaporation and Storage Ponds), 1997 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Sewage Disposal from Vessels), 1998Collection and Disposal <strong>of</strong> Waste for Recycling Regulations (Obligation <strong>of</strong> Waste Disposal forRecycling), 1998 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Metals and Other Pollutants), 2000 Business Licensing Regulations (Salt Concentrations in Industrial Sewage), 2003 Water Regulations (Prevention <strong>of</strong> Water Pollution) (pH Values <strong>of</strong> Industrial Sewage), 2003 Water Regulations (Prevention <strong>of</strong> Water Pollution) (Usage <strong>of</strong> Sludge), 2004 Tire Disposal and Recycling Law, 2007 Amendment to the Maintenance <strong>of</strong> Cleanliness Law ‐ Landfill Levy, 2007 Public Health Regulations (Effluent Quality Standards and Rules for Sewage Treatment), 2010 Amendment to the Maintenance <strong>of</strong> Cleanliness Law, 2011Document No.3. Technical Specifications ‐7‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL1.9.7 HAZARDOUS SUBSTANCES REGULATIONS Plant Protection Law, 1956Safety at Work Regulations (Occupational Hygiene and Health <strong>of</strong> the Public and Workers withHarmful Dust), 5744 – 1984 Hazardous Substances Law, 5753‐1993 Abatement <strong>of</strong> Nuisances Regulations (Used Oil), 1993 Hazardous Substances Regulations (Classification and Exemption) 5756‐1996 Safety at Work Regulations (Material Safety Data Sheets), 1998Hazardous Substances Regulations (Implementation <strong>of</strong> the Montreal Protocol on Substances thatDeplete the Ozone Layer), 5769‐20091.9.8 AIR QUALITY REGULATIONS Abatement <strong>of</strong> Nuisances Law 5721‐1961 Abatement <strong>of</strong> Nuisances Regulations (Air Pollution from Premises), 5722‐1962 Abatement <strong>of</strong> Nuisances Regulations (Air Pollution from Vehicles), 5723‐1963 Abatement <strong>of</strong> Nuisances Regulations (Air Pollution from Vehicles) (Hartridge Test Standard), 5724‐1963 Abatement <strong>of</strong> Nuisance Regulations (Prevention <strong>of</strong> Noise) 5752‐1992 Regulations on Prevention <strong>of</strong> Air Pollution and Noise from Quarries, 1998 Criteria for railroad noise Guidelines for community noise, from the World Health Organization (WHO)1.9.10 CULTURAL HERITAGE REGULATIONS Mosaics Conservation Management Policy Antiquities (enclosure) Rules concerning museums and historical sites (1959) Antiquities Law, 5738‐1978 Sites inscripted in UNESCO’s World Heritage Site1.9.11 OTHER REGULATIONS Licensing <strong>of</strong> Businesses Law 5728‐1968 (Amendment 1994) Freedom <strong>of</strong> Information Law 5758‐1998 Environmental Protection Law (Polluter Pays) (Legislative Amendments), 5768‐2008 Freedom <strong>of</strong> Information Regulations (Public Access to Environmental Information) 5769‐2009 Abatement <strong>of</strong> Nuisances Regulations (Emission <strong>of</strong> Particulate Matter into the Air) 5733‐1972 Abatement <strong>of</strong> Nuisances Regulations (Air Quality), 5752‐1992 Regulations on Used Oil, 5753‐1993 Regulations on Prevention <strong>of</strong> Air Pollution and Noise from Quarries, 5758‐1998 Abatement <strong>of</strong> Nuisances Regulations (Air Pollution from Vehicles on a Road), 5761‐2001 Clean Air Law 5768‐2008 Clean Air Regulations (Emission permits 2010)1.9.9 NOISE REGULATIONS Abatement <strong>of</strong> Nuisances Law 5721‐1961 Abatement <strong>of</strong> Nuisances Regulations (Unreasonable Noise from Construction Equipment) 5739‐1979 Abatement <strong>of</strong> Nuisances Regulations (Unreasonable Noise) 5750‐1990Document No.3. Technical Specifications ‐8‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2 WORK DESCRIPTIONThis line will enlarge the existing railway network to the East <strong>of</strong> Israel, providing connection between thecoastal railway around Akko and Carmiel Station by means <strong>of</strong> an electrified double line.Akko ‐ Carmiel line is 21.6 km long <strong>of</strong> double electrified track from K.P. 0+400 (Akko) to K.P. 21+584.425(Carmiel). It is expected that this line is going to be used by mixed traffic, passenger and freight trains.All the line is going to be constructed on ballast but Gilon Tunnels, which will be assembled with slab track.Gilon Tunnels are two tunnels for a single track each. The exact KP where they start and finish are:There is just one level crossing along the line which will be temporary in K.P. 19+675. It will be used during theconstruction period but it could probably be used also during the service period.2.1.1 TRACK LAYOUTThis line will enlarge the existing railway network to the East <strong>of</strong> Israel, providing connection between thecoastal railway around Akko and Carmiel Station by means <strong>of</strong> an electrified double line.The main characteristics <strong>of</strong> this line are:Double track.INITIAL KP (*) FINAL KP (*) LENGTH (M)Gilon tunnel 12+532.997 17+163.000 4,630.003(*)Mileage referred to Track 1Electrified.Mixed traffic: passenger and freight trains.22 km long approximately.The layout has been designed for a maximum speed <strong>of</strong> 160 km/h. The maximum speed along the line variesbetween 50 and 160 km/h.There are two stations in this line:STATIONS KPO(*) KPF(*) STATION KP PLATFORM LENGTH (M)Achihud Station 9+312.941 9+645.249 9+483.766 300Carmiel Station 21+121.457 21+460.600 21+241.75 300The bridges in this line are:Track NUMBERInitial K.P.(*)Mileage referred to Track 1bridgesFinal K.P.LENGTH (m)Track 1 0+868.942 0+880.244 11.302Track 1 1+694.449 1+731.332 36.883Slab track only in the Gilon tunnels. Ballasted track in the rest.The line is planed throughout a hilly land. The layout is consequently adapted to it with a sequence <strong>of</strong> straightlines, transition curves and round curves in layout, and gradients and vertical transition curves in elevation. Asa result, there will be a series <strong>of</strong> embankments and cuttings.The connection between ISR and the new line is made at KP 0+400 <strong>of</strong> the new mileage although the tracklayout definition starts at the KP 0+000 is placed at the front <strong>of</strong> the turnout which links track 1 with thecoastal line.This definitive layout has been developed from the next sources: Infrastructure Project <strong>of</strong> DP1 stretch ............................................................................... 3rd May 2012 Infrastructure Project <strong>of</strong> DP2 stretch ............................................................................. 14th May 2012 Infrastructure Project <strong>of</strong> DP3 stretch .............................................................................. 2nd May 2012 Infrastructure Project <strong>of</strong> DP4 stretch ......................................................................... 27th August 2012Track layout has been organised in different tracks as represented in the following track diagram:Track 1 2+171.223 2+252.348 81.125Track 1 3.081.78 3+092.200 10.420Track 1 8+798.45 8+890.75 92.3Track 1 8+946.03 9+085.12 139.09Track 1 10+271.487 10+303.651 32.164Document No.3. Technical Specifications ‐9‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications ‐10‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAs a summary, the following table shows the characteristics <strong>of</strong> each track:TRACK NAME DEFINITION INITIAL KP FINAL KP LENGTH (m) KIND OF TRACKTrack 1 Connection with Coastal Line (right track) 0+000.000 21+589.430 21,589.430 Single trackTrack 2 Connection with Coastal Line (left track) 0+000.000 21+532.736 21,532.736 Single trackTrack 3 Dead end track, connection with track 1 0+088.457 0+206.542 118.085 Single trackTrack 5 Siding in Carmiel Station, connection with track 1 20+860.427 21+588.959 728.532 Single trackTrack 8Dead end track in Carmiel Station, connection withtrack 5 20+812.926 20+948.715 135.789Single trackAlthough both 1 and 2 axis are defined from KP 0+000.000 respectively, the connection between ISR and thenew line is made at KP 0+400 <strong>of</strong> the new mileage.2.1.2 WORKBASEThe work base is located between the K.P. 3+140 and the K.P. 3+940. It is almost at the beginning <strong>of</strong> the lineso it is close to the coast. It means that the materials arrive to the harbour near the work base and thetransport costs are reduced.The work base is on the left side <strong>of</strong> the main track and it is connected to the track no.2 by a 1/8 turnout.Due to the line is approximately 22 km long, the construction <strong>of</strong> this work base is enough to carry out thetrack assembly.This work base is temporary so the connection to the siding will be dismantled after the construction period.Most <strong>of</strong> the materials which will be used for the assembly <strong>of</strong> the line are stocked in this place while others aredirectly place on site.The work base target is not only to store material but to form the grids before placing them in the track.2.1.3 SUPPLY LOGISTICSThe following diagram shows the operation <strong>of</strong> the track material until they are place on site.The materials will arrive to the work base by truck. These trucks can gain access to the work base from theSouth, along the infrastructure service road.An internal road network that provides access to the camps and the installations <strong>of</strong> the base has beenplanned inside the base, which will be connected to the infrastructure service road.In addition, an internal road network that provides access to the camps and the installations <strong>of</strong> the base hasbeen planned inside the base.It is important to take into account that this way <strong>of</strong> operation is just a hypothesis. The Contractor shouldstudy and decide this operation way and the proposed staff according to the machinery availability and hisown requirements.2.1.4 TRACK ASSEMBLY METHODThere are different kinds <strong>of</strong> sections along the line. Depending on the type, the track assembly method canchange.It is important to remark that the slab track assembly method is a general one due to the fact that the finalslab track system is not decided and it will finally be a Contractor decision.Next sketch shows the way <strong>of</strong> assembling along Akko ‐ Carmiel line.Document No.3. Technical Specifications ‐11‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTo give coverage to Gilon tunnel it is required to add four sites inside the tunnel at theinterconnection tunnels 3, 7, 12, 16.The Detailed Design provided by Motorola is attached in this document. It is noteworthy that for the delivery<strong>of</strong> the Mobile Communications Detailed Design more detailed information should be given, that is: moreinformation about the system, prices, <strong>specification</strong>s <strong>of</strong> the equipment, etc.2.1.7 SIGNALLINGThe new line begins at KP 17+490.67 <strong>of</strong> the existing line Tel Aviv ‐ Naharya and ends in the buffers <strong>of</strong> Carmielnew station.The new line has a double track with facilities for trains circulating in both directions.The project considers the following items:A halt, that will be Achihud's future stationElectronic Interlocking at Carmiel stationAkko has an electric interlocking (relays) and the project will include an interface to connect the newline with the existing one.The Project will be projected and build by THALES company. This company is responsible for the signaling <strong>of</strong>the stations and the connections with the existing network.As this line will be electrified, it must be equipped with the necessary protections for signaling systems.2.1.5 FIXED COMMUNICATIONThe analysis <strong>of</strong> the fixed communication is developed in Annexe 12.2.1.6 MOBILE COMMUNICATIONMotorola has designed a solution to provide coverage to this railway line, having into consideration that whenpassing through Gilon tunnel, communication with emergency services is also needed.The system proposed by Motorola is an existing analogue wireless communication system that providesanalogue communication from the locomotive to the centre <strong>of</strong> the system at “Massua” and LOD.According to the Detailed Design provided by Motorola:Two external sites must be added to give full coverage to Akko‐Carmiel line:Besides, the new line will run through the Gilon tunnels.2.1.8 TUNNEL SYSTEMSIt will be necessary for appropriate accomplishment <strong>of</strong> protection to have several security installations inorder to detect as soon as possible the incidents.These facilities included on this project are:POWER SUPPLY: It will supply the energy to the facilities. It Will have two power connectionsthrough two different power lines. It will exist a specific electrical building close to the East end withall the facilities and <strong>technical</strong> rooms dedicated to the energy system. VENTILATION SYSTEM: It Will provide the mechanical smoke control in case <strong>of</strong> fire. There will be 30Jet Fans per each tunnel. According to the last CFD report the system will be able to control firepower <strong>of</strong> 52 MW.−−One site at Carmiel railway stationOne site at Ahihud railway station.GSM COMMUNICATIONS: This facility will provide GSM cellular communications in the tunnel inorder have radio communications for general‐purpose: normal and emergency communications.Document No.3. Technical Specifications ‐12‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELSMOKE AND FIRE DETECTION SYSTEM: This facility controls the ventilation system and it will be ableto measure the air quality and toxic gases like CO2 or NOx. On the other hand, the linear detectionsystem is constantly measuring the temperature along the tunnel and it’s able to detect fastgradient increasing temperature or unusual temperature values.−−−FIRE SUPPRESSION SYSTEM (Fire Protection)EARTH DETECTION SYSTEM (Fire Protection)MOTION DETECTION SYSTEM (Fire Protection)CCTV: This facility will control, the human or any other unusual presence, in the tunnels. For safetyreasons in the circulations <strong>of</strong> trains it’s very important to detect moving objects.IR TELEFONE: This is the emergency communications phone for fire fighters, military and emergencyteams. It will communicate directly through the emergency control room.LIGHTING: It Will provide the safety evacuation route to the passengers in the case <strong>of</strong> suddenly stop<strong>of</strong> the train. The people shall follow the light signaling to arrive into the safety area or to the safetytunnel.PUBLIC ADRESS: It will be used to communicate with the people in case <strong>of</strong> emergency. The peopleshall follow the audio instruction to avoid risky situations walking in the tunnel.PUMPING WATER SYSTEM (Fire Protection): This is the facility to protect the tunnel and the peopleagainst the fire. It has several components: tanks, pipes, valves… in order to create a pressurizedemergency water network for fire fighting.FIRE SUPPRESSION SYSTEM. This section defines the facility <strong>of</strong> fire suppression and detection systemin the interconnection galleries and <strong>technical</strong> room in the tunnel.EARTHQUAKE DETECTION SYSTEM: It will be used to detect earthquakes. Small detectors will beinstalled along the tunnel in order to provide earthquake information.MOTION DETECTION SYSTEM. The motion detection system makes it possible to know the trainlocation along the tunnel in real time.For the Detailed Design Tunnel Integration systems, all the following information should be provided by thedesigners <strong>of</strong> the different facilities:−−−−−−−−−POWER SUPPLYVENTILATION SYSTEMGSM COMMUNICATIONSSMOKE AND FIRE DETECTION SYSTEMCCTVIR TELEFONELIGHTINGPUBLIC ADRESSPUMPING WATER SYSTEM (Fire Protection)Document No.3. Technical Specifications ‐13‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3 CONSTRUCTIONS TASKSA great number <strong>of</strong> activities included in this Detailed Design have local <strong>specification</strong>s in Israel according to thecommon practices in the country. The main groups <strong>of</strong> activities where Israeli <strong>specification</strong>s are applicable are:3 PIPES3.3 PIPES FOR ELECTRIC INSTALATIONS3.4 PIPES FOR WATER SUPPLY3.5 PIPES FOR PLUMBING/SEWAGE1 EARTHWORKS1.1 EXCAVATION1.2 LANDFILL1.3 AGGREGATE SPREADING4 STEEL4.1 STEEL FOR REINFORCED CONCRETE4.2 STRUCTURAL STEEL1.4 AGRICULTURAL SOIL SPREADING1.5 EMBANKMENT1.6 SELECTED FILL1.7 AGGREGATE1.8 EARTHWORKS/TRANSPORTATION1.9 GEOTEXTILES5 PAVEMENTS5.1 BITUMINOUS MATERIAL5.2 COATS5.3 KERB5.4 ROAD SIGNALING1.10 INERTIAL FILL1.11 SUBBASE1.12 BASE COURSE1.13 BIAXIAL GRID6 DRAINAGE6.1 DITCH6.2 MANHOLE6.3 DITCH ON EMBANKMENT2 CONCRETE6.4 WATERPROOFING2.1 REINFORCED CONCRETE2.2 MASS CONCRETE2.3 FORMWORK2.4 CONCRETE DEMOLITION2.5 CONCRETE JOINTS2.6 MORTAR CEMENT7 FENCES7.1 FENCE7.2 DOORS7.3 CCTV7.4 SITE HUT3 PIPES3.1 TRENCH3.2 PIPES FOR DRAINAGEDocument No.3. Technical Specifications ‐14‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.1 BALLASTED TRACKThe tasks described in this chapter can be applied for new lines or existing ones.If the Contractor has to carry out any activity in existing lines, within ISR boundaries, where there are differenttrain services, he must coordinate with the railway operator (ISR) so as to do the construction in the slot timesstipulated for daily track maintenance. Therefore, construction activities will not disrupt train services.Besides, construction activities will be grouped in sets so as to finalise completely the track works or do themin a level which assures train traffics once the daily maintenance time finishes.Any construction activity within ISR boundaries requires prior approval <strong>of</strong> ISR.3.1.1 ISR 11001 MILESTONE FOR MAIN STAKEOUT NETWORK1.‐ DEFINITION AND GENERAL CONDITIONSThis activity is intended to introduce, for the section under consideration, a system <strong>of</strong> marking and setting outfor the installation and maintenance <strong>of</strong> the railway tracks.The ballast layer and the final position <strong>of</strong> the railway track shall be set out. Also, prior to the start <strong>of</strong> theworks, the dimensions <strong>of</strong> the ground platform already carried out shall be checked.Starting from the Basic Triangulation Network, a secondary network including the following characteristicsshall be implemented in the area:The markers <strong>of</strong> the network shall be slightly set back towards the railway track from the overheadline mast or marking points, so it is possible to reach the closest.In curve alignments, they shall be placed on the outer edge in order to display a larger number <strong>of</strong>overhead masts or marking points.In straight alignments they shall be placed in zigzag.From each marker <strong>of</strong> the secondary network, both the front and the rear mark should be seen. The maximum distance between markers shall be 350 m.The vertexes shall be long‐lastingly marked. The type <strong>of</strong> marking should be chosen so that it is alsopossible to clearly determine dimensions. It shall consist <strong>of</strong> markers made <strong>of</strong> a 0.20 m diameter by1.20 m high vibro‐pressed concrete pipe, filled with concrete or cement mortar on which a bronzepart suitable for forced centering system shall be placed. This pipe shall embedded in a 1m by 0.6 mdeep square concrete base for those <strong>of</strong> the secondary network, and 1.00 m for those <strong>of</strong> the basicpolygonal network. For leveling purposes, it will be fitted with an oval‐headed screw fixed on thebase so as to make eventual level checking easy.Curvature and lateral distance.Absolute coordinates method.Regardless <strong>of</strong> the method used to place the railway track, these reference points must be correctlyimplemented and documented, so as to make the subsequent railway track maintenance easy.Both methods are based on marking points outside the railway track, which in turn are determined from thevertexes <strong>of</strong> the secondary network.In the case <strong>of</strong> curvature and lateral distance it is also necessary to place intermediate marking points (pr<strong>of</strong>ileangle).The marking points located along the entire section shall usually be placed at the definitive overhead linemasts and placed 30 cm above the highest rail head. In the event this were not possible, they shall be placedin square metal tubes, 30 cm above the highest rail head, and fixed on 0.45 x 0.45 m and 0.50 m high concretebases arranged in pairs facing one another on both sides <strong>of</strong> the railway tracks. These points may beconsidered as definitive or as temporary in the event they are located on the overhead masts when fixed onthe railway track. In this case, the coordinates <strong>of</strong> the new marking points should be recalculated. In both casesthey should be provided with an identification plate including the alignment data (beginning and end <strong>of</strong>transition curve), leveling (beginning and end <strong>of</strong> the vertical curve), railway track cant and K.P.Placing marking points in tunnels shall also be compulsory.The coordinates <strong>of</strong> these points are determined as per the vertexes <strong>of</strong> the secondary network.The distribution <strong>of</strong> these points is as follows: Lengthways every 60 m.Crossways at a distance <strong>of</strong> 3.3 m from the axis <strong>of</strong> each railway track.Unless the marking points (and stakes if necessary) are determined and have coordinates, the ballast layershall not be set out.In the event the overhead masts are placed after the assembly <strong>of</strong> the railway track, the contractor shallallocate the coordinates to the bolts <strong>of</strong> these masts.The markers shall be angled, 40 x 40 mm, and shall be anchored by small 30 x 30 x 30 cm concrete shallowfoundations embedded in the sub‐ballast. The pr<strong>of</strong>ile angle shall have hacksaw cuttings at the height <strong>of</strong>railheads <strong>of</strong> both rails.In embankments, the coordinates <strong>of</strong> the elements used in the setting out <strong>of</strong> the railway track shall beperiodically checked, as frequently as the NI authorized personnel considers necessary.For some stages <strong>of</strong> the work, classical topography methods shall be used, but for the setting out <strong>of</strong> the railwaytrack, one <strong>of</strong> the two following methods can be used:Document No.3. Technical Specifications ‐15‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2.‐ CONDITIONS OF PROCESS EXECUTIONIn order to check the finished soil platforms, five points <strong>of</strong> the platforms shall be taken each 20 m betweenside gutters, one on each side gutter, one on the top <strong>of</strong> the platform (on the axis) and one more on each side<strong>of</strong> the axis, approximately midway between the axis and the gutter. In tunnels and viaducts three points shallbe taken, one on the axis, two on the sides (ballast protection walls on viaducts and tunnel ways).This cloud <strong>of</strong> points would provide a 1:500 scale tacheometry that would define the surface <strong>of</strong> the platform.From these topographic data, the definition <strong>of</strong> the plan and elevation <strong>of</strong> the theoretical initial railway trackcan be checked and eventually adjusted.Prior to the assembly <strong>of</strong> the railway track, and once the platform has been implemented, such topographictasks and slope analysis shall be carried out, in order to get precise and specific volumes <strong>of</strong> transition wedges.Then, the marking points and pr<strong>of</strong>ile angles shall be placed on the railway track. The coordinates are obtainedthrough the secondary network.Pr<strong>of</strong>ile angles will be placed in the curved sections and vertical curves. The distance to the axis <strong>of</strong> each railwaytrack shall be approximately 3.3 m.The pr<strong>of</strong>ile angles shall be distributed as follows:On curves with radius bigger than 5,000 m or transition curves, two pr<strong>of</strong>ile angles shall be placedbetween every two consecutive marking points, 20 m far from the nearest marking point.In curves with radius smaller than 5,000 m, five pr<strong>of</strong>ile angles shall be placed between each twoconsecutive marking points, thus the distance between two pr<strong>of</strong>ile angles or between pr<strong>of</strong>ile angleand marking point shall be 10m.Also pr<strong>of</strong>ile angles shall be placed at the beginning and end <strong>of</strong> each transition curve and vertical curve. Thesepr<strong>of</strong>ile angles should somehow be different from the rest.The only existing setting out points in straight line and providing there are no vertical curves shall be markingpoints every 60 m.Once the marking points and pr<strong>of</strong>ile angles have been placed, the ballast layer shall be set out.In the curvature and lateral distance method, in plan, the corresponding alignment shall be reached by acurvature <strong>of</strong> the railway track. This alignment shall be located in its absolute position by measurements fromlateral distance to pr<strong>of</strong>ile angles and marking points.In railway track lifts, prior to the stage prior to acceptance stage, the data obtained from the tampingmachine and lateral distance measurements shall be enough, although as many measurements as necessaryto ensure the correct positioning <strong>of</strong> the railway track shall be carried out, following NI authorized personnelindications.Once the stage prior to acceptance stage has been reached, the curvature <strong>of</strong> the railway track shall bemanually measured , in a percentage to be set by the NI authorized personnel, so as to discard any possibledeviations <strong>of</strong> the tamping machine could make. Furthermore, the lateral distance to all pr<strong>of</strong>ile angle andmarking points shall be measured.Prior to the acceptance stage <strong>of</strong> the railway track, 100% <strong>of</strong> the curvature length shall be measured, includingthe data provided by tamping machine. Lateral distances to all pr<strong>of</strong>ile angles and marking points shall beagain measured.The curvature measuring <strong>of</strong> the railway track shall be made using 10 m rope every 5 m. For manual curvaturemeasurement procedure, fixing points and curvature measuring rope shall be used. Curvatures shall bemeasured in millimeters at the high rail <strong>of</strong> the curve. A nylon or steel (piano type) 0.6 or 0.8 mm diameterwire shall be used, this wire, wire fixing device and measuring rule leaning on the active side <strong>of</strong> the railhead15 mm below the running surface.As for elevation, using this method, in lifts prior to the stage before acceptance stage, the dimensions <strong>of</strong> thelow rail shall be taken based on the existing marking points and pr<strong>of</strong>ile angles. Through the measurement <strong>of</strong>the railway track cant, the position <strong>of</strong> the high rail shall be determined. Nevertheless, as many measurementsas necessary to ensure the correct positioning <strong>of</strong> the railway track shall be carried out, following NI authorizedpersonnel indications.From the state prior to acceptance stage onwards, the dimension <strong>of</strong> the low rail and cant shall be measuredevery 5m, in the percentage set by the Project Management.Prior to acceptance stage, the dimension <strong>of</strong> the low rail and cant shall be measured every 5 m in 100% <strong>of</strong> thesection length.When using the absolute coordinates method, it is only necessary to place the marking points along thewhole stretch every 60 m, the coordinates being given by the secondary network.In order to ensure maximum accuracy <strong>of</strong> the system, motorized whole stations shall be used.For double railway track, the marking points shall be arranged on both sides <strong>of</strong> the track, being 3.3 m far fromthe nearest railway track axis, approximately.In the case <strong>of</strong> single railway track, the marking points shall be arranged only on one side <strong>of</strong> the railway track,3.3 m far from the railway track axisThe treatment to be given to the marking points is as follows:The dimensions <strong>of</strong> rail head both for low and high rails shall be marked with permanent paint orsmall hacksaw cuttings. It is advisable that hacksaw cuttings are used as they are useful for carryingout the measurements.Nameplates including the distance from the marking point to the active side <strong>of</strong> the nearest rail shallbe riveted. For pr<strong>of</strong>ile angles placed at the beginning or ends <strong>of</strong> transition curves or vertical curves,also the radius <strong>of</strong> the curve and cant shall be indicated.Document No.3. Technical Specifications ‐16‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELMarking points must be located on the railway track and the coordinates shall be obtained before the ballastlayer is spread out.In the case <strong>of</strong> walls and brick side walls, special anchorage systems allowing placing the standard prism orreflector shall be used.Pr<strong>of</strong>ile angles shall be placed at the beginning and end <strong>of</strong> each transition curve and vertical curve.Once the coordinates <strong>of</strong> all marking points have been obtained, the rail points shall be lifted. The total stationshall be located using free positioning method, choosing a work area covering between 200‐250 m on bothsides <strong>of</strong> the free positioning. In order to obtain the positioning coordinates, about 6‐10 marking points shallbe measured with prism and the remaining mistakes <strong>of</strong> the obtained coordinates should be low enough to getaccurate measurements. The accuracies obtained with this method for positioning shall be less than 2 mm inthree axes (x, y, z).Later on, coordinates x, y, z <strong>of</strong> the active side <strong>of</strong> the low track rail shall be taken.Before each tamping it is necessary to read the data <strong>of</strong> the railway track, so as to place it on its final positionin absolute coordinates, although, when only correcting curvatures and cants, the data from the last readingcan be used in order not to excessively reduce the progress <strong>of</strong> the setting out.F = ± (2 + 5 k) mm (k = Section length simple leveling km)Relative accuracy <strong>of</strong> fixed positioning points and consecutive points resulting from the former, suchas marking points, compulsory points, or setting out points:Standard deviation:s = lengthsdx = deviation in the value x (Abscissa)dv = deviation in the value y (Ordinate)Sections "(s)" calculated from coordinates:Standard deviation:ds = dx. 2 m ords = dy. 2 mdx = dy = ± (0.004 + s/10.000) mLists including railway track data every 5 m shall be written.In each lifting, the lateral distance from the active side <strong>of</strong> the rail to the marking points shall be used to checkif the absolute position <strong>of</strong> the railway track is correct.In <strong>technical</strong> measurements <strong>of</strong> the railway track, the following <strong>specification</strong>s shall be taken into account:Measuring distances:Standard deviation ds = ± 5 mm.Measuring the cross union:Curvature measurements and, if required, adjacent further measurement data or setting out values, shouldbe determined and set out with a relative accuracy <strong>of</strong> ± 1mm.3.1.2 ISR11002 MILESTONE FOR SECONDARY STAKEOUT NETWORKIt will be applicable what stated in Article 3.1.1 <strong>of</strong> this Technical Specification.3.1.3 ISR11003 STAKEOUT AND PEGGINGIt will be applicable what stated in Article 3.1.1 <strong>of</strong> this Technical Specification.Cross union measures should be measured directly and tw<strong>of</strong>old. The difference between the first andsecond measurement must not exceed ± 5 mm.Angle measurement:Standard deviation dw = ± 10 cc.Measurement <strong>of</strong> dimensions:Standard deviation for isolated points. dh = ± 3 mm.3.1.4 ISR11004 SUPPLY AND TRANSPORTATION OF 60E2 RAILS IN 18 M BARS, 260HB1.‐ DEFINITION AND GENERAL CHARACTERISTICS.The functions <strong>of</strong> the rails are:Absorb, resist and pass down to the sleepers the strains received from the motor and mobilematerial, as well as the thermal strains. These strains can be vertical, lateral and longitudinal.Guide the running material with maximum continuity in both plan and elevation.Difference between return leveling. D = ± 7 mm k.Deviation <strong>of</strong> known dimension difference between two leveling points:Serve as a conductive element for the current return.Serve as a conductor for the signaling current <strong>of</strong> railway track circuits.Document No.3. Technical Specifications ‐17‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELFor this project 18 m long rails shall be used for the railway track assembly.2.‐ TERMS OF PROCESS EXECUTION. Transport <strong>of</strong> rails.The transport <strong>of</strong> rails shall be made by truck, until unloading onto assembly area in the work base.Between two adjacent sleepers, the separation shall be 0.6 m. The Gilon tunnel <strong>of</strong> line Akko – Carmiel will bemade on slab track. The execution process is not defined yet, if finally RHEDA system is chosen the separationbetween sleepers shall be 0.65 m.Prestressed monoblock sleepers shall comply with the Technical Specification for Production and SupplyPrestressed Monoblock Concrete Sleeper (Appendix B’)Unloading <strong>of</strong> the rail1.‐ SLEEPER DESCRIPTION AND DESIGN – BY MANUFACTURER:The rail shall be dismantled directly onto the assembly area placed in work base and shall be stockpiledon the provided slab. The unloading <strong>of</strong> the rail shall be made with gantry cranes fitted with clamps andhooks.The rail must descend parallel to the surface on which it is to rest, with smooth and uniformmovement.Any damage to the rails during the unloading process shall be avoided; keeping the rails away fromexcessive flexion that may lead to permanent deformations.The contractor will provide the adequate work managers to guarantee the safety <strong>of</strong> workers duringexecution.3.1.5 ISR11005 SUPPLY AND TRANSPORTATION OF 60E2 RAILS IN 18 M BARS, 350HBIt will be applicable what stated in Article 3.1.4 <strong>of</strong> this Technical Specification.3.1.6 ISR11007 SUPPLY AND TRANSPORTATION OF B70 SLEEPERSThe main functions performed by the sleepers are:Provide support to the rails ensuring their separation and inclination.Distribute on the ballast the horizontal and vertical loads transmitted by the rails.Achieve and maintain the railway track stability, both on the horizontal and vertical planes, facingthe static strain <strong>of</strong> its own weight, the dynamic strain <strong>of</strong> running trains and strain coming fromtemperature variations.Maintain, if possible on its own, the electrical insulation between the two rails <strong>of</strong> the track when therailway track is fitted with signaling circuits.Provide insulating characteristics so that eddy currents from electrification do not harm theinstallations in the area surrounding the road.The sleeper shall be made <strong>of</strong> prestressed concrete and shall be manufactured in accordance with thefollowing plans, or similar from other brands, which are attached hereto:Sheet H/6/67 – General DesignSheet 0.2373 by VOSSLOH Ltd. ‐ Rail Connection Item. Screw anchor by VOSSLOH Ltd. ‐ No. 1.745 A.The shape, external dimensions and all data and requirements associated with parts which are required forconnection <strong>of</strong> the rails to the track, including <strong>specification</strong> <strong>of</strong> all permissible deviations, have all beendetermined by the engineer and are detailed in the said plans.On the other hand, the plans do not include any details concerning the reinforcement <strong>of</strong> sleepers, theprestressing steel or prestressing forces.The manufacturer shall be required to design the sleeper reinforcement and prestressing. When designing thesleeper, the manufacturer shall take all test loads which are to be exerted on the sleeper into account in orderto meet all requirements set forth herein, subject to the following provisions:The quantity <strong>of</strong> prestressing cables and prestressing forces shall be determined by themanufacturer, with no less than four cables in the sleeper pr<strong>of</strong>ile, one at each <strong>of</strong> the four pr<strong>of</strong>ilecorners. In any case, the distribution <strong>of</strong> cables inside the sleeper pr<strong>of</strong>ile must ensure theprestressing is absorbed by the pr<strong>of</strong>ile in its entirety.A looped hoop made <strong>of</strong> galvanized steel rod shall be placed around each screw anchor. The hoopshall include no less than 4 bindings <strong>of</strong> 100 mm ± 6 mm, 0.2 and each <strong>of</strong> its two ends shall include aloop <strong>of</strong> adequate diameter that enables convenient yet tight insertion <strong>of</strong> the hooped loop aroundthe screw anchor. The galvanization thickness shall be no less than 40 microns.The steel grade shall be no less than St‐37.The distance between each binding shall be uniform and placement <strong>of</strong> the hoop along the length <strong>of</strong> the screwanchor shall cover no less than 60% <strong>of</strong> it (the upper part <strong>of</strong> the screw anchor). A diagram <strong>of</strong> the spiralsurrounding the screw anchor is attached hereto.The sleepers to be used are monoblock concrete, placed on railway track superstructure on ballast.All prestressing cable ends must be closed using an epoxy compound coating.Document No.3. Technical Specifications ‐18‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELIt is necessary to produce sleepers with and without fittings as per Israel Railways requirements. All fittingsshall be carried out as specified in the 'Technical Specification for Sleeper Fittings' which constitutes anintegral part <strong>of</strong> this <strong>specification</strong> (Technical Specification B').2.‐ MATERIALS(c) Density: ≤ 0.950 gr\cm³, in accordance with DIN 53479(d) Tensile Strength: At 20°C, N\mm², in accordance with DIN 53455(e) Pull out Force From Sleeper: Min 75 kN.−The Concrete Mix:The type <strong>of</strong> concrete used shall be consistent with the manufacturer's design provided it is noless than – 50.(f) Volume resistivity: > 10 Ohm‐cm², in accordance with DIN 53482\VDE 0303 Section3\05.83.In addition, all screw anchor dimensions must conform with plan <strong>specification</strong>s and with all tolerancespresented therein.− All concrete must be produced using aggregates which are compliant with Israeli Standard SI 3requirements, Portland Cement which is compliant with Israeli Standard SI 1 requirements, andadmixtures which are compliant with all requirements set forth in Section 130124 <strong>of</strong> the GeneralSpecification.−−In addition to the information provided in Section 130124 <strong>of</strong> the general Specification, theauthorization to use additives shall also be stipulated by requirement to prove there is nothing inthe admixture that may harm the screw anchors (plastic compound) or the galvanization <strong>of</strong> thelooped hoops in any way.The concrete mixture ratios require authorization <strong>of</strong> the engineer, on the basis <strong>of</strong> the criteriaspecified in Sections 03011 and 13014 <strong>of</strong> the General Specification.Prestressing Steel:All prestressing steel shall comply with the requirements set forth in Sub‐chapter 1302 <strong>of</strong> the GeneralSpecification.Prestressing Axes: (In the case <strong>of</strong> Post‐tensioning)All prestressing axes shall comply with the requirements set forth in Section 13082 <strong>of</strong> the GeneralSpecification.Grout for Closing <strong>of</strong> Prestressing Axes: (In the case <strong>of</strong> Post‐tensioning)All grout shall conform with the requirements set forth in Sub‐chapter 1304 <strong>of</strong> the GeneralSpecification.Screw Anchors:Each sleeper requires 4 screw anchors (see plans) into which the screws connecting the rails are to bethreaded. All screw anchors are to be supplied by the manufacturer at his own expense.All screw anchors shall be consistent with the plan attached to this <strong>specification</strong>, shall be <strong>of</strong> VOSSLOHmake, type SDU9 and made <strong>of</strong> High Density Polyethylene.(a) Shore‐D hardness: 65 Shore D hardness, in accordance with DIN 53505(b) Melt Flow Index: (MFR 190\2 16) ≤ 2/3 gr\10 min, in accordance with DIN\ISO 1133All screw anchors shall be free <strong>of</strong> cracks or any other surface defect.All sleepers shall be manufactured in accordance with the manufacturer plans, and this only after theplans are approved by <strong>testing</strong> <strong>of</strong> sleeper samples as part <strong>of</strong> the <strong>technical</strong> <strong>testing</strong> procedure which iscarried out within framework <strong>of</strong> the tender for the production and supply <strong>of</strong> sleepers.All production shall be carried out under close monitoring and supervision <strong>of</strong> an engineer or practicalengineerwho is pr<strong>of</strong>essionally certified as required and pr<strong>of</strong>icient in the design and productionprocesses <strong>of</strong> prestressed concrete products, in the establishment <strong>of</strong> production lines, and in productionmanagement and control. Only persons who have been specifically approved by the Head <strong>of</strong> the IsraelRailways Engineering Department may serve in this position, however, the Department Head shall beentitled to demand the replacement <strong>of</strong> this engineer / practical‐engineer for any reason whatsoeverunder his sole discretion, and this without having to provide any reason for his decision and themanufacturer shall be obligated to replace this engineer / practical‐engineer with another certifiedengineer, holding the required skills as specified above, immediately upon being instructed to do so.All production processes shall conform with the sleeper designs prepared by the manufacturer and withall processes according to which the samples which had passed the tests were produced.The concrete mixture shall be produced at the manufacturer's own plant and the use <strong>of</strong> importedconcrete shall be prohibited. All components <strong>of</strong> the concrete mixture shall be stored in separate andthe production <strong>of</strong> concrete shall be carried out automatically with computerized control.The prestressing type (pre‐tensioned or post‐tensioned) and method shall be determined by themanufacturer provided all relevant requirements specified in Chapter 13 <strong>of</strong> the General Specificationconcerning prestressing, including measurement there<strong>of</strong>.The prestressing may not be released until the concrete has reached a compressive strength <strong>of</strong> no lessthan 30 MPa.The concrete finishing method requires authorization <strong>of</strong> the engineer and must be such that it does notdamage the sleeper or weaken it over time.In any case, finishing by steam shall not be permitted.Should the engineer decide, after having approved any given method <strong>of</strong> finishing, that the method isnot fulfilling its purpose and/or is undesired due to any other reason, he shall order its termination andDocument No.3. Technical Specifications ‐19‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELthe manufacturer shall be required to propose an alternate finishing method subject to approval <strong>of</strong> theengineer.Finishing:All face surfaces <strong>of</strong> the sleeper, excluding its underside, shall be smooth, without pores, air bubbles,grout, segregation or any other defect. Regarding light defects which according to the engineer do notwarrant the rejection <strong>of</strong> the sleepers in which they were found, the manufacturer shall be entitled tocarry out repairs by mixing cement, subject to engineer approval, and all this provided such repairs arecarried out immediately following removal <strong>of</strong> the clamps and in a pr<strong>of</strong>essional manner.The underside <strong>of</strong> the sleeper shall be rougher and for this reason, the manufacturer shall be entitled toexpose the aggregate using steel brushes. In any case, the manufacturer shall be responsible forverifying that the roughening works do not compromise the smooth flatness <strong>of</strong> the sleeper underside.The manufacturer shall clean out all screw anchor holes, using air pressure, from any dirt which mayhave entered and seal them using plastic caps which are to be supplied by him at his own expense. Allcaps must be <strong>of</strong> precise dimensions for matching the screw anchor holes, but easily detachable duringthe connection <strong>of</strong> rails.In the case <strong>of</strong> pre‐tensioning, the cutting <strong>of</strong> cables must be clean, smooth and with no cable stumpbumps protruding beyond the concrete surface. Once the cables are cut, the manufacturer shall paintall areas in which cables were cut in protective paint.−−−Marking:The following markings shall be branded onto the sleeper surface:3.‐ STORAGE AND SUPPLYManufacturer name and/or commercial logo/symbol.Year <strong>of</strong> production (this mark shall be revised on a yearly basis towards the beginning <strong>of</strong>the new year, regardless <strong>of</strong> the number <strong>of</strong> sleepers still remaining within framework <strong>of</strong> theexisting contract, including its incrementation, exercise <strong>of</strong> options, etc).The position <strong>of</strong> such markings on the actual sleepers shall be as specified in Plan H/6/67.In addition to the above, the sleeper's Date <strong>of</strong> Production (Day, Month, year) shall also bemarked on the sleeper, as specified in Plan H/6/67. The Marking shall be implemented using atemplate and long‐life durable paint.All sleepers shall be stored in a pr<strong>of</strong>essional and organized manner. The bottom layer <strong>of</strong> <strong>of</strong> sleepers shall belaid down on top <strong>of</strong> wood supports, in a stable manner and perfectly leveled without any sinking resultingfrom improper support. In order to separate the layers from one another, it is necessary to place woodenrafters between them. The total number <strong>of</strong> layers stacked on top <strong>of</strong> one another shall be no more than 15.Each batch <strong>of</strong> sleepers shall be accessible such that it allows loading <strong>of</strong> separate sleepers from it. The sleepersshall be stocked such that they may be identified by date <strong>of</strong> production.The loading <strong>of</strong> sleepers which are to be supplied to Israel Railways inside the plant shall be carried out by themanufacturer. The manner by which sleepers are loaded onto trucks, including their arrangement, bindingetc. requires prior approval <strong>of</strong> the engineer. All sleeper layers shall be separated from one another usingwooden rafters.All sleepers shall be transported by the manufacturer, in his own trucks and at his own expense, to their finaldestinations as specified in the contractual provisions. Unless otherwise stated within framework <strong>of</strong> thecontractual provisions, all sleepers shall be unloaded using any one <strong>of</strong> the following methods, as determinedby the engineer:Unloading from trucks for piling up on the ground. The pile surface shall be certified by IsraelRailways. The manner by which the sleepers are stocked up shall be as instructed by the engineer'srepresentative in the field.Loading from trucks onto rail‐cars. The manner by which the sleepers are to be arranged inside therail‐cars shall be in accordance with the instructions provided by the Israel Railways on‐sitesupervisor. All sleeper layers shall be separated from one another using wooden rafters.The manufacturer shall be responsible for the completeness and integrity <strong>of</strong> all sleepers until the unloadingprocess is complete, as specified in Section 7.4 herein‐above, and they are safely delivered onto the train.4.‐ QUALITY ASSURANCE AND CONTROLThe manufacturer shall maintain a quality assurance system as detailed below. For this reason, themanufacturer shall verify he is in possession <strong>of</strong> all instruments, tools and any other means which may berequired for the execution <strong>of</strong> quality assurance tests are in his possession. Amongst these instruments, themanufacturer shall possess equipment for execution <strong>of</strong> the tests listed below and a device for <strong>testing</strong> strengthas specified in Appendices C1 and C4. All equipment must possess valid certification showing it is properlycalibrated. All <strong>of</strong> the above equipment shall be made available to the inspector at no additional charge.In his plant, the manufacturer shall maintain an orderly laboratory in which all tests are to be held and testcertificates are to be prepared.−−Quality Assurance <strong>of</strong> Raw Materials:Raw Materials for Concrete Mixture – Each <strong>of</strong> the concrete mixture raw materials shall inseparate comply with the requirements set forth in Section 3.1(b) and (c) herein‐above. Themanufacturer shall be required to obtain, at his own expense, from the aggregate, cement andadmixture suppliers, and certified laboratory certificates at<strong>testing</strong> the compliance <strong>of</strong> eachmaterial with the aforementioned requirements. The said certificates shall be presented to theengineer, by the manufacturer, prior to the beginning <strong>of</strong> production and subsequently onceevery six months or following any change in source <strong>of</strong> supply.Prestressing Steel – Upon receiving each new delivery <strong>of</strong> prestressing steel, the manufacturershall obtain, at his own expense, all <strong>of</strong> the original certificates from the steel manufacturer andDocument No.3. Technical Specifications ‐20‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL−−present them to the engineer as specified in Section 13024 <strong>of</strong> the General Specification. Any steelwhich fails to comply with the requirements set forth in Sub‐chapter 1302 <strong>of</strong> the GeneralSpecification shall be rejected from use. Should it be discovered, in retrospect, that steel whichdoes not comply with the said requirements was used in the production <strong>of</strong> sleepers, thosesleepers shall be rejected from use.Galvanization <strong>of</strong> Looped Hoops ‐ Upon receiving each new delivery <strong>of</strong> galvanized steel, themanufacturer shall execute, at his own expense, by way <strong>of</strong> a certified laboratory, three separatetests for measurement <strong>of</strong> galvanization thickness in steel from which the looped hoops areproduced. The galvanization thickness obtained in each test shall be no less than 40 micronsthick. Should the galvanization fail to meet this requirement, the steel shall be rejected and incases where it was already used, a 5% price discount shall apply to the price <strong>of</strong> each sleeperproduced using that steel.Screw Anchors ‐ Upon receiving each new delivery <strong>of</strong> galvanized steel, the manufacturer shallexecute, at his own expense, by way <strong>of</strong> a laboratory <strong>of</strong> the German Railways, all <strong>of</strong> the testsspecified in Section 5.5 herein‐above and shall present the engineer with all <strong>of</strong> the originalcertificates proving the screw anchors are complaint with the aforementioned requirements andwith the requirements <strong>of</strong> the Technical Specification. The use <strong>of</strong> screw anchors which were notsupplied together with the said certificates is prohibited and in the event such anchors are usedand it is retrospectively discovered that they are not compliant with the said requirements, allsleepers in which those screw anchors were used shall be rejected.Daily Quality Assurance Tests:The following tests shall be carried out by the manufacturer on each day <strong>of</strong> production, by any representative<strong>of</strong> a certified laboratory or the Israeli Standards Institute who the manufacturer shall hire at his own expense(hereinafter: “The Laboratory”). A monthly summary <strong>of</strong> all test results shall be reported to the engineer inwriting. The manufacturer undertakes to inform both the inspector and engineer should any sleeper/s fail anyone <strong>of</strong> the tests specified below on an immediate basis. Should any given day include molding from differentbatches <strong>of</strong> concrete, each batch shall undergo a separate set <strong>of</strong> tests−−−−and that the measured expansion is consistent with this force, and shall only continue productionafter having received the engineer's authorization to do so.Preparation <strong>of</strong> Concrete Blocks for Testing as per Israeli Standard SI 26 – From each concretebatch, the laboratory representative shall sample and prepare 9 standard concrete blocks for<strong>testing</strong> <strong>of</strong> compaction as specified hereunder. The blocks shall then undergo finishing togetherwith all <strong>of</strong> the sleepers which were molded from the same concrete batch under similarconditions.Concrete Strength at Age <strong>of</strong> Receiving Prestressing Forces ‐ The release <strong>of</strong> pre‐tensioned or posttensionedprestressing shall not be permitted unless the concrete compressive strength reachesa level <strong>of</strong> 30 MPa at least. Before submitting concrete prestressing force, a laboratory shall test 3blocks <strong>of</strong> those prepared as specified in Sub‐section C' above. Only if the compressive strength <strong>of</strong>each cube is 30 MPa or higher, shall the submission <strong>of</strong> concrete compressive strength bepermitted. If this requirement is not met, the submission <strong>of</strong> concrete compressive strength shallnot be permitted. If once again the required strength is not obtained in each <strong>of</strong> the blocks, thelaboratory representative shall drill 3 standard cylinders from any single random sleeper selectedby the inspector for execution <strong>of</strong> compressive <strong>testing</strong>. It is only after the required strength isachieved in each <strong>of</strong> the cylinders that the concrete compressive force may be submitted.Strength <strong>of</strong> Concrete at the Age <strong>of</strong> 28 Days – The required nominal strength is 50 at least, asspecified in Israeli Standard SI 118, and if this requirement is not fulfilled, the laboratoryrepresentative shall drill 3 standard cylinders from any single random sleeper selected by theinspector for execution <strong>of</strong> compressive <strong>testing</strong>. If results <strong>of</strong> the cylinders' test are consistent witha nominal strength <strong>of</strong> 50 at least, the batch <strong>of</strong> sleepers shall be accepted. If results <strong>of</strong> thecylinders' test show a nominal strength lower than 40, the batch shall be rejected. If results showa nominal strength <strong>of</strong> between 40 b and 50 b, the price <strong>of</strong> each sleeper originating from thatbatch shall be discounted by 2% for each 1.0 MPa below 50, provided the total discount is nomore than 20%.Grout Strength (In the case <strong>of</strong> Post‐tensioning) – Grout strength tests shall be carried out inaccordance with Section 130433 <strong>of</strong> the General Specification, with the following changes:It is hereby clarified that all <strong>of</strong> the tests specified hereunder ‐ in section (8.4) ‐ shall be carried out by thelaboratory only:−−Dimensions – Two sleepers shall be selected on a random basis and all <strong>of</strong> their dimensions shallbe inspected. Deviations from the tolerance range specified in the plans shall not be permitted.Should any deviation be detected, the entire daily production shall be inspected in a methodicalmanner and all sleepers having dimensions which are <strong>non</strong>‐compliant with the said requirementsshall be rejected. The manufacturer shall then be required to locate the molds having incorrectdimensions and correct all defects therein. The manufacturer shall inform the engineer <strong>of</strong> anydeviation from the tolerances and shall only continue production after having received theengineer's authorization to do so.Prestressing – The manufacturer shall measure and record the prestressing strength andexpansion <strong>of</strong> each cable in separate. This data shall be audited by the laboratory representativeand verified by him in writing. In the event <strong>of</strong> inconsistency between the measured data and themanufacturer's design data, the manufacturer shall ensure that the required forces are applied(1) Tests shall be conducted on blocks (not cylinders).(2) It shall be necessary to test 3 blocks from each batch.If the test results show a lower strength than required, the price <strong>of</strong> each sleeper originating from that batchshall be discounted by 5%.Implementation <strong>of</strong> Daily Test Results:(1) All daily batches which successfully pass all <strong>of</strong> the tests described in this section shall becertified as proper.(2) All sleepers, whether in form <strong>of</strong> separate pieces or entire batches, which have been rejected,shall be marked with a bold red‐colored “X” using long‐life paint on each surface there<strong>of</strong>, in presence <strong>of</strong>the laboratory representative and the inspector, excluding the bottom side surface, and shall beremoved from the plant within 48 hours.Document No.3. Technical Specifications ‐21‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELIf during any given production day, more than one batch is produced, each batch shall be regarded as aseparate parceling, shall be tested in separate, and all conclusions derived from it shall apply to it alone.The InspectorThe Israel railways inspector shall be entitled to participate in each <strong>of</strong> the tests detailed above or to carrythem out on his own in addition to those tests which are carried out by the laboratory. It is hereby clarifiedthat should any sleeper fail to pass any one <strong>of</strong> the aforementioned tests, the continued production <strong>of</strong> suchsleepers shall be subject to inspector authorization.Quality Assurance Tests for Batches including 5,000 Sleepers:The following tests shall be conducted by the laboratory upon completion <strong>of</strong> production <strong>of</strong> batches including5,000 sleepers and all results shall be submitted to the engineer in writing. The test results shall apply to allsleepers which are represented by the tested batch. The manufacturer shall verify the inspector's presenceduring execution <strong>of</strong> the quality assurance tests for batches including 5,000 sleepers.Static Bending Test Underneath the Rail Base:This test shall be carried out on a single sleeper which is randomly selected by the inspector. The testprocedure shall be as specified in Appendix C1 and the sleeper shall be required to meet all <strong>of</strong> therequirements specified in this <strong>specification</strong>. Should the sleeper fail to meet any one <strong>of</strong> these requirements, itshall be necessary to test 2 more sleepers which are randomly selected from the batch, as specified above,and should these two sleepers also fail to meet all <strong>of</strong> the requirements, the entire production batch shall berejected.Static Bending Test at Sleeper Midpoint:The test shall be carried out on a single sleeper which is randomly selected by the inspector. The testprocedure shall be as specified in Appendix C4 and the sleeper shall be required to meet all <strong>of</strong> therequirements specified in this <strong>specification</strong>. Should the sleeper fail to meet any one <strong>of</strong> these requirements, itshall be necessary to test 2 more sleepers which are randomly selected from the batch, as specified above,and should these two sleepers also fail to meet all <strong>of</strong> the requirements, the entire production batch shall berejected.Special Quality Assurance Tests for Dry Run <strong>of</strong> New Production Lines:It is hereby clarified that this section deals with the erection <strong>of</strong> any production line after erection <strong>of</strong> the firstproduction line which is to be erected following the signing <strong>of</strong> this contract.Upon completion <strong>of</strong> the production line erection works and before the manufacturer is permitted to beginserial production <strong>of</strong> sleepers, the dry run shall be carried out as follows:−A test batch <strong>of</strong> 200 sleepers shall be produced, with no less than one sleeper from each mold onthe production line. Each sleeper shall be marked by the manufacturer in such a way that it maybe attributed to the mold from which it was cast.−All sleepers shall be transported by the manufacturer to the Bnei Brak Railway Station andhanded over to the engineer's representative who shall assemble them onto rails and verify thattheir width is <strong>of</strong> the correct gauge.Should the test reveal that the sleeper dimensions are inconsistent with those which are required, theinconsistency shall be corrected by the manufacturer until the correct dimensions are achieved.The manufacturer shall carry out all daily quality assurance tests as specified in Section 8.4 hereinabove.Of the 200 sleeper test batch, the engineer representative shall select 3 sleepers which are to besent to Germany by air for the following tests:Hereunder C2 – Dynamic bending underneath rail base (two sleepers) as specified in the relevant appendix.Hereunder C3 – Fatigue test underneath rail base (one sleeper) as specified in the relevant appendix.The dispatch <strong>of</strong> sleeper samples to Germany and ordering <strong>of</strong> German tests shall be handled directly by themanufacturer at his own expense.The executing laboratory is the Construction <strong>of</strong> Land Traffic Routes laboratory located at the TechnicalUniversity <strong>of</strong> Munich.The manufacturer shall certify the laboratory to forward all test results to the engineer, however, this shallnot derogate from the manufacturer's own responsibility that the results are to be forwarded to thedesignated entities.In parallel to the aforementioned tests, the manufacturer shall carry out all <strong>of</strong> the tests specified inSection 8.5 herein‐above, however, these tests shall not be regarded as applicable to a batch <strong>of</strong>5,000 sleepers but to the test batch only.Should all <strong>of</strong> the tested sleepers successfully pass the aforementioned tests, the test batch shall be approvedfor supply and the manufacturer shall be entitled to begin serial production.Should any <strong>of</strong> the tested sleepers fail to pass any <strong>of</strong> the aforementioned tests, the manufacturer shall locateall defects, repair them, and only after having received the engineer's approval that the defects were repairedas required, he shall be permitted to produce a new test batch which would also have to pass all <strong>of</strong> the testsspecified above. Should the new test batch successfully pass all tests as required, the test batch shall beapproved for supply and the manufacturer shall be entitled to begin serial production.5.‐ TEST5.1.‐ Static Rail Seat Bending Test:The test procedure and the requested results are listed in Appendix B1 <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>s definedby the Engineering Department <strong>of</strong> the Israel Railway Infrastructure Division. An abstract <strong>of</strong> these<strong>specification</strong>s is copied below:Document No.3. Technical Specifications ‐22‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL5.2.‐ Dynamic Rail Seat Bending Test:The test procedure and the requested results are listed in Appendix B2 <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>s definedby the Engineering Department <strong>of</strong> the Israel Railway Infrastructure Division. An abstract <strong>of</strong> these<strong>specification</strong>s is copied below:Document No.3. Technical Specifications ‐23‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL5.3.‐ Rail Seat Fatigue Test:The test procedure and the requested results are listed in Appendix B3 <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>s definedby the Engineering Department <strong>of</strong> the Israel Railway Infrastructure Division. An abstract <strong>of</strong> these<strong>specification</strong>s is copied below:Document No.3. Technical Specifications ‐24‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL5.4.‐ Static Sleeper Centre Bending Test:The test procedure and the requested results are listed in Appendix B4 <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>s definedby the Engineering Department <strong>of</strong> the Israel Railway Infrastructure Division. An abstract <strong>of</strong> these<strong>specification</strong>s is copied below:Document No.3. Technical Specifications ‐25‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe Contractor shall be responsible for placing the sleeper on the base and collecting and carrying thesleepers to the dump. In order to avoid this transport, the contractor should monitor distribution and placingduring the process.The different batches <strong>of</strong> sleepers shall be separated from each other by wooden strips that must be thickenough so as to protect the parts embedded in the sleeper.The execution process is not defined yet, if finally RHEDA system is chosen the separation between sleepersshall be 0.65 m.In the case <strong>of</strong> Gilón tunnel the execution process is not defined yet, if finally RHEDA system is chosen thesleepers may be placed lengthwise or crossways as appropriate, for loading, unloading and use <strong>of</strong> space.It is prohibited to throw or drop the sleepers.Abrupt maneuvers should be avoided.Special care shall be taken with sleepers pre‐fitted with fastenings, to avoid damages on thefastenings. Therefore, the sleepers hall be lifted by the edges, never by the fastenings.Sleepers with built‐in soles:In an attempt to simplify maintenance procedures along with noticeable and repetitive degradation <strong>of</strong> therailway track geometry in viaducts, the fact that the sleepers are fitted with an elastic element in the lowerside, obtained with the incorporation <strong>of</strong> a sole in the manufacturing mold <strong>of</strong> the sleepers, allows an effectivereduction <strong>of</strong> the friction <strong>of</strong> the ballast, vibration disorders and degradation <strong>of</strong> the railway track geometry.These sleepers shall be placed in all the viaducts <strong>of</strong> the section. In viaducts, the sleepers cannot be stockpiledon the structure, as this operation must be performed on the ends <strong>of</strong> the viaducts or where NI authorizedpersonnel indicate. The handling <strong>of</strong> the sleepers must be mechanic, avoiding knocks and impacts betweenthem.3.1.7 ISR 11008 LAYING OF BALLAST BED INCLUDING SUPPLY AND TRANSPORTATION OF BALLAST1.‐ DEFINITION AND GENERAL CHARACTERISTICS.The ballast is the layer that bears the dynamic loads and is the main absorber <strong>of</strong> the vibrations transmitted tothe platform. It also ensures the drainage and the quick removal <strong>of</strong> rainwater, and must comply with thefollowing main functions:6.‐TERMS OF PROCESS EXECUTION.The sleepers shall be stockpiled at the assembly area, on the provided slabs. The installation shall be such asto avoid the risk <strong>of</strong> falling sleepers and ensure its proper preservation.Absorb the actions <strong>of</strong> vehicles on the railway track as they are transmitted to the platform.Evenly distribute these actions on the platform.Prevent railway track movements, as it balances the railway track in vertical, longitudinal and crossdirections.Make the drainage <strong>of</strong> rainwater easy.Document No.3. Technical Specifications ‐26‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELProtect the platform ground from frost.Sunburn ‐ SonnenbrandAllow the recovery <strong>of</strong> the railway track geometry through alignment and leveling operations.Reduction <strong>of</strong> noise generated by trains.The ballast to use shall comply with the <strong>specification</strong>s included in “Specification for producction and supply <strong>of</strong>gravel ballast for railway tracks E‐01‐0013 Versión 1.1 <strong>of</strong> Israel Railways Infrastructures Division Track andEnvironment Department”.The standard EN 13450 is the basis for this <strong>technical</strong> <strong>specification</strong>.The following points explain the chapters <strong>of</strong> the <strong>specification</strong>s included in “Specification for producction andsupply <strong>of</strong> gravel ballast for railway tracks E‐01‐0013 Versión 1.1 <strong>of</strong> Israel Railways Infrastructures DivisionTrack and Environment Department”.ProductionThe aggregate will be produced entirely from natural material, and not from blending <strong>of</strong> raw materials fromdifferent geological sources.Physical and mineralogical properties <strong>of</strong> rock for production <strong>of</strong> aggregateThe rock from which the aggregate is produced, will conform to the requirements set out in the tables thatfollow.Table 1.2.1. General, physical, and mineralogical properties <strong>of</strong> dolomitic e / limestonechalky dolomite rock forproduction <strong>of</strong> aggregate ‐ to be carried out by a laboratory, periodically and/or per quantity <strong>of</strong> production, asdefined in the table in Appendix A. Este Apendice se incluirá más adelante en el presente artículo.PROPERTYBulk specific gravityTEST METHODASTMC29/C29M(*)DOLOMITIC / LIMESTONEDOLOMITEOver 2.72 g/cm³BASALTOver 2.85g/cm³GRANITEOver 2.80g/cm³MINIMUM TESTFREQUENCYIf there is prior knowledge <strong>of</strong> signs <strong>of</strong> "sunburn" at the basalt quarry, quality tests will be carried outaccording to the requirements <strong>of</strong> the European Standard EN 1367‐3.Note: "Sunburn" is a type <strong>of</strong> defect found at times in rock from basaltic sources which has been affected byatmospheric conditions. It first appears in the form <strong>of</strong> grayish‐white spots. Minute cracks usually appear,radiating from the white spots, and eventually joining together to from a network. This phenome<strong>non</strong> weakensthe mineral structure, and as a result, the rock eventually crumbles into small particles.Table 1.2.2. General physical and mineralogical properties <strong>of</strong> rock for production <strong>of</strong> mineral aggregate. Thesewill be carried out as preliminary tests by a geologist (Petrographic classification according to standard EN932‐3 (*)).PROPERTY DOLOMITE/CHALKY DOLOMITE BASALT GRANITESunburn test n/a Must be tested n/aColor/shade Dark grey Dark grey to blackTextureAllowableproductionmethodMedium to fine crystalline, free <strong>of</strong> smallpores, free <strong>of</strong> lamination. No fossils. Nopseudo‐bractious texture. Few calciteveinsQuarrying from open faces onlyThe rock will not bevesicular, and will haveno large crystals or signs<strong>of</strong> exfoliationGathering and quarryingfrom open facesLight grey to pink for granite and Tabagneiss. Brown for Neshef quartzporphyryThe rock will not include large crystals,and will have no wear layers. Tabagneiss will have homo‐geneouslydistributed minerals, withoutlamination.Quarrying from a face free from wornmaterialsMINIMUMTESTFREQUENCYAccording toTable A.1According toTable A.1According toTable A.1According toTable A.1Apparent specific gravity ASTM C127 (*) Over 2.65 g/cm³Over 2.70g/cm³Over 2.68g/cm³According to Table A.1Harmful componentsWater absorption EN 1097‐6 (*) Less than 1.5% Less than 2% Less than 1%Unconfined compressiveOver 1000 Over 1000ASTM D712‐04 (*)Over 800 kg/cm²stresskg/cm² kg/cm²According to Table A.1The ballast shall not contain any components or materials other than those detailed in this <strong>specification</strong>.Geometrical requirementsMineralogical restrictions _____________Dolomite [CaMg(CO3)2] content ‐over 25%EN‐932‐3 EN‐932‐3 According to Table A.1(*) In all cases where a standard is mentioned, the requirements should be carried out according to the most up‐to‐date version <strong>of</strong> that standard.Size <strong>of</strong> gravel ballast for railway tracksThe size <strong>of</strong> gravel ballast for railway tracks is defined by a pair <strong>of</strong> millimetric screens. The first number definesthe lower limit <strong>of</strong> screen size, and the second number the higher limit. Most <strong>of</strong> the gravel particles arebetween the two sizes.Document No.3. Technical Specifications ‐27‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe nominal size <strong>of</strong> gravel ballast for railway tracks is 50/31.5.GradingSCREEN NO. (MM)At production siteMAXIMUM WT. PASSING THROUGH (%)At railway storage pileGrading <strong>of</strong> gravel ballast for railway tracks will be carried out according to standard EN 933‐1(*). Thefrequency <strong>of</strong> <strong>testing</strong> is given in Table A.1. The limits <strong>of</strong> grading are as follows:SCREEN NO (MM) PERCENT PASSING THROUGH (%)63 10050 70 ‐ 9940 30 ‐ 6531.5 1 ‐ 2522.4 0 ‐ 350/31.5 ≥ 50Note: Situations may arise where samples are taken from the car and/or the line. In either case, the same testmethods and the same test requirements will apply. Due to degradation <strong>of</strong> the ballast during transport, themaximum amount passing a 22.4 mm screen increases to 5%.Fine particles.The fine particle content will be defined according to standard EN 933‐1(*). Testing frequency as given inTable A1Fine particle content should be as follows:SCREEN NO. (MM)At production siteMAXIMUM WT. PASSING THROUGH (%)At railway storage piles0.5 0.6 1.0Note: 0.6% is the maximum permitted value in a sample <strong>of</strong> gravel ballast taken at the production site <strong>of</strong> theraw material.1.0% is the maximum permitted value in a sample <strong>of</strong> gravel ballast in stock yards at the railwaysite.0.063 0.5 0.5Note: 0.5% is the maximum permitted value in a sample <strong>of</strong> gravel ballast taken at the production site <strong>of</strong> theraw material. 0.5% is the maximum permitted value in a sample <strong>of</strong> gravel ballast in stock yards at the railwaysite.Particle sizeFlakiness indexThe shape <strong>of</strong> the coarse particles making up the ballast will be defined according to the requirements <strong>of</strong>standard EN 933‐3(*). The flakiness index value should be equal to, or less than, 20. Frequency <strong>of</strong> <strong>testing</strong>: asdefined in Table A.1.Shape indexThe shape index is defined according to the requirements <strong>of</strong> standard EN 933 ‐4 (*). The value <strong>of</strong> the shapeindex will be equal to, or less than, 25. Frequency <strong>of</strong> <strong>testing</strong>: as defined in Table A.1.Particle lengthThe particle size will be determined with a gauge and/or a pair <strong>of</strong> compasses/calipers.The percentage w/w <strong>of</strong> particles <strong>of</strong> length equal to, or greater than, 100 mm (L ≥ 100 mm) in a representativesample weighing at least 40 kg, will be equal to, or less than, 4. Frequency <strong>of</strong> <strong>testing</strong>: as defined in Table A1.Physical requirementsResistance to fragmentationThe resistance to fragmentation <strong>of</strong> gravel railway ballast (Los Angeles Coefficient) under the conditionsdefined in Appendix C <strong>of</strong> the standard EN 13450(*), is as defined in standard EN 1097‐2(*), paragraph 5. Thevalue <strong>of</strong> the Los Angeles coefficient will be equal to, or less than: For dolomite / chalky dolomite: 17.5 For basalt and granite: 16Fines contentFrequency <strong>of</strong> <strong>testing</strong>: as defined in Table A.1.The fines content is defined according to standard EN933‐1(*). This requirement, defined below, will bespecifically defined in the work <strong>specification</strong> at special application sites, such as tunnels:Resistance to wearResistance to wear <strong>of</strong> gravel railway ballast (Micro Deval coefficient under conditions defined in Appendix E <strong>of</strong>standard EN 13450(*)) defined as set out in Standard EN 1097‐1(*). The value <strong>of</strong> the Micro‐Deval coefficientshall be equal to, or less than:Document No.3. Technical Specifications ‐28‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL For dolomite / chalky dolomite: 9 For basalt and granite: 9Frequency <strong>of</strong> <strong>testing</strong>: as defined in Table A.1.Factory production controlAt every quarry, a production control program will be in place, whose function is to oversee the quality <strong>of</strong>production and product, according to the procedures and the requirements <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>, andto be responsible for <strong>testing</strong> by a laboratory certified by the competent authority, and to ensure that at alltimes, the gravel meets with the quality requirements defined above.In case any deviation from the requirements <strong>of</strong> the <strong>specification</strong> is observed, the supplier must immediatelycease production, correct all that requires correcting, and only after ensuring that he is able to continueproduction <strong>of</strong> gravel ballast according to standard, shall the supplier resume production.The railway will not be supplied with any quantity whatsoever <strong>of</strong> gravel, on a sample <strong>of</strong> which tests haveshown that it does not meet with the requirements <strong>of</strong> this <strong>specification</strong>.2‐ QUARRIES CONTROL PRODUCTIONQuarries control production is definite in Appendixe A <strong>of</strong> <strong>technical</strong> Specifications. The following is an excerptfrom it.2.1. IntroductionThis Appendix describes the production control program to be established at all quarries producing aggregatefor gravel railway ballast. Its objective is to ensure compliance <strong>of</strong> the the product with the requirements <strong>of</strong>the <strong>specification</strong>.The performance <strong>of</strong> the control program at each quarry will be evaluated according to the principles set forthin the present Appendix.A1. OrganizationA.1.1 Responsibility and authorityThe responsibility, the authority, and the mutual relationships between all the bodies managing, carrying out,and <strong>testing</strong> the effect <strong>of</strong> production quality on finished product quality, must be defined and established ateach quarry, including those bodies requiring organizational freedom and authority to:I. Begin any activity which will prevent the occurrence <strong>of</strong> <strong>non</strong>‐standard productII. Identify, document, and deal with any deviation in product quality.A.1.2 The representative <strong>of</strong> management in production quality controlAt every quarry producing aggregate for gravel railway ballast, an individual will be appointed, with theappropriate authority, to make sure that the instructions <strong>of</strong> the present <strong>specification</strong> are fully carried out andmaintained at all times.A.1.3 Management controlThe production control system <strong>of</strong> every quarry selected to meet the requirements <strong>of</strong> this Appendix, shall becontrolled and inspected at appropriate intervals by the management, in order to ensure its continuingsuitability and effectiveness. Documentation <strong>of</strong> all such control inspections should be available.A.2 Control processesAt every quarry, a set <strong>of</strong> instructions for production control procedures in the plant will be established andkept up‐to‐date, so that production control requirements at the quarry will be met.A.2.1 Documents and control <strong>of</strong> informationDocuments and control <strong>of</strong> information will include those documents and information which are relevant tothe present <strong>specification</strong>, and which cover the aspects <strong>of</strong> purchasing, production, <strong>testing</strong> <strong>of</strong> materials, anddocumentation <strong>of</strong> quality control throughout the quarry.Any procedure dealing with documents and information, will be documented in the instructions for control <strong>of</strong>production, which covers the processes and limits <strong>of</strong> responsibility for approval, issuing, distributing andmanagement <strong>of</strong> internal and external documentation and information, and also the preparation, issuing, anddocumentation <strong>of</strong> changes in documentation.A.2.2 Information concerning raw materialDocumentation will exist, detailing the character <strong>of</strong> the raw material, its source, and in appropriate cases, oneor more maps detailing the location and the plan <strong>of</strong> extraction.it will be the manufacturer's responsibility to ensure, that in the event <strong>of</strong> dangerous materials beingidentified, their content shall not exceed the permitted limits set at their point <strong>of</strong> application.A.3 Management <strong>of</strong> productionThe production control system at every quarry will meet the following requirements:a) Procedures will be available for identification and control <strong>of</strong> materials.Note: Procedures for maintaining and adapting equipment for production, carrying out <strong>of</strong> testsand/or trials on samples <strong>of</strong> material during the production process, improvement <strong>of</strong> the productionprocess during periods <strong>of</strong> bad weather, etc., may be included.Document No.3. Technical Specifications ‐29‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELb) Procedures will be available for identification and control, for all dangerous materials identified inparagraph A.2.3, in order to ensure that their content shall not exceed the permitted limits at theirpoint <strong>of</strong> application.c) Procedures will be available for ensuring that the material be stacked in a controlled manner, and thestorage places and their content identified.d) Procedures will be available to ensure that the material taken from the ballast stock yard shall nothave deteriorated to a point where its suitability is in doubt.e) The material shall be identifiable, up the point <strong>of</strong> marketing, in all respects to do with its source andtype.A4. Inspection and <strong>testing</strong>A.4.1 Generala) A high degree <strong>of</strong> mechanization in the production equipmentb) Long range experience <strong>of</strong> regularity <strong>of</strong> special propertiesc) Highly suitable sources.d) Continuous application over a long period <strong>of</strong> a quality management system which includes abovestandardmeasurements while inspecting and monitoring the production process.The manufacturer will prepare timetables for frequency <strong>of</strong> <strong>testing</strong>, taking into account the minimumrequirements set out in Table A1.Reasons for reducing the frequency <strong>of</strong> <strong>testing</strong> will be documented in the production control documents <strong>of</strong> theplant.Table A1. Minimum <strong>testing</strong> frequencies (for general use)At every quarry, the installations, equipment, and qualified personnel for carrying out inspection and <strong>testing</strong>,must be present.A.4.2 EquipmentAt every quarry, control, calibration, and maintenance <strong>of</strong> the equipment for <strong>testing</strong>, measurement andinspection, shall be carried out.PROPERTYTEST METHOD1 Grading EN 933‐1 (*)MINIMUM LABORATORY TESTFREQUENCY AT QUARRY(**)(QC)Once weekly and/or every 2000tonsMINIMUM TEST FREQUENCY BY RAILWAY ORITS REPRESENTATIVE (***) (QA)Once monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayPrecision and frequency <strong>of</strong> calibration shall be according to standard EN 932‐5 (*).All use <strong>of</strong> equipment will be according to the documented procedures.2 Fine particles EN 933‐1 (*)Once weekly and/or every 2000tonsOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayCalibration results will be recorded and saved.A.4.3 Frequency and place <strong>of</strong> sampling, <strong>testing</strong>, and inspection3 Fines EN 933‐1 (*)Once weekly and/or every 2000tonsOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayThe documents <strong>of</strong> production control will include a description <strong>of</strong> the frequency and the nature <strong>of</strong> inspection.Frequency <strong>of</strong> sampling and <strong>testing</strong>, when required, will be according to Table A1.Notes:The frequency <strong>of</strong> tests is usually associated with periods <strong>of</strong> production. A period <strong>of</strong> production isdefined as a full week, month, or year <strong>of</strong> production work days.`EN 933‐3 (*)5 Particle shapeEN 933‐4 (*)6 Particle length EN 13450 (*)Once monthly and/or every10000 tonsOnce monthly and/or every10000 tonsOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayThe requirements for production control in the plant may also include visual <strong>testing</strong>. Any deviationfound during such tests may lead to an increase in the frequency <strong>of</strong> <strong>testing</strong>.When the measured value <strong>of</strong> a test is close to the specified limit, it may be necessary to increase thefrequency <strong>of</strong> <strong>testing</strong>.Under special conditions, the frequency <strong>of</strong> <strong>testing</strong> may be reduced to below the frequenciesspecified in Table A.1. These conditions may include the following:78Resistance t<strong>of</strong>ragmentation (LosAngeles)Resistance to wear(micro Deval)EN 1097‐2 (*)EN1097‐1 (*)Once weekly and/or every 2000tonsOnce monthly and/or every10000 tonsOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayOnce monthly and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>RailwayDocument No.3. Technical Specifications ‐30‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL9PROPERTYUnconfined compressivestressTEST METHODASTM D2166‐06 (*)MINIMUM LABORATORY TESTFREQUENCY AT QUARRY(**)(QC)On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderMINIMUM TEST FREQUENCY BY RAILWAY ORITS REPRESENTATIVE (***) (QA)According to special, specific request <strong>of</strong>RailwayA.6. Control <strong>of</strong> <strong>non</strong>‐conforming productAfter any test or trial that indicates that the product does not conform to the <strong>specification</strong>, one <strong>of</strong> thefollowing procedures will be followed:a) A repetition <strong>of</strong> processing, and/or10 Water absorption EN1097‐6 (*)Once every three months and/orevery 20000 tonsOnce a month and/or every 10000 tons, andaccording to special, specific request <strong>of</strong>Railwayb) Routing <strong>of</strong> the material to a different application, to which it is suitable, and/orc) Rejection and marking "not suitable".11 Bulk specific gravity ASTM C29/C29M (*)On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> RailwayAll cases <strong>of</strong> <strong>non</strong>‐conformity with the <strong>specification</strong>, will be documented by the manufacturer, will be tested,and if necessary, corrective actionsteps will be taken.12 Apparent specific gravity ASTM C127 (*)On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> RailwayNOTE: Corrective action may include:13MineralogicalrestrictionsAccording to the requirement<strong>of</strong> the <strong>technical</strong> <strong>specification</strong>On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> Railwaya) Checking <strong>of</strong> the reason for <strong>non</strong>‐conformity, including checking <strong>of</strong> the <strong>testing</strong> process itself, and takingall the necessary corrective actionsteps.14 ColorAccording to the requirement<strong>of</strong> the <strong>technical</strong> <strong>specification</strong>On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> Railwayb) Analysis <strong>of</strong> the process, performance, quality documents, service documents, and customercomplaints, in order to locate and prevent possible reasons for <strong>non</strong>‐conformance.15 TextureAccording to the requirement<strong>of</strong> the <strong>technical</strong> <strong>specification</strong>On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> Railwayc) Initiation <strong>of</strong> preventive activity, in order to confront the problems before they lead to possibledangers.16Allowable productionmethodAccording to the requirement<strong>of</strong> the <strong>technical</strong> <strong>specification</strong>On pro<strong>of</strong> <strong>of</strong> compliance with thethreshold terms <strong>of</strong> the tenderOn special, specific request <strong>of</strong> Railwayd) Addition <strong>of</strong> more controllers, to ensure that effective preventive actions have been taken.17 Sunburn ‐sonnenbrand EN 1367‐3 Four tests per year On special, specific request <strong>of</strong> Railway(**) All test results <strong>of</strong> the quarry's laboratory, which were carried out at the frequency detailed in the table above, will beforwarded on the actual day <strong>of</strong> <strong>testing</strong>.(***) The railway, or its representative, reserves the right at all times to enter the quarry for Quality Assurance purposes.A.5 DocumentationThe results <strong>of</strong> production control at each quarry will be documented, including the location <strong>of</strong> samplingpoints, dates and times, and products tested, and all other relevant information, such as weather conditions.When the product being tested and/or examined does not meet the requirements <strong>of</strong> the <strong>specification</strong>, or ifthere is any indication that such a thing is about to occur, a note will be added to the documentation,describing the steps taken to deal with the matter (for example: the taking <strong>of</strong> an additional sample, or thetaking <strong>of</strong> measurements with a view to adjusting the production process).The documentation will include all the documents required by this Appendix.Documents will be saved during the entire period <strong>of</strong> the agreement, and for a period <strong>of</strong> at least two yearsafter termination <strong>of</strong> the agreement.e) Application and documentation <strong>of</strong> changes in the process arising from preventive action.A.7. Handling, storage and stipulations in the production areas.All necessary arrangements will be made, to maintain the quality <strong>of</strong> the product during handling and storage.NOTE: These arrangements will take into account the following subjects:a) Contamination <strong>of</strong> the product.b) Segregationc) Cleanliness <strong>of</strong> the handling equipment, and <strong>of</strong> storage areas.A.8. Dispatching and packagingA.8.1 Areas <strong>of</strong> responsibility for all matters concerning storage and transportation will be defined in the productioncontrol system <strong>of</strong> each quarry.NOTE: When the gravel ballast is carried on a truck, the container must be covered during the entire period <strong>of</strong>transportation: this is in order to reduce contamination from the environment, and other risks.Document No.3. Technical Specifications ‐31‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELA.8.2 The methods employed for loading and dispatching will be such as will not lead to contamination, or to areduction in the quality <strong>of</strong> the aggregates, to the point where their properties are significantly altered, beforeunloading from the truck. All necessary safety precautions, taken to achieve this end during handling and storage <strong>of</strong>the aggregates, will be marked and indicated on the accompanying documents.A.9 Personnel trainingAt all quarries, procedures for training all personnel involved in the plant's production process, will bepermanently maintained and saved. Appropriate training documentation will be permanently saved.3.‐ STOCKPILE SPOT, LOADING, TRANSPORT AND UNLOADING3.1. Stockpile spotThe conditions <strong>of</strong> the stockpile spot shall be proposed by NI authorized personnel for approval. The approval<strong>of</strong> these conditions does not imply the acceptance <strong>of</strong> the conditions and quality <strong>of</strong> the ballast at the time <strong>of</strong>delivery. The area suitable for ballast stockpiling shall be appropriately prepared so as to avoid contamination<strong>of</strong> the ballast due to both internal and external agents.Special care shall be taken for the consolidation <strong>of</strong> the ballast. The lowering in the mid‐ railway track shall becarefully implemented, in order to avoid negative moments in this area, which can imply a torque on theheads <strong>of</strong> the sleepers.3.2. Loading, transport and unloadingThe ballast shall be collected and loaded onto the truck in the quarry using mechanical means. The trimming<strong>of</strong> the top <strong>of</strong> the load shall be leveled out as many times as necessary, so as to carry the highest amount <strong>of</strong>material in each transport.The ballast shall be carried either right to the railway track or using the ballast stockpiles arranged for therailway track construction.The loading, transport from quarry, unloading and spreading out <strong>of</strong> the ballast are a part if this project.The ballast shall be loaded with suitable machinery as per the stockpiles and must be approved by NIauthorized personnel.Special care shall be taken so as to avoid contamination with material from stockpiles during the loading.4.– CONDITIONS OF PROCESS EXECUTION.In cases where a surface treatment has not been applied on the platform, there should not be any truck tire trailway rack on the sub‐ballast layer when spreading out the ballast layer, as they may hinder the drainage <strong>of</strong>the platform. If there is any, before spreading out the layer, the platform should be polished and compacted.The supply <strong>of</strong> ballast for the constitution <strong>of</strong> the layer shall be made by trucks from the chosen stockpile spots,the supply directly from the quarry not being allowed. The loading, transport stockpiles, unloading andspreading out are a part <strong>of</strong> this project.The ballast shall be loaded with suitable machinery as per the stockpiles and shall be approved by NIauthorized personnel.Special care shall be taken so as to avoid contamination with material from stockpiles during the loading.[...]The surface <strong>of</strong> the ballast layer shall be evenly compacted and shall not cause damage or cracks in theaggregate.The ballast layer shall be spread out either in curves or in straight, in a horizontal even layer covering thewhole gauge <strong>of</strong> the double railway track. It shall make up a horizontal level having the lowest thickness underthe rails <strong>of</strong> 160 mm, and 180 mm in viaducts.This layer shall be spread out with a ballast spreading wire‐guided machine fitted with a vibrant device.When the use <strong>of</strong> a spreading machine is not possible due to small spaces (tunnels or areas with lowclearance), a motor grader shall be allowed as the situation is quite exceptional. Once the motor grader haspassed, the surface shall be compacted.In order to prevent damage to the sleepers prior to assembly, the ballast layer shall be lowered in the midarea(5 cm deep and 70 cm wide), so that they lean only on the rails. The spreading machine shall be fittedwith a device for the lowering <strong>of</strong> the contact zone <strong>of</strong> the sleepers.When being poured on the spreading machine, the ballast shall be watered and test sections shall be carriedout so as to adjust the amount <strong>of</strong> water and prevent the ballast from falling apart.The machinery running on the ballast layer shall be fitted with wide tracks or tyres, so that the ballast cannever crack or the layer surface can never be damaged.3.1.8 ISR11009 ASSEMBLY, TRANSPORTATION AND LAYING ON TRACK1. ‐ DEFINITION AND GENERAL CHARACTERISTICS.DefinitionThe set <strong>of</strong> operations and stages intended for the implementation <strong>of</strong> a railway superstructure suitable for therunning <strong>of</strong> railway trains and machines that meet a certain standards and regulations <strong>of</strong> quality and comfort isdefined as assembly and positioning <strong>of</strong> a railway track.General FeaturesThis article states that in order to start the track assembly process, it is necessary that the subgrade is fullyfinished and accepted.2. – CONDITIONS OF THE IMPLEMENTATION PROCESS.Before starting the work on the superstructure, the stake out <strong>of</strong> the railway track shall be adequately definedin plan and elevation in order to properly position the ballast layers. The setting out shall be completedDocument No.3. Technical Specifications ‐32‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELbefore the assembly <strong>of</strong> the railway track. Prior to the second leveling, a full checking <strong>of</strong> the setting out shallbe carried out.Assembly <strong>of</strong> gridsBefore the assembly <strong>of</strong> the railway track, the grids shall be assembled on the slab provided for assembly atthe assembly area.The sleepers stockpiled at the base shall be carried to the slab using gantry cranes. The separation betweensleepers shall be 60 cm (measured between centre lines <strong>of</strong> consecutive sleepers) and the following tolerancesshall be fulfilled:Distance in plan: ± 30 mm.Wheelbase: 600 ± 20 mm.Distance between 6 consecutive sleepers: 3 m ± 30 mm.Deviation: ± 10 mm with respect to the rail perpendicular.In order to transport the sleepers, the clip will be rotated 180 ° as per its final position with its full fastening.Once the rail has been correctly positioned on the plate and before fixing, the position deviation <strong>of</strong> thesleepers shall be corrected: wheelbase, its perpendicularity to the axis <strong>of</strong> the track and centering on the axis.Then, the short 18‐meter bars shall be placed on the sleepers using also the gantries provided at the assemblyarea.After checking the position <strong>of</strong> the sleepers, the fastening clips shall be placed in the assembly position. Theyshall be fixed with pre‐set screwing machines with a torque <strong>of</strong> 220‐250 Nm until the central loop <strong>of</strong> the cliprests on the guiding element <strong>of</strong> the angled plate.Positioning and fastening the rail on sleepers shall be carried out at temperatures between 5 ° C and 40 ° C.Once the grille has been assembled, they shall be stockpiled in 6‐meter high columns.The different rows <strong>of</strong> grid shall be separated from each other by wooden strips so as to avoid deterioration.These strips must always have the same dimensions especially in height so as to avoid relative movements.Since the stockpile <strong>of</strong> 36 grid is foreseen at the assembly area, 4 blocks <strong>of</strong> 9 grid shall be laid out.Ballast layerThe type section <strong>of</strong> the ballast layer shall be defined in Document No. 2 "Drawings". The granulometry <strong>of</strong> theballast shall not be changed during transport, storage or use.The thickness <strong>of</strong> the ballast before previous levelings shall be at least 16 cm under sleeper in order to preventthe tamping tines from affecting, directly or indirectly, the sub‐ballast layer.In the previous leveling, the temporary maximum cant should equal the final theoretical cant decreased in60 mm, or zero in the case <strong>of</strong> a negative difference. Both in straight and in curves, the minimum width <strong>of</strong> theballast layer shall be 3 m and it should be well centered in relation to the track.For the formation <strong>of</strong> the first ballast layer, the following tolerances shall be accepted:a) Railway tracks <strong>of</strong> maximum speed equal or below 80 km / h:−−Thickness, ‐2, +0 cmUpper surface, distance to theoretical dimension <strong>of</strong> the low rail running surface: 25 to 33 cm.− Temporary cant, less than the final one (maximum 4%).b) Railway tracks <strong>of</strong> maximum speed between 80 km / h and 120 km / h:−−Thickness, ‐2, +0 cm.Upper surface, distance to theoretical dimension <strong>of</strong> the low rail running surface: 25 to 31 cm.− Temporary cant, less than the final one (maximum 4%).c) Railway tracks <strong>of</strong> maximum speed higher than 120 km / h and less than 200 km / h:−−Thickness, ‐2, +0 cm.Upper surface, distance to theoretical dimension <strong>of</strong> the low rail running surface: 25 to 29 cm.− Temporary cant, less than the final one (maximum 4%).Enhanced ballast pr<strong>of</strong>ilePositioning <strong>of</strong> the gridThen the grid shall be placed on the ballast layer. Starting from the assembly area with an assembly train andusing the suitable machinery or gantry cranes, the grid shall be unloaded on the ballast layer.Once the grid positioned on the ballast layer, they shall be temporarily clamped allowing the stability <strong>of</strong> thetrack. When the installation process allows it, the rails not concerned by the running <strong>of</strong> the assembly trainshall be unclamped and the grid shall be electrothermally welded.This process shall go on until sections 1.080‐ m long are accomplished, which is the accepted length to allowstress release. In order to perform the aluminothermic <strong>welding</strong>, the <strong>specification</strong>s contained in ArticleISR11011 <strong>of</strong> these Technical <strong>specification</strong>s shall be taken into account.Once the assembly <strong>of</strong> the grid has been accomplished, the performance <strong>of</strong> the temporary long bars shall bemonitored during the hottest hours <strong>of</strong> the day. In order to avoid possible bending <strong>of</strong> the rail due to expansion,the unloading <strong>of</strong> the ballast with hopper wagons and the corresponding lifts shall be carried out as soon aspossible to hold the railway track.Document No.3. Technical Specifications ‐33‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELOnce the rail has been positioned, the track gauge shall be checked and corrected if it exceeds the tolerance<strong>of</strong> ± 3 mm. Then the railway track shall be adjust in its final position using tamping machines.Unless the first leveling has been carried out, circulation <strong>of</strong> track machines and work trains shall not exceed25 km / h.The correct positioning <strong>of</strong> the railway track implies: The track gauge <strong>of</strong> 1,435.Greasing <strong>of</strong> the clamps on their clamp‐rail contact surface.Clamp screws shall be greased with oil and a grower ring shall be placed between the nut and theclamp, on the inner side <strong>of</strong> the track.Once the ends <strong>of</strong> the rails have been clamped, they shall be perfectly aligned.The ballast unloading shall take place immediately after.Leveling and alignment <strong>of</strong> the new railway trackOnce the grid has been placed on the ballast layer, they shall be definitely positioned in plan and elevationand the finishing operations and putting into service shall be carried out.In order to do so, the railway track shall be lifted in several stages until the final level has been reached, andat the same time, the defects <strong>of</strong> positioning shall be corrected in plan. The ballast shall be thoroughly tampedand compacted under the sleepers and, finally, the ballast slope shall be definitively pr<strong>of</strong>iled.Once the railway track has been positioned, it shall be definitely positioned in plan and elevation, the finishingoperations shall be carried out and the track shall be put into service.In order to do so, the railway track shall be lifted in several stages until the final level has been reached, andat the same time, the defects <strong>of</strong> positioning shall be corrected in plan. The ballast shall be thoroughly tampedand compacted under the sleepers and, finally, the ballast slope shall be definitively pr<strong>of</strong>iled.The implementation procedure and the required tolerances for successive lifts have been extensivelydescribed in Articles ISR11012 and ISR11014 <strong>of</strong> these <strong>specification</strong>s.Switches and crossings and expansion joints shall be placed on the track once the stage prior to acceptancestage has been reached.Stress release:The neutralization <strong>of</strong> the rail involves fixing the rail with homogenized stress at neutralization temperature sothat there is no thermal stress at neutralization temperature.The implementation procedure has been extensively described in Article ISR11013 <strong>of</strong> these <strong>specification</strong>s.Document No.3. Technical Specifications ‐34‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELPr<strong>of</strong>iling the trackIncludes pr<strong>of</strong>iling <strong>of</strong> the ballast slopes, sidewalks and unsurfaced ditches, if there is any.Tender no. TET‐MEM/KOF‐BET/02/11. Framework Contract for Carrying Out Thermal Welding onRailway Tracks and Accompanying Work Part I. Technical Specification E‐06‐0001. Welding RailwayLines by an Alumino‐Thermal Method. (Appendix 4)In areas <strong>of</strong> switches and crossings, beacons and electrical connections, the pr<strong>of</strong>iling shall be manuallycompleted so that such equipment and connections are free <strong>of</strong> stones and clean enough for them to fulfilltheir function properly and make easy the maintenance operations.Pr<strong>of</strong>iling shall be the last operation <strong>of</strong> the railway track assembly, therefore the railway track shall becompletely finished and having good appearance.3.1.9 ISR11010 FLASH‐BUTT WELDING1.‐DEFINITION AND GENERAL CHARACTERISTICS.The grids must be carefully manufactured and the elementary bars must undergo a strict straighteningprevious his assembly out when going out <strong>of</strong> the rolling mill, so that when they get to the work area where<strong>welding</strong> is being made, the bars meet the <strong>specification</strong>s required by the CEN regarding straightness, surfaceflatness and torsion <strong>of</strong> rails for certain high‐speed railway tracks. It is essential that the ends have the suitabledimensions so that, after <strong>welding</strong>, the specific alignment and leveling tolerances can be achieved.All the <strong>specification</strong>s stated in the following documents shall be taken into account: Guidelines for Laying Down and Maintenance <strong>of</strong> Welded Rails. (Appendix 1)Technical <strong>specification</strong>s for the Flash Butt Welding <strong>of</strong> Rails by Mobile Welding Machine No. E‐11‐041AB. (Appendix 2)Technical <strong>specification</strong> Non‐Destructive Testing <strong>of</strong> Welding on Rails <strong>of</strong> Types UIC 54, U50, and UIC60. E ‐ 07 – 001. (Appendix 3)3.1.10 ISR11011 ALUMINOTHERMIC WELDING1.‐ DEFINITION AND GENERAL CHARACTERISTICS.Once the grid has been placed and before any tamping, the bars <strong>of</strong> the grids shall be welded in order to gettemporary grids <strong>of</strong> 1,080 m, resulting from joining 60 grids <strong>of</strong> 18 m (118 in‐situ <strong>welding</strong>s). This length isallowed in order to release stress within the tolerances <strong>of</strong> the first tamping.In the case <strong>of</strong> <strong>welding</strong> between rails <strong>of</strong> different hardness, the <strong>welding</strong> kit with higher hardness shall be used:for example in the case <strong>of</strong> <strong>welding</strong> between 260 rail and 350 rail, the 350 load <strong>welding</strong> kit shall be used.All the <strong>specification</strong>s stated in the following documents shall be taken into account: Guidelines for Laying Down and Maintenance <strong>of</strong> Welded Rails. (Appendix 1)Technical <strong>specification</strong> Non‐Destructive Testing <strong>of</strong> Welding on Rails <strong>of</strong> Types UIC 54, U50, and UIC60. E ‐ 07 – 001. (Appendix 3)3.1.11 ISR11012 EXECUTION OF 1ST TAMPING INCLUDING SUPPLY AND TRANSPORTATION OF BALLAST1. ‐ DEFINITION AND GENERAL CHARACTERISTICS.The stage prior to acceptance consists in unloading ballast and carrying out the tamping necessary to placethe railway track in plan and elevation meeting the tolerances required for the stage prior to acceptance. Adynamic stabilization between the previous tampings shall have been made, therefore only a stabilization, anew tamping and a stabilization shall be necessary to get the track in the position shown on the drawings.Dynamic stabilization aims to achieve compaction <strong>of</strong> ballast under and around the sleepers artificially, so as toavoid limitations on the running speed when the railway track is in operation.At the stage prior to acceptance, the release shall be made and the ballast slope shall be completely pr<strong>of</strong>iledand swept.2. – CONDITIONS IN THE IMPLEMENTATION PROCESS.The ballast necessary to perform the railway track tamping up to the stage prior to acceptance shall get to therailway track as indicated in the section on the ballast <strong>of</strong> these Specifications. The unloading <strong>of</strong> ballast shall bemade 24hours after the positioning <strong>of</strong> the rails on the sleepers.The tamping <strong>of</strong> the railway track shall be carried out in consecutive stages taking into account that themaximum tamping per rail must not exceed eighty‐four (84) millimeters. The Contractor shall perform thesubsequent tampings following the charts approved by authorized personnel <strong>of</strong> NI before the start <strong>of</strong> thework. These charts indicate for each tamping:Variation <strong>of</strong> cant in each passing.For the lower and the upper rail, the height and tamping accumulated in each passingAlso the reference points <strong>of</strong> each passing, the data needed to perform the curves between slopes, levelingand temporary alignment shall be taken into account. These values are the starting point for the tamping untilacceptance stage.In areas where the definitive turnouts are located, the existing railway track should reach the first tamping(approx. 40 mm) and the corresponding stabilization (approx. ‐12 mm). In this situation, the auxiliary railwaytrack shall be removed and the definitive turnout shall be assembled, which shall later undergo theappropriate tamping and stabilization.In the case <strong>of</strong> performing tampings on the general track above the mentioned level, and if the turnout hasnot yet been assembled, then ramps shall be placed 50 m before and after the section <strong>of</strong> the turnout, so thatwhen the turnout is assembled, the suitable tampings are performed and leveled and aligned according tothe project.Document No.3. Technical Specifications ‐35‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELIn order to carry out the work with the required quality, the Contractor shall use tamping machines fitted, atleast, with the next application:Automatic application device <strong>of</strong> work tools allowing correction <strong>of</strong> leveling and alignment.six (6) parameters control: Device for recording longitudinal level, cant or cant difference, twist,bending, tamping magnitude control and layout control.WORKTOLERANCESPARAMETERDIFFERENCES(MM)VARIATIONS EACH 5 M(MM)Theoretical dimension ‐ 30Temporary cant ±10 6Stabilization reaches a ballast compaction effect equivalent to the one obtained after 100 000 gross tons havepassed on the railway track.Track gauge every 5 sleepers‐2+4This operation shall be carried out in two stages:1. –Between the previous tampings and a frequency <strong>of</strong> 30‐35 Hz2.‐After the railways tamping until the stage prior to acceptance and under constant load <strong>of</strong> 100 barand a frequency <strong>of</strong> 30‐35 HzThe machinery equipment includes a "dynamic stabilizer" capable <strong>of</strong> providing a vertical force <strong>of</strong> 240 kN,equivalent to 120 kN per rail. The frequency application range is required to have a maximum limit <strong>of</strong> 45 Hz.The dynamic stabilizer must be fitted with a system for recording the following parameters: curvaturemeasurement on base <strong>of</strong> 4 and 6 m, twist on base <strong>of</strong> 3 m, cant, longitudinal leveling on base <strong>of</strong> 2.6 and 6 m.The stabilizing machine can be used in two ways:Stage prior toacceptanceAlignment: curvature measurement with chord <strong>of</strong> 20 m every 5 m. Straight ±2 2In curve ±3 3Alignment with lateral distance to pr<strong>of</strong>ile angles and marking points. ±10Longitudinal leveling+06Theoretical dimension‐10Temporary cant±5 5Every 5 mTrack gauge every 5 sleepers‐22+2Alignment (location as per the project) ±10 5Usually, the desired positioning is fixed, and an automatic system shall regulate the vertical load, so thatwhen combined with the frequency, the foreseen positioning is achieved.Dynamic stabilizationLongitudinal levelingTheoretical dimension+0‐205In other cases, the automatic system is switched <strong>of</strong>f and the machine is used with the highest vertical forceand a determined frequency. When this happens the positioning is not usually even.after the stage priorto acceptanceTrack gauge every 5 sleepers‐ 2+22After each operation <strong>of</strong> tamping, pr<strong>of</strong>iling and sweeping <strong>of</strong> the ballast slope is carried out, leaving the rightpr<strong>of</strong>ile for the next tamping, trying not to leave ballast on the sleeper.Temporary cantEvery 5 m±8 5After the tamping <strong>of</strong> the railway track until the stage prior or acceptance, all the ballast shall have beenplaced, and no exceptional ballast application is allowed.The tolerances <strong>of</strong> each <strong>of</strong> the operations included in the track tamping until the stage prior to acceptance areincluded in the following chart:WORKFirst tamping <strong>of</strong>previous levelingsPARAMETERDIFFERENCES(MM)TOLERANCESVARIATIONS EACH 5 MAlignment (location as per the project) ±20 10Longitudinal leveling +20 10(MM)The contractor is required to submit records <strong>of</strong> the tamping machine after performing the track tamping untilthe stage prior to acceptance, upon request from NI authorized personnel.3.1.12 ISR11013 STRESS NEUTRALIZATION1.‐ DEFINITION AND GENERAL CHARACTERISTICS.Neutralization <strong>of</strong> the rail means fixing the rail with homogenous stress at neutralization temperature, so thatthere is no thermal stress at neutralization temperature.The process involves cutting the rail or using an existing join, unscrewing the rail to be leveled, placing rollersbetween rail and sleeper, releasing stress hitting the rail (homogenization) with a rubber or wooden hammerDocument No.3. Technical Specifications ‐36‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL(never metal), creating the initial gap between rails, using hydraulic tensors if neutralizing is necessary (lowtemperatures), and finally <strong>welding</strong> the joint with the suitable gap between rails.The release shall take place on two rails at the same time, therefore two teams working simultaneously arerequired. This way, stress on the sleepers or the ballast that could damage these elements are avoided.For the implementation <strong>of</strong> this unit, thefollowing items shall be available:Drilling machines with hydraulic torque control, featuring:−−−−−−−Manometer scale graduated in Nm or Kgm, highlighting the value <strong>of</strong> 220 Nm.Possibility to work on the two rails without turning the machine.The response <strong>of</strong> the machine, with regard to the measurement <strong>of</strong> the applied torque should notundergo deviations greater than 5%.Quick coupling <strong>of</strong> screwdriver head.Riser cutterSlicer.Rail Grinding.hydraulic tensors equipment2 nd case: stress release at room temperatureIt is necessary to reach the neutral temperature 5ºC.3 rd case: provisional stress releaseIt should be repeated in 1 st or 2 nd case conditions.29.8 o C t o 39.8 o Ct o 39.8 o CNeutralization is considered as temporary. A new neutralization should be performed under the temperatureconditions in case 1 or case 2.Stress in rail lengths <strong>of</strong> 1080 m shall be released. The stress release shall be performed before the firsttamping dynamic stabilization.Conditions <strong>of</strong> the implementation process.The following items define the steps for the release <strong>of</strong> stress:Cleaning the fastenings.Unscrewing.Put the rollers every 10 to 15 sleepers, at the whole length <strong>of</strong> the welded continuous rail to be neutralized.−aluminothermic <strong>welding</strong> equipment.The rollers shall have a diameter so that:−Roll Kit.Between 2 rollers the rail shall not touch the positioning plate.−Rail thermometer.The loose fastenings shall not pressure the rail support.−Tools and auxiliary equipment.Fixing <strong>of</strong> reference points.For the release <strong>of</strong> long welded bars the following must be achieved:Marking the <strong>welding</strong>s that may hinder the free movement <strong>of</strong> the rail− Completion <strong>of</strong> the stage prior to acceptance.− The ballast pr<strong>of</strong>ile is correct.− A suitable track geometry.In the section to be neutralized, the rail temperature must be homogeneous:The vibration <strong>of</strong> the two rails using tools approved by authorized NI.Pulling the two bars.Remove the rollers.Placing the positioning plates.1st case: stress release by means <strong>of</strong> hydraulic jacksRectify the track gauge and retighten the fastenings.0 o C t o 29.8 o CPlacement <strong>of</strong> rail sections, if necessary.t o = rail temperature when releasing from fastenings.Welding between railsDocument No.3. Technical Specifications ‐37‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELRemoval <strong>of</strong> excess <strong>of</strong> material.The contractor will daily check the tightening torque.The Contractor shall ensure that the supplied rollers are suitable for the type <strong>of</strong> sleeper.The following measures shall be taken when carrying out neutralization:It is not allowed to perform new cuttings on the bar so as to neutralize the rail.Neutralization shall be carried out so as not to interfere with other tasks.All data relating to the operations <strong>of</strong> neutralization shall be documented on cards to be supplied byauthorized NI.Neutralization <strong>of</strong> turnouts.A device that allows continuous recording <strong>of</strong> the characteristic parameters <strong>of</strong> the railway track,curvature measurements calculations every ten (10) m on a base <strong>of</strong> twenty (20) meters and thedetermination <strong>of</strong> the instructions to carry out the leveling.From the railway track lift to the acceptance stage, the dynamic stabilization <strong>of</strong> the railway track shall beperformed with a frequency <strong>of</strong> 30‐35 Hz and a constant load <strong>of</strong> 100 BAR.With this stabilization, an even average descent <strong>of</strong> 4 to 10 mm shall be achieved using the above mentionedfrequency. The obtained results shall ensure a lateral railway track resistance <strong>of</strong> 7.7 kN for 2 mm <strong>of</strong>displacement per sleeper. This resistance increases over successive circulations.The tolerances for the operations described in the railway track lift until the acceptance stages are listed inthe following chart:TOLERANCESThe neutralization process in turnouts present several features differing from the one described for thegeneral railway track. The fastenings which shall not be loosened are the ones <strong>of</strong> the turnout and crossing,while the rest can be changed. The indications in paragraph concerning turnouts shall be taken into account.3.1.13 ISR11014 EXECUTION OF 2 ND TAMPING INCLUDING SUPPLY AND TRANSPORTATION OF BALLAST1. ‐ DEFINITION AND GENERAL CHARACTERISTICS.It includes all the operations necessary to place the railway track in position within the allowed tolerances, asindicated in the drawings.2. ‐ TERMS OF THE PROCESS EXECUTION.It is said that a railway track is in the acceptance stage when the following conditions are accomplished:It has been in the stage prior to acceptance.the final dynamic stabilization has been performed.the railway track is in the right position, within tolerances, both in plan and elevation.the ballast slope has been completed and pr<strong>of</strong>iled.For tamping, a tamping machine fitted with the next equipments, which are described below shall be used:Automatic application device <strong>of</strong> work tools allowing correction <strong>of</strong> leveling and alignment.six (6) parameters control: Device for recording longitudinal level, cant or cant difference, twist,bending, tamping magnitude control and layout control.A device that allows continuous recording <strong>of</strong> the characteristic parameters <strong>of</strong> the railway track,curvature measurements calculations every ten (10) m on a base <strong>of</strong> twenty (20) meters and thedetermination <strong>of</strong> the instructions to carry out the alignment.TASKAcceptance stageDynamic stabilizationafter acceptance stagePARAMETERDEVIATIONS VARIATION(mm)(mm)Track gauge: vehicle for geometric control or manual control every 5 sleepers. ±2 from theory 2Alignment: vehicle for geometric control or manual control every 5 m±2 2Curvature measurement with chord <strong>of</strong> 20 m.Alignment with lateral distance to pr<strong>of</strong>ile angles and marking points. ±10Leveling: vehicle <strong>of</strong> geometric control with measurement base <strong>of</strong> 20 m or manual3control every 5 m with optic level.Leveling every 5 m referred to pr<strong>of</strong>ile angles and marking points 0‐10Cant: vehicle for geometric control or manual control every 5 m ±2 from theoryTwist: vehicle for geometric control with measurement on base <strong>of</strong> 3 m 1 %0Track gauge: vehicle for geometric control or manual control every 5 sleepers. ±2 from theoryAlignment: vehicle for geometric control or manual control every 5 m±2 2Curvature measurement with chord <strong>of</strong> 20 m..Alignment: with lateral distance to pr<strong>of</strong>ile angles and marking points. ±10Leveling: vehicle <strong>of</strong> geometric control with measurement base <strong>of</strong> 20 m or manual3control every 5 m with optic level.Leveling every 5 m referred to pr<strong>of</strong>ile angles and marking points 0‐10Cant: vehicle for geometric control or manual control every 5 m ±2 from theoryTwist: vehicle for geometric control with measurement on base <strong>of</strong> 3 m 1 %0Document No.3. Technical Specifications ‐38‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELIn the structures and transitions from platform to concrete, a transition in the working pressure, shall befixed, which shall be lowered to 50% 30 m before the change point. Once the work or change point has beenfinished, another transition shall be fixed over the next 30 m for further 100%stabilization.At the same time and taking advantage <strong>of</strong> the trains used for the transport <strong>of</strong> materials to the work area,heavy traffic shall run on the track, which effectively contributes to increase the lateral resistance.The results <strong>of</strong> this action guarantee an increase in lateral resistance about 10 to 20% over the one obtainedwith the simple use <strong>of</strong> dynamic stabilization. Therefore, the new railway track can be open to traffic with nospeed limit as per the foreseen speed.Once the railway track lift has been finished, until the acceptance stage, the Contractor shall deliver therecords <strong>of</strong> the tamping machine whenever the authorized NI personnel request it.All the operations to make the railway track be within tolerance after the last stabilization shall be under thecontractor’s responsibility.3.1.14 ISR11015 CLEARANCE POINTSDefinition: The clearance points are the point where a mobile stock clearance exists on two adjacent tracksand allows free passage <strong>of</strong> trains on a strait track or in a divergent track.Clearance points are marked in places where the distance between two connecting tracks is 4.0 meters. Theexistence <strong>of</strong> a clearance point requires one train to stop on its track while the other train passes on anadjacent track, thus preventing a collision between the two trains by maintaining a vertical clearance for safepassage on the track.Clearance points must be marked on all layout plans <strong>of</strong> both preliminary and detailed plans, includingsuperstructures and in the field.In secondary lines running through stations, it is necessary to distinguish between the general track lengthand the usable length <strong>of</strong> the line for operational purposes.Total Length:a) For Crossing Lines – The distance between the beginning <strong>of</strong> the entry turnout and the beginning <strong>of</strong>the exit turnout.b) For Dead‐end Tracks (Flanks) – The distance between the beginning <strong>of</strong> the entry turnout and thebuffer, including: Buffer‐stop length and shifting distance.Usable Length:The section <strong>of</strong> track used for stopping <strong>of</strong> trains without interfering with traffic on nearby tracks.a) In Crossing Lines:−−1. By way <strong>of</strong> a clearance point on lines without signals.2. By blinding light or by isolation on lines with signals.b) In Dead‐end Tracks (Flanks): By way <strong>of</strong> a clearance point or light signal with buffer, including stoppingpoint before it (2 m for regular buffers, 5 me for friction buffers and 7 m for hydraulic buffers [41]).To the required usable length, it is advisable to add 5 meters on both sides <strong>of</strong> the track in order to ensureproper visibility <strong>of</strong> signals by locomotive drivers.Light signals are installed before the clearance points and force the locomotive driver to stop the train (seeFigures 9.5 and 9.6).3.1.15 ISR11016 MILESTONES TYPE 1 (EVERY KM)This activity, included in those <strong>technical</strong> <strong>specification</strong>s has local <strong>specification</strong>s in Israel according to thecommon practices in the country. They are included in appendix 7 <strong>of</strong> this Technical Specification.3.1.16 ISR11017 MILESTONES TYPE 2 (EVERY 200 M)This activity, included in those <strong>technical</strong> <strong>specification</strong>s has local <strong>specification</strong>s in Israel according to thecommon practices in the country. They are included in appendix 7 <strong>of</strong> this Technical Specification.3.1.17 ASPHALTIC TREATMENT1.‐ DEFINITION AND GENERAL CONDITIONSDefinitionIt is the superficial spreading <strong>of</strong> asphaltic emulsion with aggregates for surface courses.There are two types <strong>of</strong> treatment:Simple superficial treatmentDouble superficial treatmentAll the asphaltic treatments for this Project will be required to be double.The work includes the following operations:For the simple superficial treatment:Preparation and verification <strong>of</strong> the surface to be treatedSpraying <strong>of</strong> asphaltic emulsionDocument No.3. Technical Specifications ‐39‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELSpreading <strong>of</strong> aggregatesRolling the aggregatesElimination <strong>of</strong> <strong>non</strong>‐adhered aggregatesFor the double superficial treatment:Preparation and verification <strong>of</strong> the surface to be treatedSpraying <strong>of</strong> asphaltic emulsionSpreading and rolling <strong>of</strong> the first layer <strong>of</strong> aggregatesSecond spraying <strong>of</strong> asphaltic emulsionSpreading and rolling <strong>of</strong> the second layer <strong>of</strong> aggregatesElimination <strong>of</strong> <strong>non</strong>‐adhered aggregatesGENERAL CONDITIONSThe superficial treatment will be practiced in certain replacements: service roads and every road defined inthe plans, or at least defined by the Project Manager.The following conditions will be binding in the work execution:Materials:Dosage:The proportion <strong>of</strong> the aggregate with two (2) or more fracture surfaces shall not be less thanseventy‐five (75).The coefficient <strong>of</strong> cleanliness <strong>of</strong> the aggregate, according to the NLT 172/86 standard, shall notexceed one (1). The NLT 172/86 is corresponding to the standard AFNOR NF P 18‐591 (1970)“Granulats. Dermination de la proprete superficielle”.The maximum value <strong>of</strong> the coefficient <strong>of</strong> abrasion and impact in Los Angeles Machine for thick aridshall not to exceed thirty (30) (according to NLT 149/72 or ASTM C 131‐67).The minimum value <strong>of</strong> the accelerated polishing coefficient shall not be less than forty hundredths(0.40) (according to NLT 174/72 or BS 812 Part 3).The flakiness index shall not exceed thirty (30) (according to UNE‐EN 933‐3:1997 or ATT‐26).The material dosage shall be:First spreading: Asphaltic emulsion: four kilograms per square meter (4.0 kg/m²) <strong>of</strong> asphaltic emulsion ECR type 1(cationic emulsion <strong>of</strong> rapid setting) or equivalent dosage fluidized bitumen.Second application:Aggregates: fifteen liters per square meter (0,015 m³/m²). Grading A6/3 mm (aggregate <strong>of</strong> 6 mmmaximum size and 3 mm <strong>of</strong> minimum size according to standard UNE EN 933‐2:96).. Asphaltic emulsion: four pounds per square meter (2,0 kg/m²) <strong>of</strong> asphalt emulsion ECR type 1(cationic emulsion <strong>of</strong> rapid setting) or equivalent dosage fluidized bitumen.2.‐ IMPLEMENTATION PROCESS CONDITIONSIf the temperature is less than 10°C or it is raining the works shall be canceled.The regularity <strong>of</strong> the surface and the state <strong>of</strong> the surface to treat will be checkedThe surface on which the asphaltic emulsion is laid on will be free <strong>of</strong> dust, dirt, dried mud or any looseharmful matter. The cleaning is done with pressure washer or through sweeping.Building elements or accessories shall be protected to prevent staining with asphaltic emulsion.The spraying <strong>of</strong> asphaltic emulsion will be made evenly. To prevent an excessive spreading <strong>of</strong> asphalticemulsion in transverse joints, strips <strong>of</strong> paper or other material will be placed under the diffusers.The spreading <strong>of</strong> the aggregate will be made uniformly so as to prevent contact between the machinerywheels with the <strong>non</strong>‐covered asphaltic emulsion.The rolling <strong>of</strong> the aggregate will be longitudinal to the road axis, starting from the inner edge <strong>of</strong> the road,progressing towards the centre <strong>of</strong> it. Each pass shall overlap the previous one.The rolling with steamrollers will be completed manually with the necessary workforce in order to correct anydefects or irregularities.Once the aggregates are rolled and when the asphaltic emulsion gets cohesive enough with the aggregates,according to the Project Management directions, to withstand the action <strong>of</strong> circulation <strong>of</strong> vehicles, the excess<strong>of</strong> aggregate shall be removed before allowing the traffic.The traffic shall be avoided over the surface treated within 24 hours after finishing the treatment. Otherwise,the maximum velocity will be 40 km/h and drivers will be warned about the danger <strong>of</strong> loose chippings.The 15 next days after the opening to traffic, unless the Project Management orders otherwise, there will be adefinite sweeping <strong>of</strong> the loose aggregates.The Project Management may require a test over any section <strong>of</strong> the work. Aggregates: twenty five liters per square meter (0,025 m³/m²). Grading A20/10 mm (aggregate <strong>of</strong> 20mm maximum size and 10 mm <strong>of</strong> minimum size according to standard UNE EN 933‐2:96).Document No.3. Technical Specifications ‐40‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.1.18 ISR11020 SUPPLY AND ASSEMBLY OF SWITCHES1. ‐ DESCRIPTION AND GENERAL CHARACTERISTICS.The following operations are included in this paragraph:Checking in the factory, transport by truck to those final placement and pre‐assembly at site.Technical assistance during the stages <strong>of</strong> transport, on‐track placement, leveling and alignment, andperforming the adjustment operations until the turnout is ready to be installed onto the final pointalong the railway track.Direct trackDiverged trackFrogElasticityAcceptance by the track assembly contractorTRADITIONAL TURNOUTS≤ 200 km./h100, 60, 40, 30 km./hFixed pointNot higher than that <strong>of</strong> the railway track (elastic transition areas are not included)At the work place, dismantled on the truckThe installation <strong>of</strong> the turnout.The turnouts shall be installed after the railway track first tamping and until the stage prior to acceptance.Prior to the switch or expansion device purchase, the Contractor has to coordinate with ISR Signallingdepartment, in order to choose the characteristics which fit best for Signalling.The turnout supplier must guarantee at least 20 years <strong>of</strong> supply for spare parts upon request by the RailwayAdministrator.EXPANSION DEVICES.Expansion devices are assembled in hyperstatic bridges long enough to involve installation in order to removethe stress at their free ends. The stress is the result <strong>of</strong> the relative displacements between rail and deck dueto temperature variations, shrink and expansion and due to stress increases caused by braking, starting andtemperature variations in the long bars, maintaining continuity in the railway. The devices shall have followingcharacteristics:Ensure cancellation <strong>of</strong> thermal stress on the deviceHave resistant characteristics like the rest <strong>of</strong> the railway track.Be compatible with mechanized tamping on the railway track.Allow the trains running at t high speeds.The expansion devices are assembled on the joint, usually located between the platform and the abutment onwhich the mobile support sits because in that area is where the highest stress shall affect the rail. The fixedpart <strong>of</strong> the expansion device must be placed on the abutment and the mobile part on the viaduct.TURNOUTS ON BALLASTThe turnout is a device that allows the railway to change <strong>of</strong> track.The turnouts to be used in the section under study shall allow speed on straight track equal or minor than 160km / h, and 100, 60, 40 or 30 km / h on diverted track.The following chart outlines the main characteristics <strong>of</strong> the turnouts.The turnouts shall be installed once the railway track lift has been carried out until the stage prior toacceptance.2. – CONDITIONS OF THE IMPLEMENTATION PROCESS.EXPANSION DEVICES. HYPERSTATIC BRIDGESThe supplier <strong>of</strong> the expansion device, according to the Technical Specifications, shall handle the Contractorthe Assembly Process <strong>of</strong> Expansion Devices, which include all the instructions for handling, control andassembly, the drawings <strong>of</strong> the device, the design <strong>of</strong> the ballast retaining walls and the acceptance cards <strong>of</strong>these devices.Once the device has been received the Contractor shall unload it along de railway track by truck. Theexpansion devices shall be assembled in their definitive location.The Contractor shall verify the viaduct abutments so as to define what abutment the mobile support is to beplaced on and carry out the setting out <strong>of</strong> the device on that abutment. Once location point for placing theexpansion device has been fixed (ED) and once performed the railway track lift until the stage prior toacceptance, the temporary railway track lift, lowering <strong>of</strong> the slope and final setting out to place the device inits definitive position is performed, with adjusted opening subject to the assembly temperature. It should benoted that, given the difference in elasticity between the device and the railway track, there are elastictransition sections at the beginning and end <strong>of</strong> the device. These sections are marked with special sleeperssupplied along with the deviceThe ballast slope shall be cut <strong>of</strong>f in the area <strong>of</strong> the bridge expansion joint. The design for the cutting <strong>of</strong>f <strong>of</strong> theslope shall be made by NI authorized personnel for each case.In case <strong>of</strong> very long beams, with large movements <strong>of</strong> shrink and expansion, adjustable ballast retaining wallsshall be arranged to keep the bridge expansion joint away from the device and avoid losses due to ballastdrop.The design <strong>of</strong> the ballast retaining wall shall be analyzed by the Contractor for each case, according to thealignment and final slope <strong>of</strong> the railway track at the assembly point. The position and dimensions shall bedefined as per the indications included in the abovementioned manufacturer's procedure.Document No.3. Technical Specifications ‐41‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELPrior to the installation <strong>of</strong> these retaining walls, the design shall be submitted for approval by NI authorizedpersonnel.For assembly purposes, the setting out <strong>of</strong> the device shall be performed, taking into account its length withthe adjustment made as per the joint opening <strong>of</strong> the viaduct at that time and the one corresponding totransition sleepers to be placed at both ends <strong>of</strong> the device. Then the temporary railway track shall be liftedand the ballast slope shall be lowered.The surface <strong>of</strong> the ballast shall be compacted with vibrating plates, preventing the central part <strong>of</strong> the sleepersfrom leaning on the ballast.In the joint area between the abutment and the deck, ballast retaining walls shall be placed. Then the deviceshall be unloaded and positioned on caterpillars using gantry cranes made available by the Contractor, withenough capacity to handle these devices without causing deformation or damage.standard topography, using the bases used during the railway track assembly. The pr<strong>of</strong>ile anglesshould be stable enough so as to be operating throughout the assembly process.Preparation <strong>of</strong> the ballast layer. Once the temporary railway track has been removed the ballastlayer is prepared for the assembly <strong>of</strong> the turnout and all the sleepers <strong>of</strong> the transition up to thegeneral railway track. The following is to be considered: the height difference between the systemsleeper / positioning plate / rail on track and on the turnouts, which is about 4 cm.,; the maximumallowed lift height, 30 mm in tampings; the vertical transition curves close to the turnout, leaving a10‐metre distance between the transition sleepers <strong>of</strong> the turnout and the end/beginning <strong>of</strong> thevertical transition curve. Due to traffic on the temporary railway track, the sleepers can sink on theballast layer, which shall be corrected to achieve a flat surface with tolerances <strong>of</strong> (0 / +1 cm) or (0 /cm ‐1) and a high and uniform compaction over the whole surface by vibrating machine.The temporary railway shall be properly stockpiled and labeled at the right place indicated by NIauthorized personnel.The theoretical position <strong>of</strong> the expansion device will be achieved as per the following stages:Place the device in the stage prior to acceptance.It will be welded with aluminothermic <strong>welding</strong> to the adjacent tracks, leaving welds with perfectsurface finish.Stabilization <strong>of</strong> the stage prior to acceptance.Acceptance stage lift.Then, the second dynamic stabilization shall take place.In order to perform the <strong>welding</strong>, the following is to be considered: the rail <strong>of</strong> expansion devices is HSH quality(tensile strength: 1100 N/mm²), while the general railway track rail with which the joining is performed is 900N / mm². In cases when different quality rails are welded, the load will correspond to the highest quality.TURNOUT ON BALLASTGeneral conditionsIn areas where the definitive turnouts are placed, the auxiliary railway track shall reach the first lift (approx.40 mm) and the corresponding stabilization (approx. ‐12 mm). In this situation, the auxiliary railway trackshall be removed and the definitive turnout, which shall finally be subject to lift and stabilizations, shall beassembled.The assembly method for a turnout is as follows:Assembly <strong>of</strong> the device, taking into account different criteria such as high‐speed or standard, asoutlined in the following paragraphs <strong>of</strong> this document.Irrigation <strong>of</strong> ballast, tamping and stabilization. Once the diverged track has been placed andattached, it shall be integrated into the railway track geometry, using the necessary stages <strong>of</strong>tamping and stabilization and performing the following operations: protection <strong>of</strong> roller slides, gapsin metal sleepers and bolts, complete moveable point frog and all areas or items that may beaffected by the spreading out <strong>of</strong> the ballast, with geotextile blanket before the start <strong>of</strong> theirrigation; pr<strong>of</strong>iling and cleaning <strong>of</strong> the stones between blades and stock rails and brushing <strong>of</strong> therail; tamping with a lift maximum <strong>of</strong> 30 mm in each tamping; stabilization; second irrigation <strong>of</strong> theballast if necessary and the same cleaning and pr<strong>of</strong>iling operations; tamping; stabilization; manualpr<strong>of</strong>iling. As a precaution, at the areas <strong>of</strong> turnouts, ballast trains shall leave no stones between thesleepers.Welding. As for <strong>welding</strong>s, it is to be noted that the rail <strong>of</strong> any <strong>of</strong> the turnouts is quality HSH (tensilestrength: 1100 N/mm²), while the general railway track rail with which the join is performed is 900 N/ mm². In cases when different quality rails are welded, the load to be used shall correspond to theone <strong>of</strong> highest quality. The performance <strong>of</strong> the gaps between rails for the turnout <strong>welding</strong> cannot bedone with a <strong>welding</strong> torch due to metallurgical implications.The cutting may be performed with a saw, but as this process is too slow, it is recommended that cutting ismade with grinding machine. The <strong>welding</strong>s shall be made according to the <strong>welding</strong> standards in force, takinginto account the following characteristics:1 ‐ The position <strong>of</strong> the stock rails shall be checked with a railway track square on the outer edge2 ‐ Temperatures. All the parts <strong>of</strong> the turnout shall be welded at the neutralization temperature ± 3 °.The setting out <strong>of</strong> the straight railway track axis shall correspond to that <strong>of</strong> the general railway track.Setting out <strong>of</strong> the turnout, placing the necessary pr<strong>of</strong>ile angles on both sides <strong>of</strong> the platform andoutside the working area <strong>of</strong> the assembly machinery, thereby the occupation surface <strong>of</strong> thediverged track and its transitions shall be determined. The setting out shall be carried out using3 ‐ Order <strong>of</strong> welds. The <strong>welding</strong>s shall be made in the following order:Intermediate welds starting from the frog.Final <strong>welding</strong>s that match the stress release <strong>of</strong> the adjacent rails in a minimum length <strong>of</strong> 150 m.Document No.3. Technical Specifications ‐42‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELWelding <strong>of</strong> the blades, checking before the correct positioning <strong>of</strong> the locks.Final tamping. Once the assembly <strong>of</strong> the actuator has been finished and they have been coveredwith their lids, a new ballast unloading with hopper train shall take place, under the sameprotection and cleaning conditions set out in paragraph concerning tamping and stabilization; thenthe pr<strong>of</strong>iling machine shall be applied . Later a new leveling and stabilization shall be performed. It isnecessary to use a turnout tamping machine with the same characteristics already mentioned.Along with the general railway track, the lift <strong>of</strong> the track shall take place until the acceptance stage, 2ndcontrolled stabilization and final pr<strong>of</strong>iling.The main feature <strong>of</strong> the turnout tamping machine to be used is that when tamping the straight railway track,it can lift and tamp the far side <strong>of</strong> the diverged track, thus avoiding that when tamping the latter, the turnoutcould swing crossways on the crossing area. For this reason, besides lifting the third rail, when the machineoperates on the straight railway track, the tamping shall be under the rail. Special care shall be takenregarding the length <strong>of</strong> the tamping tine, that shall be enough so that insertions and tightenings are made atthe depth required by the difference in height from the rail head over the height <strong>of</strong> the whole railway track,due to the structural section <strong>of</strong> turnout sleepers.The tamping machine to be used must meet the following requirements: Propelled Travel speed ≥ 90 km / h.Measurement bases for alignment ≥ 20 m and ≥ 14 m for leveling.Inside wheelbase ≥ 12 m along with the condition <strong>of</strong> having limits that prevent lifts and lateraldisplacement above 70 mm.Lift <strong>of</strong> 3 rails on both sides <strong>of</strong> the machine, automatically synchronized with the machine leveling system andwith forward and reverse preferably synchronized with the forward and reverse <strong>of</strong> the machine.The Contractor shall confirm reception with the signature <strong>of</strong> the corresponding certificate, the Contractorbeing obliged to check the integrity <strong>of</strong> the provided materials and verify that the material lists correspond towhat actually has been delivered before signing the certificate.Once the unload area has been agreed upon and approved by NI authorized personnel, the contractor shallcarry out the unloading providing cranes and auxiliary means necessary to avoid deformations or damage inthe items to be unloaded.Once the setting out and preparation <strong>of</strong> the layer has been performed, the contractor shall assemble thedevice, which has arrived dismantled to the work site, which involves the arranging <strong>of</strong> sleepers, installation <strong>of</strong>turnout, installation <strong>of</strong> intermediate rails and finally , the crossing.This operation can be performed directly on the final position <strong>of</strong> the turnout or on a near platform,positioning the turnout in its final position with caterpillar gantry crane with a beam long and rigid enough forhandling. These cranes shall be provided by the Contractor.3.1.19 ISR11021 CONCRETE BUFFER1.‐DEFINITIONA reinforced concrete buffer stop is the fixed element in superstructure arranged at the end <strong>of</strong> the railwaysiding track or passengers tracks, which is able to absorb a great amount <strong>of</strong> energy due to an eventual crash<strong>of</strong> a railway machine.The main features and design criteria are outlined in the Document “Railway Buffer Stops PlanningGuidelines”, enclosed in Appendix 5 <strong>of</strong> these Specifications.3.1.20 ISR84001 SAFETY FENCE BETWEEN PLATFORMSGroups <strong>of</strong> tamping: 16 tamping tines per sleeper (4 groups <strong>of</strong> 4 tines). The outer group should beable to tamp at a distance <strong>of</strong> 2.80 m from the axis <strong>of</strong> the straight railway track, in order to tamp onthe inside <strong>of</strong> the 4 th rail <strong>of</strong> the longer side <strong>of</strong> any turnout (diverged on the inside). This machine willbe equipped with the same systems and records as the ones required to 1st category line tampingmachines.It will be applicable what stated in ‘Appendix 8. Safety fence between platforms’.3.2 SLAB TRACKTamping tines blades shall not be worn out more than 25% <strong>of</strong> the new surface.STANDARD TURNOUTSThe railway track assembly contractor shall receive the turnouts dismantled from the manufacturing site, andloaded onto the trucks used for transport. The contractor shall indicate the point where he shall unload,which should be available for these trucks, and which shall be close to the installation site. In the event thatthe Contractor decides to unload at the assembly base, the transport <strong>of</strong> the turnout to the assembly site shallbe paid by him.The slab track <strong>specification</strong>s are described below. Those <strong>specification</strong>s are based on the experience for doingslab track. At the time <strong>of</strong> enclosing these <strong>specification</strong>s, ISR issued the first version <strong>of</strong> the “GeneralRequirements for the Preliminary Planning <strong>of</strong> a Slab Track” included in Appendix 9. Those requirements aremore general than the “Slab track‐General <strong>specification</strong>s” described at point 3.2.1 but should be consideredfirst in the hierarchy <strong>of</strong> the <strong>specification</strong>s for slab track wherever there is contradiction.For Signalling elements it will be applicable what stated in ‘Appendix 10. Slab track requirements forSignalling’.Document No.3. Technical Specifications ‐43‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.2.1 SLAB TRACK‐GENERAL SPECIFICATIONSSPECIFICATIONS FOR SLAB TRACKThis document includes Technical Specifications for slab track in section 3.2 and also in ‘Appendix 9‐Generalrequirements for the preliminary planning <strong>of</strong> a slab track’. In case <strong>of</strong> discordance between both parts, the<strong>specification</strong>s included in Appendix 9 shall prevail.The Contractor can choose any slab track system prior approval <strong>of</strong> ISR. The slab track system shall be design inorder to comply with the expected life span <strong>of</strong> 60 years (for concrete parts). For rail and the fastening systemis expected to have a life span <strong>of</strong> 30 years.The Contractor must demonstrate his experience on the chosen slab track system both for designing it and forbuilding it as required in the ‘Method Statement for Slab Track’ within the Tender Documents.The slab track is part <strong>of</strong> the works where there is a warranty liability in the period stated in the contract.1.‐ CHARACTERISTIC OF THE SLAB TRACK1.1.‐ GENERAL DESCRIPTIONThe Gilon tunnels are part <strong>of</strong> the substructure under construction to develop the new railway lineAkko‐Carmiel. They are two parallel tunnels for a single track each. Both tunnels are 4.7 km longapproximately and they are connected by safety galleries at around 250 m.1.2.‐ GENERAL DESCRIPTION OF THE SLAB TRACK SYSTEM CONSTRUCTIONThe slab track system to be used shall prove great experience for speeds reaching 160 km / h and heavy trains(under 25 ton / axle).The systems must meet the requirements <strong>of</strong> European standards, EN 13481‐5: 2003/A1: 2006. Fasteningsystems for slab track; and UNE‐ENV 13481‐6 Performance requirements for fastening systems. Specialfastening systems for attenuation <strong>of</strong> vibration. The European legislation is having a greater internationalacceptance.The slab track system must meet the following characteristics:European Technology.Easy assemblyNo complicated anchoring systems.Document No.3. Technical Specifications ‐44‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAttenuation <strong>of</strong> vibration noise.2.‐ CHARACTERISTIC PARAMETERS OF THE SLAB TRACKPossibility to make small adjustments after concreting.Track gauge 1,436 (+/‐ 2) mm.The types <strong>of</strong> slab track systems, suitable for use are described below:25 ton axis load.Slab track system with in situ concreting with bi‐block sleepers joined with truss.Slab track system <strong>of</strong> precast concrete segments, less than 6.50 m long and 0.20 m thickSlab track system with isolated removable blocks. Rail inclination 1/40. Lateral strength> 25 kN / m. Longitudinal strength> 7 kN / m.For the block system, due to the absence <strong>of</strong> an element that fixing the track gauge before assembly, it will benecessary to prove expertise in the construction <strong>of</strong> slab track in tunnels with similar traffic in a single tracklength <strong>of</strong> at least 150 km.Due to environmental reasons, asphalt load‐bearing slab shall not be considered.The common elements <strong>of</strong> the above types are defined below:CONCRETE SLABThe concrete to be used in the load‐bearing slab shall be at least ב‐‏‎40‎ (similar to C30/37), maximumaggregate size 20 mm and exposure XD1, with additives, subject to approval by authorized personnelbelonging to NI, due to the time elapsed from the concrete plant to the concreting point. Thesecharacteristics (particle size, specific additives and properties) are approved via the performance <strong>of</strong> a testsection checking the suitability <strong>of</strong> the concrete used in the construction <strong>of</strong> the slab track.STEELThe steel reinforcement must comply with European standard UNE 10080:2006.Moreover the bars shall bend and unbend without cracking to the naked eye upon being tested according toISO 15630‐1.FASTENING SYSTEMSThe fastening systems shall be supplied assembled on the corresponding railway track system.One <strong>of</strong> the characteristics <strong>of</strong> the fastening system is the possibility to adjust the leveling and alignment <strong>of</strong> therailway track. The possibility <strong>of</strong> adjustment makes up for the geometry deviations.The fastening system must meet the requirements <strong>of</strong> standard UNE‐EN 13481‐5:2003. Railway applications.Railway Track. Performance requirements for fastening systems. Part 5: fastening system for slab track.PRE‐SLAB150 mm maximum cant.Distance between fixing points 600 mm. Continuous welded rail type 60E2. Maximum speed: 160 km / h.System Lifespan: 60 years.3 PLACEMENT OF THE RAILWAY TRACK ON ITS THEORETICAL POSITION, WITHIN TOLERANCES, WITH TOPOGRAPHICMEANS, INCLUDING AUXILIARY MEANS3.1 DEFINITION AND GENERAL CHARACTERISTICSIt includes all the operations necessary to place the slab track in position within the allowed tolerances, asindicated in the drawings.3.2 CONDITIONS OF THE IMPLEMENTATION PROCESSRAIL POSITIONING, CENTERING OF FIXING POINTS, TRACK SCREWING AND CLAMPINGOnce the fastening points have been distributed on the slab, the rail is placed on the points with gantry crane.With the rail on the fasteners, the elements <strong>of</strong> the slab track system are positioned and the rail is thenscrewed. The initial tightening torque must be around 120 N • m. The definitive tightening torque isapproximately 200 N • m.LEADSCREW PLACEMENT, ALIGNMENT AND RAILWAY TRACK LEVELINGOnce the railway track has been screwed and fixed, the leveling leadscrews supporting the railway trackduring the concreting process shall be placed. These leadscrews lean on metal sheets that ensure theirposition. The track is moved to its definitive position using light railway machinery, checking thoroughly all therailway track parameters both in plan and elevation with topographic methods and leveling and alignmentdevice. In order to ensure leveling, struts resting on the side walls are used, with special attention on cantrailway tracks.Special care must be taken when building the pre‐slab over the tunnel floor, especially with regard to levelingtolerances and regularity. The prescribed concrete shall be at least ב‐‏‎30‎ (similar to C20/25).Document No.3. Technical Specifications ‐45‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELCONCRETING OF THE RAILWAY TRACKWhen the position <strong>of</strong> the railway track has been topographically checked, the concreting with pump andfeeder is made directly on the concrete support, which should be clean and dry. The elements making up theslab track should be wet before concreting. The poured concrete undergoes vibration in order to ensureproper compaction and filling <strong>of</strong> the lower part <strong>of</strong> the sleepers. Special care shall be taken concerningvibration under concrete elements making up the slab track system. The surfaces shall be leveled out toachieve the prescribed tolerances.During concreting, the concrete should not be poured over the fixing points, which shall be covered withmetallic elements designed for that purpose.In order to ensure a perfect filling <strong>of</strong> the bottom part <strong>of</strong> the elements making up the slab track, the gaps shallbe concreted until the concrete appears at the bottom <strong>of</strong> these elements.Concrete cannot break up so the free concreting height shall be less than 2 m and the vibration should bedone throughout the whole volume.TASKTOPOGRAPHIC CONTROL BEFOREAND AFTER CONCRETINGTOLERANCESPARAMETERDEVIATIONSVARIATIONSLEVELING SLAB/PRE‐SLAB +0 / ‐ 30 mm1 mm BETWEENTRACK GAUGE± 2 mmFIXING POINTSABSOLUTE LEVELING +3 / ‐8 mm 2 mm in 5,85 mABSOLUTE ALIGNMENT ± 10 mm 2 mm in 5,85 mDEVIATION OF LEVELING ANDALIGNMENT± 2 mm 2 mm in 5,85 mCHORD OF 23,40 mCANT ± 2 mm 2 mm in 5,85 mThe sections approved by topography prior to concreting shall be valid for 24 hours. After this time, they shallbe re‐checked.The finishing size <strong>of</strong> concrete shall be 2 cm below the element that makes up the slab track. The finishing <strong>of</strong>the concrete must be uniform so as to guarantee the removal <strong>of</strong> surface water into the drains.RECOVERY OF LEADSCREWSIn order to avoid cracking <strong>of</strong> the concrete due to cooped up elements, the retrieval <strong>of</strong> the leadscrews shall bemade when the consistency <strong>of</strong> concrete allows it. The gap <strong>of</strong> the leadscrews shall be filled with <strong>non</strong>‐shrinkconcrete.TOLERANCESTOPOGRAPHIC CONTROLAs for the topographic control and once the bases (c/150 m in tunnel and c/200 outside), leveling screws(C/80 m) and bolts (C/40 m) have been placed, the setting out <strong>of</strong> the railway track is carried out using a“topography device ": The working procedure for data collection is as follows:Planimetry. When a reverse intersection can be implemented, this is the method to be used, since thepositioning is free and not subject to the positioning base. Therefore, the density <strong>of</strong> bases to be checked shallconsist <strong>of</strong> at least five references.If the abovementioned is not possible, the positioning shall be made on one <strong>of</strong> the bases already determinedvia forced centering and oriented to another base (if possible, the orientation shall be maintained whenchanging the base).The tolerances for each <strong>of</strong> the operations are listed in the following chart:TOLERANCESTASKPARAMETERDEVIATIONSVARIATIONSAltimetry. Without losing orientation, leveling screws shall be checked, comparing the obtained reading withthe compensated reading.In all cases, the allowed residual deviations should be less than 2mm.CONTROL OF OTHER TASKSBEFORE CONCRETINGSPACING BETWEEN FIXINGPOINTS (60 CM)DISTANCE BETWEEN 6 FIXINGSUBSEQUENT POINTS± 20 mm± 30 mmOnce the device has been placed, which is required to have an accuracy <strong>of</strong> at least 3 cc, the topography deviceis checked, which will be initially calibrated with a width and cant tool previously tested. Then, without losingcontact with the station, the appropriate records will be made on the leadscrews, with a data collectioninterval <strong>of</strong> 1.95 meters, ie, every three fixing points.DEVIATION OF FIXING POINTS10 mmMEASURING THE DEVIATION WITH A SQUAREMEASURING TOOL ALL THE FASTENING POINTS BEFORECONCRETINGThe station shall be positioned at the midpoint with measurements that will not exceed 50 meters perpositioning and making positioning overlaps <strong>of</strong> at least 15.6 meters.DRAINAGE SYSTEMDocument No.3. Technical Specifications ‐46‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELPrior to concreting the slab, it is necessary to set the draining network longways and crossways, taking intoaccount:The installation <strong>of</strong> sewers to drain water at least every 50 m in the network <strong>of</strong> surface gutters, usingcross‐track tubes oriented towards the deep drainage network or to the ditches.The use <strong>of</strong> gratings for sewers and outlets <strong>of</strong> water drain cross tubes, and to avoid blocking andprevent the entry <strong>of</strong> small animals.Extension <strong>of</strong> the drainage system from 6 to 8 m in the transition zone <strong>of</strong> ballast railway track.4.‐ TECHNICAL DOCUMENTATIONPrior to the completion <strong>of</strong> the slab track, a file including all materials to be placed on the railway track(concrete, fasteners, sleepers, blocks ...) shall be submitted to the NI, so as to be analyzed for acceptance orrejection. Geometric control and assembly tolerances.5.‐ RAILWAY TRACK ACCEPTANCEThe following items are to be submitted: Checking the aluminothermic <strong>welding</strong>. Control <strong>of</strong> the stress release in long bars. Checking the results <strong>of</strong> ultrasonic auscultation. Checking the results <strong>of</strong> geometric auscultation. Checking the preventive angle grinding. Signature <strong>of</strong> the track acceptance certificate.Description <strong>of</strong> the slab track system including fastening systems.The warranty period <strong>of</strong> the work.General assembly procedure <strong>of</strong> the system.Checking the tightness <strong>of</strong> fastenings.−Single track.Inspection <strong>of</strong> drains.−−−Type <strong>of</strong> railway infrastructure.Experience and mechanization <strong>of</strong> available means.Analysis <strong>of</strong> all transitions from slab track to ballasted track.Structural Section, resulting from the previous paragraphs.Supporting report including:Coating, thickness and characteristics <strong>of</strong> the concrete.Load‐bearing slabs. We should make a walking tour to ensure the size <strong>of</strong> the slab and determine thecracks (there should be no early cracking with cracks larger than 0.3 mm in the upper slab).6.‐ QUALITY CONTROL6.1.‐ CONTROL OF PRODUCT CHARACTERISTICSThe Contractor is responsible for finishing the work in due time and ensuring that the selected slab tracksystem meets the requirements <strong>of</strong> this Technical Specifications, both at the time <strong>of</strong> construction and advisingor assembly. For these purposes, the contractor shall be aware <strong>of</strong> the parameters <strong>of</strong> these Specifications−Whether a steel reinforcement <strong>of</strong> the concrete base is needed and layout.6.2.‐ INSPECTION TESTS BY NIMaterial control and test plan.Concreting process controlThe implementation <strong>of</strong> the concreting process includes the following:Apart from the tests performed by the Contractor stated in the approved Quality Assurance Plan (QAP), the NIor the body designated by it, shall guarantee surveillance (external control) on the features the slab tracksystem must present throughout all the stages <strong>of</strong> the work, and may take samples at any time and in anyplace, and subject them to trials by itself or third parties.−−−−−Concrete supply.Checking plasticity <strong>of</strong> the concrete.Preparation <strong>of</strong> concrete joints with the materials to be used.Pouring and compaction <strong>of</strong> concrete.Concrete curing.The control undertaken by the NI shall not decrease the contractor’s responsibility to perform hissurveillance. It shall not either diminish his responsibility for the final quality <strong>of</strong> the railway track.The expenses resulting from any inspection and / or trial by the NI with a result that does not meet the<strong>specification</strong>s detailed in this Technical Specification shall be paid by the Contractor. These expenses shallinclude the cost <strong>of</strong> the tests resulting in some incompliance <strong>of</strong> the <strong>specification</strong>s, the cost <strong>of</strong> associatedcounter tests, and the cost <strong>of</strong> the <strong>technical</strong> staff (working hours, boading and transport) participating in theDocument No.3. Technical Specifications ‐47‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELinspections and / or trials, as well as the cost for the control and monitoring <strong>of</strong> the subsequent remedial andcorrective actions.6.3.‐ QUALITY ASSURANCE PLAN (QAP)Before starting the works, the Contractor shall submit for approval an updated Quality Assurance Plan to theTechnical Management <strong>of</strong> the Project, including all the procedures and tests to be performed to guaranteethe quality <strong>of</strong> the different materials and processes according to the provisions <strong>of</strong> these Specifications.In order to carry out the production follow‐up tests, the contractor shall rely on an equipped laboratory toaccurately perform his self quality control. This laboratory shall be subject to the audits and contrasts the NIshall set, the Project Technical Manager being able to request that the lab is replaced by another one if heconsiders that it does not meet the requirements necessary for the appropriate development <strong>of</strong> the assignedtasks or if there are differences regarding the tests results the NI itself or the appointed institute have carriedout.All costs incurred in the development <strong>of</strong> the QAP and the tests to be performed, as frequent as necessary toguarantee the quality <strong>of</strong> the production process, are to be met by the successful tenderer.Every month, the Contractor shall submit to the NI a report with the results <strong>of</strong> all the tests and tasks carriedout during that period, and shall be bound to attend the meetings called by the Technical ProjectManagement, for any explanation or clarification on the progress and quality <strong>of</strong> the work.All these tests shall comply with the regulations in force.6.4.‐ QUALITY WARRANTYThe Contractor shall guarantee the slab track for a period <strong>of</strong> two years. Likewise, he shall guarantee the slabtrack against all hidden defects, due both to improper manufacturing process and to the features <strong>of</strong> thematerials, for a minimum period <strong>of</strong> two years after installation.3.2.2 ISR13001 MILESTONE FOR SECORDARY STAKEOUT NETWORK IN TUNNELThe base network in the tunnels is distributed in a zigzag with a minimum spacing <strong>of</strong> 125 m between thebases, which are fixed to the side walls and which must be centred.The coordinates <strong>of</strong> the absolute and relative position <strong>of</strong> a base with regard to the adjoining ones arecalculated using a ± 6 mm millimetric accuracy. This accuracy is achieved given the measuring equipment usedto observe the bases.The planimetry is observed using a total station with 1” angular accuracy at a distance <strong>of</strong> distance 1 mm. Thestake‐out maximum spacing with this station will not be larger than 50 m.The altimetry observation achieves submillimetric accuracy.This network is densified by positioning nipples for Leica prisms on the tunnel side walls. This nipples aredistributed in pairs on the side walls. Such densification allows setting up the free station system, whichenables a higher accuracy in the track stake‐out than with the direct system.In any case it will be applicable what stated in Article 3.2.2 <strong>of</strong> this Technical Specification.3.2.3 ISR13002 LABELS FOR LEVELLING THE TRACK EVERY 5 MThe bed levelling, which is done by positioning a guiding wire, for the concrete paver, which rests on pointsmarked to the right and to the left every 10 m along the tunnel, is topographically verified after concrete hasbeen laid on the tunnel invert. This verification is conducted using pr<strong>of</strong>iles which have 5 points every 5metres. On the whole, these points are located on:Track axisRight railLeft railLeft edge (usually the platform)Right edge (usually the platform)The tolerances specified for the bed levelling are 0 + mm/ ‐50 mm.The topographical verification <strong>of</strong> the level and alignment <strong>of</strong> the evacuation platform, if there is one, isconducted every 10 m. The tolerances specified are + 0 mm/‐30 mm for the level as well as for the spacing upto the track axis.A total station which has an error <strong>of</strong> 3” is used for the topographical verifications <strong>of</strong> the bed and the platform.The stake‐out maximum spacing with this station will not be larger than 50 m.The Technical Assistance will be provided with the topographical verifications before the rail is unloaded onthe track stretch to be assembled.In any case it will be applicable what stated in Article 3.2 <strong>of</strong> this Technical Specification.3.2.4 ISR11003 STAKEOUT AND PEGGINGIt will be applicable what stated in Article 3.2.2 <strong>of</strong> this Technical Specification.3.2.5 ISR12004 SUPPLY AND ASSEMBLY OF SLAB TRACKThe <strong>specification</strong>s related to slab track are defined for a slab track system using sleepers and onsiteconcreting. These <strong>specification</strong>s intend to be as detailed as possible considering that the slab track system isnot decided in the design stage. The awarded Contractor will choose the slab track system which fits best toDocument No.3. Technical Specifications ‐48‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELhis methodology prior approval <strong>of</strong> ISR and Netivei Israel. For the use <strong>of</strong> precast slab track system, the<strong>specification</strong>s <strong>of</strong> reference will be ‘ISR‐General Requirements for the Preliminary Planning <strong>of</strong> a Slab Track’3.2.5.1. SUPPLY AND ASSEMBLY OF AUXILIARY TRACK FOR CONCRETE1. ‐ DEFINITION AND GENERAL CONDITIONS.This section describes the process <strong>of</strong> railway work track assembly with the following track materials <strong>of</strong> width900 mm:−−−−−−−−Ballasted track:wooden sleepers with fasteningsballastrail 45 or 54 kg / m2nd use clampsAdequate equipmentPlatform track:support plates 200x160x12.full 3116/00/25/ESP Clips or similar, hardware included.threaded rods with M16x250 screws.− rail 45 or 54 kg / m.−−2nd use clamps.Adequate equipment.This work track shall be necessary to unload the concrete <strong>of</strong> the slab track and carry the other materials and /or personnel inside the tunnel.The work track shall be assembled completely before assembling the slab track. The length <strong>of</strong> this track shallrun along the tunnel and installation areas for positioning the platforms for material transport.The distance between sleepers or fixing points in this work track shall be 1 m.2. ‐ IMPLEMENTATION PROCESS CONDITIONS.The work track shall be positioned on the concrete slab. The assembly <strong>of</strong> this railway track shall be carried outwith the assembly <strong>of</strong> track sections attached to the slab. The joins shall be made with 2nd use clamps. Thesize <strong>of</strong> the sections shall be defined by its lift and transport features, and can be transported both oncaterpillar cranes or 900 mm wide gantry cranes.Turnouts for siding tracks shall be assembled, so as to make easier the operation <strong>of</strong> the machinery andmaterial trains running on the track. These turnouts shall include all the elements necessary for theiroperation, including hand‐operated lever.During the assembly <strong>of</strong> the work railway track, the track inside the tunnel is anchored directly on the slab orside <strong>of</strong> the tunnel. However, in the area <strong>of</strong> auxiliary facilities, the track shall be assembled on woodensleepers with the corresponding turnouts. Before supply, the quality <strong>of</strong> these railway tracks and theirequipment shall be approved by NI authorized personnel.The contractor shall be responsible for the right maintenance and surveillance <strong>of</strong> the whole railway track, theturnout and generally all the material necessary for the installation <strong>of</strong> railway track. The 900 mm track gaugeshall be checked every 5 meters with a tolerance <strong>of</strong> at least +4 / ‐2 mm. Assembly <strong>of</strong> the tracks on themanhole covers shall be avoided. Should they affect the existing pipes, these pipes shall be repaired.3.2.5.1. SUPPLY AND PLACEMENT OF SLEEPER ON CONCRETE SLABSleepers will be received at the works with preassembled fixings, and the position <strong>of</strong> the clip will not be left inits final position. The certificates <strong>of</strong> production quality will be provided by the manufacturer, and thegeometric features, the manufacture faults and the identification <strong>of</strong> the sleepers will be checked at the works.Manufacture faults: cavities, chips, cracks, lack <strong>of</strong> concrete coating, damaged truss, etc. Said faults will bechecked for in all the sleeper pallets received at the works. The number <strong>of</strong> checked sleepers, the number <strong>of</strong>rejected sleepers as well as the reason for the rejection and the condition in the stockpile will be included in areceipt report which will be periodically made with the manufacturer.Sleeper identification: for sleeper identification purposes, it will be checked that they are identified inaccordance with the drawings: year, seal with manufacture date and shift, manufacturing company, sleepertype and number (mould number and position <strong>of</strong> the sleeper in said mould).The sleepers are loaded on low boy trailers using gantry cranes or on trucks using cranes. Said sleepers areunloaded in the tunnels using backhoes and are left in packets. After the sleepers have been unloaded inpackets, they are distributed using back loaders.3.2.5.2. PLACEMENT AND ASSEMBLY OF 60 E2 RAIL ON SLEEPERSAfter the sleepers have been distributed, the rail is positioned on said sleepers using a gantry or the railpositioner. When the rail is on the sleepers, the sleepers are squared and the track is spiked. The initialtightening moment will be approximately 120 Nm, and the final tightening moment will be 200 Nm, with atolerance <strong>of</strong> ±10% (proper tightening when the gauge between the loop and the angled plate rib is shorterthan 0.5 mm).It will be applicable what stated in Article 3.2 <strong>of</strong> this Technical Specification.Document No.3. Technical Specifications ‐49‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.2.5.3. PLACEMENT OF TRACK ON THEORETICAL POSITION ACCORDING TO TOLERANCESIt will be applicable what stated in Article 3.2 <strong>of</strong> this Technical Specification.3.2.5.4. CONCRETING IN TUNNEL WITH ב‐‏‎50‎ (SIMILAR TO C35/45) CONCRETE WITH FIBERS CONCRETINGIN TUNNEL WITH FILLING CONCRETE (MEDIUM QUALITY)It will be applicable what stated in Article 3.2.13 <strong>of</strong> this Technical Specification.3.2.5.5. FORMWORKS FOR SLAB TRACKIt will be applicable what stated in Article 3.2.13 <strong>of</strong> this Technical Specification.3.2.6 ISR 11004 SUPPLY AND TRANSPORTATION OF 60 E2 RAILS IN 18 M BARS, 260 HBIt will be applicable what stated in Article 3.1 <strong>of</strong> this Technical Specification.3.2.7 ISR11010 FLASH‐BUTT WELDINGIt will be applicable what stated in Article 3.1.9 <strong>of</strong> this Technical Specification.3.2.8 ISR 11013 STRESS NEUTRALIZATIONIt will be applicable what stated in Article 3.1 <strong>of</strong> this Technical Specification.3.2.9 ISR12026 UNDER SLEEPER PADS (USP)1.‐ REQUIREMENTS:References:Only products are permitted which have proven their functionality (increase <strong>of</strong> track quality, reduction <strong>of</strong>necessary maintenance work for the track) in main line tracks. For every <strong>of</strong>fered type <strong>of</strong> sleeper padreferences in main line operation has to be presented.USP must guarantee a noise reduction in an interval <strong>of</strong> 5 to 10 dB.USP supplier must guarantee the good performance <strong>of</strong> the product according to this <strong>specification</strong> for a 10‐year period.allowed due to the fact that s<strong>of</strong>tening agents will migrate from the USP and the sleeper pads ultimate losetheir elastic performance.Geometry:Thickness <strong>of</strong> the pad: 8mm (± 1mm).Geometric designs e.g. dimples, grooves or internal cavities to obtain required stiffness values are notpermitted in order to avoid that any particles from the ballast wear or other debris block these cavities andrestrict the performance <strong>of</strong> the USP during operations.Static bedding modulus:To limit the static rail deflection a minimum static bedding modulus <strong>of</strong> 0.13 N/mm³ is required.c stat ≥ 0,13 N/mm³High frequency dynamic bedding modulus:To ensure the efficiency <strong>of</strong> the pad for vibration mitigation the high frequency dynamic bedding modulus at apreload <strong>of</strong> 0.12 N/mm² (preload for mainline traffic according to DIN 45673‐6) and the frequency <strong>of</strong> 40 Hz hasto be below 0.35 N/mm³.σ v = 0.12 N/mm²c dyn2 (40 Hz) ≤ 0.35 N/mm³Connection Sleeper – Sleeper padPads must have a full surface connection to the sleeper. The application has to be, for cost reasons carried outduring the actual concrete sleeper manufacturing at the manufacturing site. Additionally the method <strong>of</strong>adhesion <strong>of</strong> the USP to the concrete sleeper must not weaken the mechanical properties <strong>of</strong> the concretesleeper. To guarantee a good connection over the whole lifetime <strong>of</strong> the sleeper the minimum tearing strengthhas to be 0.4 N/mm² and the average <strong>of</strong> all 4 tested samples <strong>of</strong> one sleeper has to be more than 0.5 N/mm². R min ≥ 0.4 N/mm² R average ≥ 0.5 N/mm²To ensure that the sleeper pads are not damaged during tamping the size <strong>of</strong> the pad has to be smaller thanthe sleeper surface. The distance has to be between 10 and 20 mm <strong>of</strong> the sleeper edge.Material characteristics:To guarantee the permanent elasticity <strong>of</strong> the USP the material has to be made <strong>of</strong> homogenous, microcellularPUR elastomers. Due to aging elastic material using s<strong>of</strong>tening agents for gaining their elasticity are notDocument No.3. Technical Specifications ‐50‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL o = 0,16 N/mm²Load area: Measured on norm ballast plate accordingto DIN 45673‐6Load cycles: 3Load rate: 0,025 N/mm² per sTesting procedure:To measure the static stiffness the specimen has to be placed in the norm ballast plate. The specimen isloaded 3 times up to 2 without recovery (load rate: 0,025 N/mm²s). The 3 rd load cycle is monitored and takento calculate the static secant stiffness according to the formula10 20cstatosou suN / mm³2.‐ TESTING CONDITIONS:s u:s o:Deformation under the load <strong>of</strong> uDeformation under the load <strong>of</strong> oStatic bedding modulus:The static bedding modulus is a secant modulus <strong>of</strong> the deflection line:Test conditions:Module to be determined: c stat [N/mm³]Dimension <strong>of</strong> the specimen: 300 mm x 300 mm x thickness <strong>of</strong> the pad(without mounting mesh and concrete block)Sample preparation: Storage prior to measurement min. 24h atstandard climate, test at room temperature(23°C, 50% relative humidity)Load range: 1 = 0,01 N/mm² 2 = 0,25 N/mm²High frequency dynamic bedding modulus:The test is performed according to DIN 45673‐6. To enable every test laboratory using servo hydraulic <strong>testing</strong>devices performing the test the frequency range is limited to 40 Hz.Test conditions:Module to be determined: c dyn2 (40Hz) [N/mm³]Dimension <strong>of</strong> the specimen: 300 mm x 300 mm x thickness <strong>of</strong> the pad(without mounting mesh and concrete block)Sample preparation: Storage prior to measurement min. 24h atstandard climate, test at room temperature(23°C, 50% relative humidity)Preload: σ v = 0.12 N/mm² u = 0,02 N/mm²Document No.3. Technical Specifications ‐51‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELType <strong>of</strong> load: Harmonic excitation with a particle velocity amplitude <strong>of</strong>7mm/s (corresponding to a particle velocity level L v = 100 dBrelative to standard reference particle velocity <strong>of</strong> 5 x 10 ‐8 m/sLoad area: Measured on pr<strong>of</strong>iled load plate (NBP) accordingTest frequency: 40 HzTesting procedure:to DIN 45673‐6The test object is positioned centrally on the pr<strong>of</strong>iled loading plate (NBP). After applying the static preload,the test object shall be subjected to harmonic excitation at the test frequency so that the relative motionbetween the upper loading plate and the pr<strong>of</strong>iled loading plate exhibits a constant particle velocity amplitude.Measurements <strong>of</strong> force and deformation and the determination <strong>of</strong> dynamic stiffness shall take into accountthe DIN EN ISO 10846‐2 standard. The dynamic bedding modulus c dyn2 (fj) is the dynamic stiffness determinedrelative to the surface <strong>of</strong> the test object.Pull‐out test:A measurement <strong>of</strong> the tearing strength vertical to the pad ‐ sleeper bond according to the German standardDIN 45673‐6 has to be performed.Sample size: 300 mm x 300 mm (or sleeper width) x 100 mm (or height <strong>of</strong>the sleeper)Tested parameter: Tearing strength R [N/mm 2 ]Specimen size: approx. 50 mmNumber <strong>of</strong> specimens:Temperature: (23 3)°C3 specimens on 1 sample block (or 4 specimens per sleeper)Induce <strong>of</strong> load: steel ram bonded to the sleeper padLoad rate: 0.01 N/mm²sTarget tearing strength: Minimum <strong>of</strong> σ R =0.4 N/mm² and an average over allmeasurements <strong>of</strong> σ R =0.5 N/mm² (according to German<strong>specification</strong> DBS 918 145 – 1)Testing procedure:With a pod 3 discs with a diameter <strong>of</strong> 51mm have to be drilled into the block (or the sleeper). The distancebetween the discs has to be at least 2 cm. to get the tearing strength a steel ram with the size <strong>of</strong> the discs isglued to the sleeper pad. Force and deformation have to be monitored and documented.3.‐ QUALITY CONTROL:To ensure a continuous quality the static stiffness c stat and the thickness <strong>of</strong> the pads have to be tested duringthe production <strong>of</strong> the sleeper pads.c stat : 1 per 1000 padsThickness: 1 per 1000 padsDuring production <strong>of</strong> the sleepers pull out tests have to be done. R : 4 tests on 1 per 1000 sleeper3.2.10 ISR13008 CONCRETING IN TUNNEL WITH FILLING CONCRETE (MEDIUM QUALITY)1. ‐ DEFINITION AND GENERAL CHARACTERISTICS.DefinitionThis article attempts to define the characteristics, implementation and use <strong>of</strong> the structural concrete for themain slab <strong>of</strong> tracks inside tunnels located on elements ensuring the rails: concrete blocks, bi‐block or singleblocksleepers etc, given the similarity <strong>of</strong> putting into service for each mentioned fastening element.General featuresThe base slab is placed on the platform in order to provide a uniform base to the main slab, as well as toimprove the distribution <strong>of</strong> loads on the ground and minimize the <strong>destructive</strong> effects <strong>of</strong> water, as it acts as aprotection <strong>of</strong> the upper part <strong>of</strong> the platform.The main slab is placed on the base slab, which makes up the set supporting the rails, which can be attacheddirectly to it with fastening elements, or with pre‐cast blocks (blocks , sleepers or slabs). According to thedifferent types <strong>of</strong> slab track structure, its shape can change and different aspects shall have to be considered.On top <strong>of</strong> the main concrete slabs, the rails can lean directly or through sleepers, which, in turn, can beincorporated in two ways: either concreting the slab once the sleepers have been placed, so that they areembedded in it when the concrete sets, thus making up an integral and monolithic set, or inserting anelement <strong>of</strong> elastic nature between the main slab, generally in‐situ concreted, and the sleepers supporting therails.The Israel standard <strong>specification</strong>s shall always be taken into account.Document No.3. Technical Specifications ‐52‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2. ‐ IMPLEMENTATION PROCESS CONDITIONSSteel reinforcementOnce the track sections have been placed on the tunnel slab, it is possible to push the longitudinal bars,previously inserted in the truss structure, into its final position. The joints between bars shall normallyoverlap. The center <strong>of</strong> the overlap shall coincide with the center <strong>of</strong> the gap between sleepers. Overlaps shallbe made alternately between adjacent bars.If the reinforcement is to be connected to the existing earthing system network, then one or two longitudinalbars shall be joined by <strong>welding</strong>. Later, these welded steel reinforcement bars can be connected to theearthing system network.Characteristics <strong>of</strong> steelsThe nominal diameters <strong>of</strong> corrugated steel bars shall match the type series <strong>of</strong> reference standard.For the distribution and control <strong>of</strong> surface cracking, electro‐welded mesh made up <strong>of</strong> corrugated 4 or 4.5 mmdiameterwires can be used.The bars and wires shall not have surface faults, cracks or bubbles.The use <strong>of</strong> corrugated wires as components <strong>of</strong> electro‐welded mesh and electro‐welded basic reinforcementsin truss structure shall be allowed (in this case, also flat wires can be used as connecting elements).Corrugated steel bars are those that meet the <strong>technical</strong> requirements set out in the European referencestandard.Tests <strong>of</strong> adhesion by flexion shall be performed on corrugated steel bar, that must have some specificcertification from an approved body. Also a geometric verification shall be carried out to check that the ribs orcorrugations <strong>of</strong> the bars (once straightened, if necessary) are within the limits contained in the certificate.The minimum mechanical properties <strong>of</strong> the corrugated steel bars shall be guaranteed.The reinforcement must comply with European standard UNE 10080:2006.Storage and transportBoth during transport and during storage, the reinforcement shall be properly protected from the rain, soilmoisture and eventual atmospheric agents. Until they are used, they shall be kept on the work site, carefullyclassified according to their types, grades, sizes and origin.Before use and especially after a long storage period at the work site, the conditions <strong>of</strong> its surface shall bechecked, in order to ensure there is no damage. A thin layer <strong>of</strong> oxide on the surface <strong>of</strong> the bars is notconsidered harmful for use. However, weight loss due to surface oxidation is not accepted, checked aftercleaning with wire brush to remove the stuck oxide, exceeding1% <strong>of</strong> the initial weight <strong>of</strong> the sample.At the time <strong>of</strong> use, the steel reinforcement must be free from foreign matter on the surface such as grease,oil, paint, dust, soil or other material damaging preservation or adherence.CementsThose cements fulfilling the indications for cement acceptance may be used.Upon delivery <strong>of</strong> the cement, the supplier shall include a delivery note with the information required by thecurrent regulations for cement.The cement shall not arrive at the work site or other facilities excessively hot. It is recommended that, ifhandled by mechanical means, the temperature does not exceed 70 ° C, and 40 ° C if handled by hand.In the event the false setting phenome<strong>non</strong> may occur and before use, the cement shall be checked to discardthis phenome<strong>non</strong>.When the supply takes place in sacks, these shall be stored in ventilated and protected places, both fromopen air and the humidity <strong>of</strong> the soil and the walls. If the supply is made in bulk, storage shall take place insilos or containers isolated from humidity.Even if the storage conditions are good, the cement storage shall not be very long, since it can disintegrate.The maximum storage time shall be determined by the supplier <strong>specification</strong>s.WaterThe water used for both mixing and curing the concrete shall not contain any harmful ingredient in an amountsuch as to affect the properties <strong>of</strong> concrete or protection or steel reinforcement against corrosion. In general,any approved water may be used.AggregatesThe nature <strong>of</strong> the aggregates and their preparation shall be such as to ensure proper resistance and durability<strong>of</strong> concrete.As aggregate for the manufacture <strong>of</strong> concrete, sand and gravel from existing natural deposits, crushed rocksor appropriate steel slag can be used, as well as other products accepted or advisable as a result <strong>of</strong> laboratorystudies.The aggregates must be transported and stockpiled so as to prevent segregation and contamination, andmust maintain the granulometric characteristics <strong>of</strong> each <strong>of</strong> the fractions until it is incorporated into themixture.The minimum and maximum sizes <strong>of</strong> aggregate to be used for the formation <strong>of</strong> concrete shall match in everycase the <strong>technical</strong> <strong>specification</strong>s <strong>of</strong> the Israel reference standard.Document No.3. Technical Specifications ‐53‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELSupplyBefore delivery, the petitioner may request the supplier a satisfactory demonstration that the aggregates tobe supplied meet the requirements <strong>of</strong> the <strong>technical</strong> <strong>specification</strong>s.The supplier shall let the petitioner know about any change in the manufacture that could affect the validity<strong>of</strong> the given information.The aggregates shall be stored so as to be protected from possible contaminations from the atmosphere and,especially, from the ground. Different granulometric fractions should not be uncontrollably mixed.The necessary measures shall be taken in order to avoid segregation if possible, both during storage andtransport.Other components <strong>of</strong> the concreteAlso, additives and additions can be used as components <strong>of</strong> concrete, provided that the appropriate trialsshow that the substance added in the right proportions and conditions causes the desired effect withoutchanging the other characteristics <strong>of</strong> concrete or damaging the durability <strong>of</strong> concrete or causing corrosion inthe steel reinforcements.Additives cannot be added without the petitioner‘s awareness and the express authorization <strong>of</strong> the NIauthorized personnel.AdditivesAdditives are substances or products that, when incorporated into the concrete before kneading (or duringkneading or in supplementary kneading) in a proportion not exceeding 5% <strong>of</strong> the concrete weight, producethe desired modification, fresh or cured, in some <strong>of</strong> its features, ordinary properties or performance.In pre‐stressed or reinforced concretes, calcium chloride or products made <strong>of</strong> components such as chlorides,sulfides, sulfites or other chemical components that may cause corrosion in the steel reinforcements cannotbe used.In elements pre‐stressed with reinforcements anchored exclusively by adherence, air‐entrainment additivescannot be used.The original documents shall include the additive name as well as the warranty certificate stating that thefeatures and especially the performance <strong>of</strong> the additive, added in the right proportions and foreseenconditions, achieve the desired main function without excessively change the other characteristics <strong>of</strong> theconcrete, or causing danger to the steel reinforcements.The additives shall be transported and stored so as to prevent contamination and ensure that their propertiesare not affected by physical or chemical factors (frost, high temperatures, etc.).AdditionsAdditions are those inorganic materials, pozzolanic or latent hydraulicity that, finely divided, can be added toconcrete in order to improve some <strong>of</strong> its properties or give special properties.Formwork and moldsThe formworks and molds, as well as the joints <strong>of</strong> the different elements, shall have enough strength andrigidity to ensure compliance with dimensional tolerances and to withstand without sinking or harmfuldeformation, the actions <strong>of</strong> any kind that may occur as a result <strong>of</strong> the concreting process, especially under thepressures <strong>of</strong> the fresh concrete or the effects <strong>of</strong> the compaction method used. These conditions shall bemaintained until the concrete has gained sufficient strength to withstand, with an adequate safety margin,the stresses it shall undergo during formwork removal, unmolding or stripping.These elements shall be arranged so as to avoid damage to structures already built.The supplier <strong>of</strong> the elements shall justify and guarantee the characteristics there<strong>of</strong>, specifying the conditions<strong>of</strong> use.It is specifically forbidden to use aluminum for molds that shall be in contact with concrete.The formwork and molds shall be tight enough so that, depending on the intended mode <strong>of</strong> compaction,noticeable losses <strong>of</strong> grout or mortar are avoided and closed surfaces in the concrete are obtained.The wooden formwork and molds shall be wet to avoid absorbing the water in the concrete. On the otherhand, the wooden parts shall be arranged so as to allow their free expansion, thus avoiding the danger <strong>of</strong>strains or abnormal deformations.The inner surfaces <strong>of</strong> the formwork and molds shall be clean at the time <strong>of</strong> concreting, and shall be in theadequate conditions to ensure the free shrink <strong>of</strong> concrete and avoid cracks on the sides <strong>of</strong> the parts. In orderto make easy this cleaning <strong>of</strong> the bottoms <strong>of</strong> walls and pillars, temporary openings shall be provided at thebottom <strong>of</strong> the relevant formworks.These elements shall be designed so as to allow the proper placement <strong>of</strong> the steel reinforcement and prestressingtendons, as well as a proper compaction <strong>of</strong> concrete.The formworks and molds shall be removed avoiding shock or damage to the concrete.The use <strong>of</strong> products for stripping or removal <strong>of</strong> parts shall be expressly authorized, in each case, by authorizedNI personnel. These products should not leave traces or have harmful effects on the concrete surface, or slidedown vertical or leaning surfaces <strong>of</strong> the molds or formwork. On the other hand, these products should nothinder the further application <strong>of</strong> coatings and the possible construction <strong>of</strong> concrete joints, especially in thecase <strong>of</strong> items that can be joined to work together.Document No.3. Technical Specifications ‐54‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe approved products for formwork removal or stripping shall be applied in continuous and even layers onthe inner surface <strong>of</strong> the formwork or mold, the concrete being poured during the time when these productsare effective.The use <strong>of</strong> oil, grease or any other similar product shall be avoided, but <strong>non</strong>stick silicone coatings or watersoluble oil or diluted oil can be used.ConcreteThe composition chosen for the preparation <strong>of</strong> mixtures intended for building structures or structuralelements should be previously analyzed, in order to ensure that this compound is able to provide concretewith mechanical, rheological and durability characteristics that meet the requirements <strong>of</strong> the project. Thesestudies shall be performed taking into account, if possible, the actual conditions <strong>of</strong> the work (diameter,surface characteristics and distribution <strong>of</strong> reinforcements, compaction method, dimensions <strong>of</strong> parts, etc.).The mechanical properties and required resistance shall be checked in accordance with the <strong>technical</strong><strong>specification</strong>s <strong>of</strong> the Israel reference standard.Workability <strong>of</strong> the concreteThe workability <strong>of</strong> the concrete shall be such that, with the methods provided for placing and compaction, theconcrete surrounds the steel reinforcements without any interruption and completely fills the formworkwithout causing holes. The workability <strong>of</strong> the concrete shall be measured by determining its consistency,which shall be carried out by the performance <strong>of</strong> the reference tests included in the <strong>technical</strong> <strong>specification</strong>s.Dosing <strong>of</strong> concreteConcrete shall be dosed according to the appropriate methods. For dosing, not only the mechanical resistanceand consistency to be obtained shall be taken into account, but also the type <strong>of</strong> environment that concretewill be subject to, due to the potential risks <strong>of</strong> damage for concrete or formwork because <strong>of</strong> the effect <strong>of</strong>foreign agents.In order to set dosing (or dosings, if there are several types <strong>of</strong> concrete), the manufacturer shall use, ingeneral, previous laboratory tests in order to ensure that the resulting concrete meets the conditionsspecified in the <strong>technical</strong> <strong>specification</strong>s. The tests can be avoided if the manufacturer can prove that with thematerials, dosage and planned implementation process, a concrete having the required conditions can beobtained.TransportFor the transport <strong>of</strong> concrete, suitable processes shall be used to make the mixture reach the delivery place inthe right conditions without significant variations in the characteristics that the concrete had when newlykneaded.In the case <strong>of</strong> slab track in tunnel, a vehicle ("Torpedo") adapted to railway track traffic on rails shallbe used. It shall have the suitable characteristics depending on the clearances and optimization in thetransport time to the work place.The time elapsed between the addition <strong>of</strong> water to cement and aggregates and concrete placement must notbe greater than one and a half hour. In hot weather, or under conditions allowing a quick setting <strong>of</strong> concrete,the limit time should be less, unless special measures are taken without damaging the quality <strong>of</strong> concrete, toincrease the setting time.When the concrete is completely kneaded in the factory and transported in mobile mixers, the volume <strong>of</strong> thetransported concrete should not exceed 80% <strong>of</strong> the total volume <strong>of</strong> the concrete mixer. When the concrete iskneaded in mobile mixer, the volume shall not exceed two‐thirds <strong>of</strong> the total volume <strong>of</strong> the mixer.Transport equipment shall be free from hardened concrete or mortar waste; therefore, the equipment shallbe thoroughly cleaned prior to loading a fresh new batch <strong>of</strong> concrete. Also the paddle attachments and theinner surface shall not be damaged or worn out, which may affect the homogeneity <strong>of</strong> the concrete.The transport may be in mobile concrete mixers, at the mixing speed, or in equipment with or without mixer,provided that such equipment have smooth and rounded surfaces and are able to maintain the homogeneity<strong>of</strong> the concrete during transport and unloading.Delivery and receiptEach load <strong>of</strong> concrete made in the factory, whether it belongs to the worksite facilities or not, shall include asupply sheet always available for NI authorized personnel, who shall verify that the data contained thereinfit the parameters required in the <strong>technical</strong> <strong>specification</strong>s and shall be responsible for checking the reception<strong>of</strong> concrete.The supplier’s responsibility ends once the delivery <strong>of</strong> concrete has been accomplished, the reception testsbeing satisfactory.The agreements between the petitioner and the supplier shall take into account in each case the time thatmay elapse between the manufacture and the implementation <strong>of</strong> concrete.Implementation <strong>of</strong> concretePlacingUnder no circumstances mixtures starting to set shall be allowed.When pouring and placing the mixture, even when these operations are carried out in a continuous way usingappropriate pipes, the necessary measures shall be taken to prevent the disintegration <strong>of</strong> the mixture.No layers <strong>of</strong> concrete so thick that a complete compaction <strong>of</strong> the mixture is not possible shall be spread out.Concreting shall not be carried out unless it is approved by NI authorized personnel once the reinforcementsplaced in their final position have been checked.Concreting <strong>of</strong> each item shall be made according to a previously established schedule which shall includepredictable deformations <strong>of</strong> formwork and shoring.Document No.3. Technical Specifications ‐55‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELCompactionThe compaction <strong>of</strong> concrete in situ shall be made using methods according to the consistency <strong>of</strong> the mixturesso that holes are eliminated and a perfect finishing <strong>of</strong> the concrete is achieved, avoiding segregation. Thecompaction process shall continue until the paste flows back to the surface and let air out.When using surface vibrator, the thickness <strong>of</strong> the layer after compaction shall not exceed 20 cm.The use <strong>of</strong> vibrators for mold or formwork shall be analyzed, so that the vibration transmitted through theformwork is enough to produce a correct compaction, avoiding the formation <strong>of</strong> holes and lower resistancelayers.Concreting <strong>of</strong> the aligned track sectionOnce the railway track has been aligned and leveled, concreting can take place.The surface to be concreted shall be cleaned by blowing and irrigation.When the concrete is still fresh, after being poured and reached the formwork level, and before it starts toset, it shall be again vibrated, especially under the sleepers, in order to avoid holes around the sleepers andsteel reinforcements.After 4 hours approximately, and once the concrete has acquired enough consistency, the leadscrews shall beremoved and the fastenings shall be loosened.Therefore, it is necessary to guarantee the functioning <strong>of</strong> the poker vibrator equipment on the worksiteduring concreting.It is important that the structural concrete fully fills in (no gaps or holes) the gap between the lean concreteslab and the lower side <strong>of</strong> the sleeper.Dismantling <strong>of</strong> formwork elementsDepending on the quality <strong>of</strong> concrete, the dismantling <strong>of</strong> formwork can start approximately 36 hours afterconcreting. The formwork shall be cleaned and transported with gantry crane up to the next concreting area.The concrete is poured through pump. The rails and fastenings shall be properly protected.As described above, it is recommended that concreting starts immediately after the process <strong>of</strong> accuratealignment. The logistics for the supply <strong>of</strong> concrete shall run smoothly. Only a homogeneous concreting allowsa good and uniform quality.The fresh concrete is introduced into the tunnel using the track already completed. Thus, usual concretemixers can be placed on platform wagons, or turning concrete mixers can be directly placed onto rail wagons.In this case, an additional transfer in front <strong>of</strong> the tunnel shall be necessary.A train shall carry platform wagons carrying the mixers up to the end <strong>of</strong> the concreted area.Then the gantry crane shall tamping a concrete hopper, especially designed for this purpose, onto which theconcrete <strong>of</strong> a completed mixer is transferred by a conveyor belt or a small pump. Then the concrete hopper ismoved onto the concreting area where concrete is introduced in free falling into the gaps between sleepersthrough a pipe (Ø150‐200 mm) assembled on the lower side <strong>of</strong> the hopper.Once the concrete hopper is empty, the next load <strong>of</strong> concrete waiting on the train shall be used. At this point,the work area shall be free from concrete traces during transfer or this waste shall immediately be removed.In order to guarantee that bi‐block sleepers are properly embedded in concrete, concrete shall be introducedaccording to a given procedure and always in just one direction. This procedure states that concrete shall beintroduced gap by gap. Only when a gap is full <strong>of</strong> concrete, the next gap can be concreted.When the concrete is being poured, it shall be vibrated with a poker vibrator in the same direction asconcreting.Document No.3. Technical Specifications ‐56‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 1. GUIDELINES FOR LAYING DOWN AND MAINTENANCE OF WELDED RAILSDocument No.3. Technical Specifications – Appendix 1

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE OF CONTENTS1 THE BEHAVIOR OF WELDED TRACKS DURING TEMPERATURE CHANGES ........................................ 12 TEMPERATURES OF WELDED TRACKS .............................................................................................. 32.1 TEMPERATURE SECTIONS ......................................................................................................... 32.2 TEMPERATURE DEFINITIONS .................................................................................................... 42.2.1 TRACK TEMPERATURE ................................................................................................. 42.2.2 MAXIMUM AND MINIMUM RAIL TEMPERATURES ..................................................... 42.2.3 PERMISSIBLE NEUTRAL TEMPERATURE ....................................................................... 42.2.4 CLOSING TEMPERATURE ............................................................................................. 42.3 NEUTRAL TEMPERATURE LIMITS .............................................................................................. 43 THE STRUCTURE OF WELDED TRACKS ............................................................................................. 43.1 THE PURPOSE OF WELDING ..................................................................................................... 43.2 WELDING METHODS ................................................................................................................. 43.3 TRACK RAILS WELDING METHODS ........................................................................................... 43.3.1 WELDING OF RAILS IN TANGENT TRACKS (STRAIGHT TRACKS) ................................... 43.3.2 WELDING OF RAILS IN CURVED TRACKS ...................................................................... 43.4 TRACK TYPES IN WHICH WELDING OF RAILS IS PROHIBITED ................................................... 53.5 RAILS ......................................................................................................................................... 53.5.1 GENERAL DETAILS ........................................................................................................ 53.5.2 USE OF WELDED RAILS WITH USED MATERIAL ........................................................... 53.6 TRACK SLEEPERS ....................................................................................................................... 53.7 TRACK BALLAST ........................................................................................................................ 54 LAYING DOWN OF THE TRACK ......................................................................................................... 64.1 METHODS FOR LAYING DOWN OF WELDED TRACKS ............................................................... 64.2 INSERTION OF WELDED RAILS IN TEMPERATURES BEYOND NEUTRAL TEMPERATURE LIMITS 64.3 INTERVENTION IN NON‐REGULATED TRACKS .......................................................................... 64.4 RISK OF DISCONNECTION OF WELDED RAIL ............................................................................. 65 RELEASE OF STRESS IN RAILS ........................................................................................................... 75.1 RELEASE OF STRESS IN RAILS WITH A TEMPERATURE THAT IS HIGHER THAN THE NEUTRALTEMPERATURE ......................................................................................................................... 75.2 RELEASE OF STRESS IN RAILS WITH A TEMPERATURE THAT IS LOWER THAN THE NEUTRALTEMPERATURE ......................................................................................................................... 85.3 TIME FOR EXECUTION OF REGULATION .................................................................................. 95.4 SAFETY PRECAUTIONS DURING EXECUTION OF REGULATION ................................................ 95.5 BINDING ACCESSORIES FOR WELDED TRACKS ......................................................................... 95.6 ORDINARY JOINTS INSIDE WELDED TRACKS ............................................................................ 105.7 ANCHORS FOR PREVENTION OF SIDEWAYS SHIFTING ............................................................. 105.8 EXPANSION OF RAILS DUE TO TEMPERATURE CHANGES ........................................................ 106 MONITORING OF WELDED RAILS ..................................................................................................... 116.1 TESTING OF THE CONNECTION BETWEEN RAILS AND SLEEPERS ............................................. 116.2 SUMMERTIME WELDED TRACK INSPECTION METHOD ........................................................... 116.3 POINTS OF EMPHASIS THAT REQUIRE SPECIAL ATTENTION DURING INSPECTIONS ............... 116.4 MONITORING OF TRANSITION POINTS BETWEEN WELDED AND NON‐WELDED TRACKS ....... 117 DEFINITION OF WELDED TRACK MAINTENANCE TASKS .................................................................. 127.1 INSPECTION TASKS WHICH INTERFERE WITH TRACK STABILITY .............................................. 127.2 HEAT CALIBRATORS FOR MEASURING OF TRACK TEMPERATURES ......................................... 127.3 EMERGENCY HOOKS ................................................................................................................ 127.4 COMPACTION WORKS .............................................................................................................. 127.5 ORDINARY JOINTS IN WELDED TRACKS ................................................................................... 127.6 MAINTENANCE OF THE BALLAST PRISM .................................................................................. 127.7 REPLACEMENT OF SLEEPERS .................................................................................................... 127.7.1 SLEEPER REPLACEMENT METHOD .............................................................................. 127.7.2 REPLACEMENT OF SLEEPERS AFTER LOOSENING ........................................................ 127.8 CORRECTION OF TRACK GEOMETRY DEVIATIONS ................................................................... 128 EXECUTION OF MAINTENANCE AND MONITORING WORKS IN WELDED RAILS ............................. 138.1 PERMISSIBLE TEMPERATURE FOR EXECUTION OF COMPACTION WORKS .............................. 138.2 PERMISSIBLE TEMPERATURE FOR EXECUTION OF LEVELING WORKS ..................................... 13Document No.3. Technical Specifications – Appendix 1

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL8.3 LEVELING WORKS OF OVER 30 MM AND LIFTING OF OVER 50 MM ........................................ 138.4 MINIMUM TEMPERATURE FOR WELDING AND REGULATION WORKS ................................... 138.5 EXECUTION OF WORK IN WARM WEATHER ............................................................................ 138.6 SAFETY PRECAUTIONS AFTER COMPLETION OF COMPACTION OR LEVELING ......................... 138.7 HOOK INSTALLATION DISTANCES ............................................................................................. 139 MEASURES TO BE TAKEN IN CASE OF BROKEN RAIL IN WELDED TRACK ......................................... 149.1 DEFINITION OF A BROKEN RAIL ................................................................................................ 149.2 STEPS TO BE TAKEN UPON DISCOVERY OF A BROKEN RAIL ON WHICH TRAFFIC OF TRAINS ISPROHIBITED .............................................................................................................................. 1411.5 MONITORING OF THE TRANSITION POINT BETWEEN WELDED TRACKS WITH CONCRETE SLEEPERSAND TRACKS WITH WOODEN SLEEPERS BY TRACK SUPERVISORS / TEAM LEADER / SENIOR TRACKSEMPLOYEE ................................................................................................................................ 1612 WELDED TRACKS IN BRIDGES AND TUNNELS .................................................................................. 1612.1 WELDED TRACKS IN BRIDGES ................................................................................................... 1612.2 WELDED TRACKS IN TUNNELS .................................................................................................. 1613 THE BEHAVIOR OF WELDED RAILS IN TURNOUTS ........................................................................... 1713.1 THE CONNECTION OF TURNOUTS TO CONTINUOUS WELDED RAIL TRACKS ........................... 1713.2 AXIAL FORCES IN TURNOUTS DUE TO TEMPERATURE CHANGES ............................................ 179.3 HANDLING OF VERTICAL RAIL BREAKS ..................................................................................... 149.3.1 TEMPORARY REPAIR OF BREAKS IN TRACKS WITH CONCRETE OR WOODENSLEEPERS ...................................................................................................................... 14APPENDIX A. WELDED TRACKS ‐ RAIL BINDING REPORT9.3.2 FINAL REPAIR OF BROKEN RAILS IN TRACKS WITH CONCRETE OR WOODENSLEEPERS ...................................................................................................................... 159.3.3 HANDLING OF BREAKS INVOLVING PARTIAL SEPARATION OF A RAIL HEAD INTRACKS WITH CONCRETE OR WOODEN SLEEPERS ...................................................... 159.4 BROKEN RAILS IN WELDED TURNOUTS .................................................................................... 159.5 AIDS WHICH MUST BE KEPT IN WELDED TRACK SECTIONS ..................................................... 1510 MEASURES TO BE TAKEN IN CASE OF DISTORTION IN WELDED TRACKS ......................................... 1510.1 MEASURES TO BE TAKEN UPON DETECTION OF DISTORTION ................................................. 1510.2 DISTORTION MEASUREMENT METHOD ................................................................................... 1510.3 DISTORTION OF LESS THAN 20 MM ......................................................................................... 1510.4 DISTORTION OF MORE THAN 20 MM ...................................................................................... 1510.5 MONITORING OF SECTIONS IN WHICH A DISTORTION OCCURS .............................................. 1511 CONNECTION OF WELDED TRACKS MADE OF CONCRETE SLEEPERS TO THOSE MADE OF WOODENSLEEPERS .................................................................................................................................................... 1611.1 PLACEMENT OF CONNECTION ................................................................................................. 1611.2 JUNCTIONS WITH TRACKS BUILT USING WOODEN SLEEPERS .................................................. 1611.3 WOODEN SLEEPER TRACKS ON BRIDGES ................................................................................. 1611.4 MONITORING OF THE TRANSITION BETWEEN WELDED TRACKS WITH CONCRETE SLEEPERS ANDTRACKS WITH WOODEN SLEEPERS BY TRACK SUPERVISORS ................................................... 16Document No.3. Technical Specifications – Appendix 1

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELLIST OF FIGURESFIGURE NO. FIGURE NAME PAGE1 The Distribution <strong>of</strong> longitudinal forces in a welded track rail 102 Shape <strong>of</strong> track after loss <strong>of</strong> stability 113 Cross‐Section pr<strong>of</strong>ile <strong>of</strong> Track 1845Scheme describing the regulation procedure in cases where during closure, the rail temperature Trail is higherthan the neutral temperature Tn.Scheme describing the regulation procedure in cases where the rail temperature T rail is lower than the neutraltemperature T n266 Joint Accessories 287 Installation <strong>of</strong> anti‐creeper anchors 298 Monoblock concrete sleeper anchors for sideways shifting 299 Axial forces in turnouts 46LIST OF TABLESTABLE NO. FIGURE NAME PAGE1 Grading <strong>of</strong> Sections on the Basis <strong>of</strong> Temperature 122 Neutral Temperature Limits 143 Welded Track Lengths for Stress Release 194 Expansion <strong>of</strong> Rails as a result <strong>of</strong> Temperature Changes 305 Hook Installation Margins 3823INTRODUCTIONContinuous Welded Rail tracks (CWR) consist <strong>of</strong> numerous rails which are welded to one another, and this inorder to prevent the exertion <strong>of</strong> strong forces on both the rails and sleepers in rail joints sections. The use <strong>of</strong>Continuous Welded Rail tracks reduces the need for increased track maintenance in seam sections, improvessafety and passenger comfort, and increases the usable lifespan <strong>of</strong> both the track and rolling stock wheels as aresult <strong>of</strong> the reduced exertion <strong>of</strong> dynamic forces on the track.This procedure describes the behavior <strong>of</strong> welded rails due to changes in temperature, the method by whichthe track is constructed and the manner by which the welded tracks are monitored and maintained.1 THE BEHAVIOR OF WELDED TRACKS DURING TEMPERATURE CHANGESThe radiation <strong>of</strong> the sun and surrounding air temperature both influence changes in rail temperature inaccordance with the changing seasons <strong>of</strong> the year. Accordingly, summer rail temperatures are higher than thesurrounding air temperatures by as much as 15°C to 25°C. Like other European countries and the U.S., weshall also assume the summer track temperature as being 20°C warmer than that <strong>of</strong> the surrounding air.In winter, this temperature variance is much lower or completely <strong>non</strong>existent, and for this reason, withinframework <strong>of</strong> this procedure, we shall assume the rail temperature and surrounding air temperature areequal.A rise in rail temperature will result in longitudinal expansion. If the the rails were not connected to thesleepers, they would have been able to expand freely. As temperature rises, the rail length increasesaccording to the following formula (1):Where:(1) ∆L = αL∆t6 Temporary Repairs – Phases <strong>of</strong> Execution 407 Final Repairs – Phases <strong>of</strong> Execution 41L∆L‐ Rail length before temperature change, in meters‐ Extent <strong>of</strong> change in length, in mm∆t ‐ Change in temperature, in °Cα‐ Expansion coefficient in 1/°C (the expansion coefficient <strong>of</strong> the rail steel isα=0.0115).When temperature drops the rail length shortens. If the rails were not connected to the sleepers and werefree at the edges, they would have been able to contract in a free manner as specified in formula (1),however, in this case, ∆L represents the extent by which the rail shortens. When temperature increases a freerail extends and ∆L represents the extent by which it extends.Document No.3. Technical Specifications – Appendix 1 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELIn cases where the rail is fully connected to the sleepers and secured at both edges (by <strong>welding</strong> or hooks), therail attempts to contract/expand whenever temperature changes, however, the joints prevent it, resulting inthe exertion <strong>of</strong> forces on the rail. Such forces are proportional to ∆L in a state where the rail would be able tocontract/expand freely, although in practice the rail neither contracts nor expands.Forces σ t may be calculated using the following formula:Where:LbL‐2b‐ Rail length;‐ Length <strong>of</strong> rail section which shifts;‐ Length <strong>of</strong> rail section which does not shift;Figure 1 illustrates the change in distribution <strong>of</strong> longitudinal forces which are formed along a rail <strong>of</strong> length L asa result <strong>of</strong> a temperature change in the rail itself.It may be seen that in sections having a length <strong>of</strong> 'b', the longitudinal forces at the rail edges change in linearmanner from 0 to F. Forces opposing this shifting <strong>of</strong> rail are formed in the joints which are located betweeneach two rails. Such forces are formed due to various forces <strong>of</strong> friction which exist between the screws andconnection hooks and between the connection hooks and the rails between them.σ tE‐ Thermal exertion in Mpa (1 kg/cm² = 9.81 Mpa)‐ Elasticity module (the elasticity module <strong>of</strong> the rail's steel is 21*10 4 MPa)‐ Relative length for calculationThe length 'b' may be calculated using the following formula (4):Where:(4)As a result <strong>of</strong> changes in temperature, the rail is exposed to various compressing and tensile forces which maybe calculated using the following formula (3):(3) F = σ t S = αES∆tr – Is the longitudinal resistance to the shifting <strong>of</strong> the rail per 1 meter <strong>of</strong> length. For the purpose <strong>of</strong> thiscalculation, it is assumed that the section in which shifting occurs all distribution forces per unit length aredistributed uniformly. The size <strong>of</strong> r is influenced by the type <strong>of</strong> rail, type <strong>of</strong> binding accessories used, type <strong>of</strong>sleeper, number <strong>of</strong> sleepers per km length, type <strong>of</strong> and state <strong>of</strong> compression. From various tests carried out in<strong>testing</strong> sites located in the U.S. and U.S.S.R for track types which are similar to those in Israel, it has beenfound that:The above formula it is evident that the length <strong>of</strong> the shifted section is proportional to the change intemperature ∆t and inversely proportional to the resistance per unit length r.In practice, length b is approximately 50‐60 meters.Where:F ‐ Forces formed by temperature changes, in N (Neuton), (1 kg = 9.81 N)S‐ Rail pr<strong>of</strong>ile surface area, in cm²Figure 1 – The Distribution <strong>of</strong> longitudinal forces in a welded track railDocument No.3. Technical Specifications – Appendix 1 ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2 TEMPERATURES OF WELDED TRACKS2.1 TEMPERATURE SECTIONSAccording to the above formulas, a change in rail temperature ∆t has impact over the loads and forcesexerted on the rail. In cases where the rail temperature increases sharply, the forces exerted on the rail are sohigh that it may lose its original shape (loss <strong>of</strong> stability, see Figure 2). Such a state may result in derailment.AIRTEMPERATURESECTIONKMLEVELMAX. MIN. MAX. MIN.AVERAGE ROUNDEDTEMP. AVERAGE TEMP.Shikma – Kiryat Gat 0 ‐ 20 45 1 65 1 33 33 2Lod ‐ Na'an 19 ‐ 30 45 1 65 1 33 33 2Na'an – Kiryat Gat 0 ‐ 32 45 1 65 1 33 33 2Na'an – Bet Shemesh* 31 ‐ 49 45 ‐2 65 1 33 33 2Lod ‐ Ashdod 110 ‐ 140 45 ‐2 65 ‐2 31.5 32 2Tel Aviv South ‐ Lod 5 ‐ 18 45 ‐2 65 ‐2 31.5 32 2Binyamina – Tel Aviv South 42 ‐ 99 45 ‐4 65 ‐4 31.5 32 2Haifa ‐ Acco* 0 ‐ 20 44 ‐1 66 ‐1 32 32 2Figure 2 – Shape <strong>of</strong> track after loss <strong>of</strong> stabilityConversely, whenever the rail temperature is extremely lower, the rail shortens and eventually it may tear(necking). Accordingly, in order to prevent the occurrence <strong>of</strong> such a situation, it is vital to verify the forcesexerted on the lines are as small as possible. The extent <strong>of</strong> forces exerted on lines depends on the differencebetween the temperature in which the sleepers are connected to the lines and the maximum and/orminimum temperature permitted on the rail.For this reason, when laying down tracks it is necessary to ensure the track temperature is as close to theaverage temperature as possible.Precise temperature <strong>specification</strong>s for laying down <strong>of</strong> tracks in different Israel Railways sections are presentedin Table 1 below:SECTIONTable 1 – Grading <strong>of</strong> Sections on the Basis <strong>of</strong> TemperatureKMAIRTEMPERATUREMAX. MIN. MAX. MIN.AVERAGETEMP.ROUNDEDAVERAGE TEMP.Har Zion ‐ Dimona 109 ‐ 170 47 0 67 0 33.5 34 3Dimona – Be'er Sheva 74 ‐ 108 47 0 67 0 33.5 34 3Ashdod ‐ Shikma 141 ‐ 159 46 ‐1 65 ‐1 32 32 2Kiryat Gat – Be'er Sheva 32 ‐ 73 45 ‐1 65 ‐1 32 32 2LEVELHaifa ‐ Binyamina 0 ‐ 41 44 ‐1 64 ‐1 31.5 32 2Tel Aviv – Kefar Saba0 – 1386 – 900 ‐ 545 1 64 1 31.5 33 2Lod – Rosh Haayin 90 ‐ 109 45 1 65 1 33 33 2Tel Aviv ‐ Modiin0 – 180 ‐ 745 1 65 1 33 33 2Be'er Ya'acov ‐ Rishonim 0 ‐ 3 45 1 65 1 33 33 2Ashkelon – Kiryat Gat 0 ‐ 20 45 1 65 1 33 33 2Acco ‐ Nahariya 21 ‐ 30 44 ‐4 64 ‐4 30 30 1Jerusalem – Bet Shemesh 50 ‐ 82 41 ‐3 61 ‐3 29 29 1NOTE: * ‐ Excluding station.Table 1 specifies air temperature values (maximum and minimum) in track sections received from the IsraelMeteorological Service and the temperatures <strong>of</strong> the rails (maximum, minimum and average).With respect to the values presented in the table, the track's maximum summertime temperature will be 20°Chigher than that <strong>of</strong> the air while the track's minimum temperature will be equal to that <strong>of</strong> the air.The sections may be graded in 3 grades:Grade 1 – Having average rail temperatures <strong>of</strong> 29°‐30°C;Grade 2 – Having average rail temperatures <strong>of</strong> 32°‐33°C;Document No.3. Technical Specifications – Appendix 1 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELGrade 3 – Having average rail temperatures <strong>of</strong> 34°C.Table 2 ‐ Neutral Temperature Limits2.2 TEMPERATURE DEFINITIONSIn order to calculate the temperature in which welded tracks may be connected to sleepers, we must first setseveral rules and definitions.2.2.1 TRACK TEMPERATUREThe temperature to which we refer is that <strong>of</strong> the rail. In summer, we assume a rail temperature that is 20°Chigher than that <strong>of</strong> the surrounding air while in winter we assume the two temperatures to be equal.2.2.2 MAXIMUM AND MINIMUM RAIL TEMPERATURESThe “Maximum Temperature” is defined as the maximum rail temperature possible during warmer seasonsbased on statistical measurements carried out over a period <strong>of</strong> several years. The “Minimum Temperature” isdefined as the minimum rail temperature possible during colder seasons based on statistical measurementscarried out over several years.2.2.3 PERMISSIBLE NEUTRAL TEMPERATUREThe “Neutral Temperature” is defined as the temperature in which it is permitted to connect the welded railsto the sleepers in order to reduce the effect <strong>of</strong> temperature on the various forces exerted on the rails.2.2.4 CLOSING TEMPERATUREThe “Closing Temperature” is defined as the temperature during which the rails are actually connected to thesleepers (within limits <strong>of</strong> the Permissible Neutral Temperature).2.3 NEUTRAL TEMPERATURE LIMITSThe neutral temperature limits T n are determined by finding the average temperature T a <strong>of</strong> the rail'smaximum and minimum temperatures in each track section, plus 5°C, with added tolerance <strong>of</strong> ± 3°C due topossible inaccuracies during measurement and in order to ensure the rails are not laid in temperatures whichare too low or too high:T a + 5°C ± 3°C = T nIn light <strong>of</strong> the above, the neutral temperature limits practiced in Israel are as follows:GRADE UPPER LIMIT LOWER LIMIT1 30°C+ 5°C+3°C = 38°C 30°C+ 5°C‐3°C = 32°C2 33°C+ 5°C+3°C = 41°C 33°C+ 5°C‐3°C = 35°C3 34°C+ 5°C+3°C = 42°C 34°C+ 5°C‐3°C = 36°C3 THE STRUCTURE OF WELDED TRACKS3.1 THE PURPOSE OF WELDINGThe reason for <strong>welding</strong> track rails is to reduce the number <strong>of</strong> joints which constitute weak points within thetrack.3.2 WELDING METHODSThe <strong>welding</strong> methods employed by Israel Railways are as follows:a) Electro‐Thermite Welding – Welding is carried out using manual tools. It is designed for <strong>welding</strong> <strong>of</strong>turnouts, insulation, regulation welds and <strong>welding</strong> in places in which 'flash butt' <strong>welding</strong> is notpossible.b) Flash Butt Welding – Welding which is carried out using a mobile <strong>welding</strong> machine, designed for<strong>welding</strong> during laying down and restoration <strong>of</strong> tracks.3.3 TRACK RAILS WELDING METHODS3.3.1 WELDING OF RAILS IN TANGENT TRACKS (STRAIGHT TRACKS)In tangent tracks, when all conditions are favorable, rails may be welded in a continuous manner, with all railsproperly attached to the sleepers, with full overlay on both concrete and wood sleepers. Each km <strong>of</strong> trackrequires laying down <strong>of</strong> no less than 1667 sleepers.The track must be properly fastened, balanced, leveled, with a full and orderly track ballast prism geometry(Figure 3), such that the track has a high resistance to longitudinal and transverse shifting, as shall be detailedhereunder.3.3.2 WELDING OF RAILS IN CURVED TRACKSCurves enable continuous <strong>welding</strong> <strong>of</strong> rails whenever the curve radius is greater than 170 meters. Curveshaving a radius <strong>of</strong> 170‐200 meters require two anchors for each three sleepers in order to prevent sidewaysshifting <strong>of</strong> the track. Curves having a radius <strong>of</strong> 140‐170 meters it allow the use <strong>of</strong> welded rails <strong>of</strong> no more than36 meters in length.Document No.3. Technical Specifications – Appendix 1 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3.4 TRACK TYPES IN WHICH WELDING OF RAILS IS PROHIBITEDThe <strong>welding</strong> <strong>of</strong> rails is prohibited in the following cases:a) Whenever rails which are laid down on <strong>non</strong>‐secure embankments, with changing tolerance, or onsinking embankments which have not yet settled. Applies to the transformation <strong>of</strong> ordinary tracksinto welded tracks on existing lines.b) In bridges consisting <strong>of</strong> steel pillars longer than 10 meters, the <strong>welding</strong> <strong>of</strong> rails is only permitted underauthorization <strong>of</strong> the Director <strong>of</strong> TRACK AND ENVIRONMENT DEPARTMENT, in accordance with hisinstructions, as determined for each case in separate.3.5 RAILS3.5.1 GENERAL DETAILSThe standard length <strong>of</strong> rail sections used in Israel is 18 meters. In theory, the maximum length <strong>of</strong> a welded railis not limited if all <strong>of</strong> the provisions specified hereunder are observed. In Israel, the length <strong>of</strong> a welded rail isapproximately 900 meters while in other countries it starts between 2‐4 km and goes up to the length <strong>of</strong> thesection running between two consecutive stations.In terms <strong>of</strong> weight, it is possible to weld different rail types <strong>of</strong> at least 46 kg/meter in a continuous manner. Inspecial cases, such as when repairing cracked rails or during insertion <strong>of</strong> insulated connectors, it is possible toinsert rail sections <strong>of</strong> no less than 6 meters in length. (Insulated joints <strong>of</strong> less than 3.6 meters, in other words– two separate pieces <strong>of</strong> 1.8 meters each).Under no circumstances shall it be permissible to weld rails in tracks in which wooden sleepers are connectedby track nails.Welded tracks which are laid down on monoblock or Franco ‐ wagon concrete sleepers allow use <strong>of</strong> all bindingsystems used by Israel Railways.Tracks laid on steel sleepers allow <strong>welding</strong> <strong>of</strong> rails to a maximum length <strong>of</strong> 36 meters.The <strong>welding</strong> <strong>of</strong> rails on steel sleepers for greater lengths is only permitted under authorization <strong>of</strong> the Director<strong>of</strong> TRACK AND ENVIRONMENT DEPARTMENT, in accordance with his instructions, as determined for each casein separate.3.7 TRACK BALLASTTrain tracks are laid down on a track ballast (Figure 3). The type <strong>of</strong> rock used for overlay <strong>of</strong> tracks must beconsistent with the requirements set forth in the latest version <strong>of</strong> the 'Specification for Production and Supply<strong>of</strong> Steel Track Ballast'. The thickness <strong>of</strong> the ballast layer is measured from the bottom <strong>of</strong> the sleeper, near thelower rail, and must be no less than 30 cm. The ballast shoulder prism (the distance between the sleeper edgeand the upper edge <strong>of</strong> the prism) must be no less than 40 cm and the prism slope grade – 1:1.5In order to ensure the stability <strong>of</strong> welded tracks it is important the ballast prism is properly tightened.3.5.2 USE OF WELDED RAILS WITH USED MATERIALIn cases which require the use <strong>of</strong> tracks containing old welded rails, the following tasks must be carried out:a) It is necessary to inspect all rails by ultrasonic test and mark all defective points before dismantling <strong>of</strong>the track.b) Once the track is dismantled, it is necessary to cut out all sections in which defects were found duringthe ultrasonic test.Figure 3 – Cross‐Section pr<strong>of</strong>ile <strong>of</strong> Trackc) It is prohibited to reuse rails which contain more wear than proper sections.3.6 TRACK SLEEPERSWelded tracks allow use <strong>of</strong> either concrete or wooden sleepers. In 1 km <strong>of</strong> welded track it is necessary to laydown 1667 or 1724 sleeper units (the distance between sleeper axes shall be 60 or 58 cm).The observance <strong>of</strong> the correct distance between consecutive sleepers in all track works in <strong>of</strong> vital importance.Document No.3. Technical Specifications – Appendix 1 ‐5‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL4 LAYING DOWN OF THE TRACK4.1 METHODS FOR LAYING DOWN OF WELDED TRACKSIt must be emphasized that there are several methods for the construction <strong>of</strong> welded tracks:a) Laying down <strong>of</strong> the track using prefabricated parts;b) Laying down <strong>of</strong> the track by scattering sleepers and placing rails on top.Both methods require completion <strong>of</strong> the ballast prism and execution <strong>of</strong> fastening and leveling according to ared line prior to the <strong>welding</strong> <strong>of</strong> the rails.Subsequently, it is necessary to weld the rails while the connection hooks are left in place for the releasing <strong>of</strong>stress (regulation) in accordance with the welded track lengths specified in Table 3. The release <strong>of</strong> stress shallbe carried out as instructed in Section 5.Table 3 – Welded Track Lengths for Stress ReleaseTRACK TYPETangent track or curves longer than 1200 metersTRACK LENGTHS900 meters4.2 INSERTION OF WELDED RAILS IN TEMPERATURES BEYOND NEUTRAL TEMPERATURE LIMITSIn special cases it is permissible to insert and connect long welded rails to the track in temperatures that arebeyond limits <strong>of</strong> the neutral temperature, however, this is under condition that all stress release andcontinuous <strong>welding</strong> works, in other words ‐ the execution <strong>of</strong> final <strong>welding</strong> between the long rails ‐ arecompleted as quickly as possible.If the rail temperature reaches T n + 20°C prior to regulation, it is necessary to impose a speed limit <strong>of</strong> 40 km/huntil the temperatures drop by 5°C below the T n + 20°C.4.3 INTERVENTION IN NON‐REGULATED TRACKSIn any case involving intervention in a welded track in which the rail binding accessories have been openedand closed along at least 50 meters, it is necessary to prepare a 'Binding <strong>of</strong> Rails in Welded Tracks” report(Appendix A') and submit it to the Regional Tracks Engineer within 24 hours.4.4 RISK OF DISCONNECTION OF WELDED RAILThe primary risk to which welded tracks are exposed is the disconnection <strong>of</strong> tracks due to rail temperaturesthat are higher than the neutral temperature. Under local Israeli conditions, the risk is greatest duringKhamsin winds (hot dry winds) <strong>of</strong> spring and autumn with the riskiest hours being those <strong>of</strong> early afternoon.Curves <strong>of</strong> 800‐1200 meters in lengthCurves <strong>of</strong> 400‐800 meters in lengthCurves <strong>of</strong> 170‐400 meters in length600 meters300 meters200 metersThe rail temperature is dependent on several factors and there is no clear or absolute correlation betweenthe temperature <strong>of</strong> the track and that <strong>of</strong> the surrounding air. Hot, dry and clear temperatures without windincrease track temperatures most while damp, cloudy and windy weather reduce it. The existence <strong>of</strong> treesalongside the tracks may have opposing effect as they may block direct sunlight from the tracks or serve as awind‐breaker which obstructs track‐cooling winds.In curves having radii smaller than 170 meters, the execution <strong>of</strong> continuous <strong>welding</strong> is prohibited.All efforts must be made to ensure regulation is carried out along the entire length <strong>of</strong> complete curves.Concurrent regulation <strong>of</strong> two opposing curves is prohibited.In the case <strong>of</strong> regulation, when the stretching occurs in the center in both directions, it is possible to increasethe length by 50%, but no more than 1200 meters, depending on the tensile strength <strong>of</strong> the equipment.The risk <strong>of</strong> extreme distortions in track shape (loss <strong>of</strong> stability) due to heating up <strong>of</strong> rails is greater in trackswhich are located inside digs than those laid out on top <strong>of</strong> fills, however, if the effect <strong>of</strong> the wind has beentaken into account, than considering local Israeli conditions, digging a north‐south inclination is moredangerous than east‐west digs which are open to the wind. Accordingly, welded tracks must be kept underconstant supervision, especially in days that are warmer than usual. In such seasons it is also necessary toproperly weigh all matters before <strong>testing</strong> works are initiated in order to prevent subsequent faults.Once all stress is released (regulation), it is necessary to carry out final <strong>welding</strong> <strong>of</strong> all joints which were left onthe track. During execution and regulation, the work foreman must prepare a 'Binding <strong>of</strong> Rails in WeldedTracks” report (see Appendix A'). Once all works are completed, the report must be submitted to the RegionalTracks Engineer.Document No.3. Technical Specifications – Appendix 1 ‐6‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL5 RELEASE OF STRESS IN RAILSStress release and stress equalization works in rails are conducted whenever:a) The track temperature is higher than the neutral temperature.b) The track temperature is lower than the neutral temperature.During execution and regulation, the work foreman must prepare a 'Binding <strong>of</strong> Rails in Welded Tracks” report(see Appendix A'). Once all works are completed, the report must be submitted to the Regional TracksEngineer.5.1 RELEASE OF STRESS IN RAILS WITH A TEMPERATURE THAT IS HIGHER THAN THE NEUTRALTEMPERATUREThe order <strong>of</strong> tasks which must be carried out when the track temperature is higher than the neutraltemperature is as follows:a) Early morning hours – The welded rail must be cut and all screws located along the rail must bereleased (approx. 900 meters in a straight line).b) The open rail edge must be laid out on a large expansion wheel (Figure 4) such that the rail undersideis higher than the closed rail in order to ensure the ability for unobstructed expansion.c) It is necessary to place smaller expansion wheels underneath the rail, 14 per sleeper. The sleepermust be free <strong>of</strong> all other items/accessories.d) All screws located on the nearest 50‐60 meters <strong>of</strong> the closed side must be released and placed onsmall expansion wheels,14 per sleeper. In this case too the sleeper must be free <strong>of</strong> allitems/accessories.j) A thermometer is placed on the first 100 meter point (see Figure 4) located on the shaded neck <strong>of</strong> therail.k) When the rail temperature measured at the point <strong>of</strong> measurement reaches the neutral temperature,all wheels are to be removed from the first 100 meters and all binding screws must be fastened.l) When closing, it is necessary to ensure proper track gauge using a rail meter.m) Closing <strong>of</strong> the rail is continued by repeating Steps J, K and L up to the end <strong>of</strong> the open rail.n) Once the rail temperature climbs above the upper limit <strong>of</strong> the neutral temperature, the work areamust be cooled using a specially designated water container.o) Once the end <strong>of</strong> rail is reached, it is necessary to cut the excess rail and weld as required.PLEASE NOTE:a) It is necessary to place a small expansion wheel on the far side <strong>of</strong> the sleeper, in the direction in whichthe rail expands.b) Closing <strong>of</strong> rails should be carried out when the temperature rises towards the upper limit <strong>of</strong> theneutral temperature.c) Whenever inserting or removing expansion wheels in curves, it is necessary to ensure the open raildoes not turn over.d) The recommended rail length for releasing <strong>of</strong> stress in curves shall be as specified in Table 3.e) It is necessary to verify the rail is completely free to expand (that there is nothing touching the railexcept for the expansion wheels and a thermometer).e) It is necessary to ensure no track equipment or accessories are left connected to the rail (Axiscounter, magnetic, inductive, etc.) and that the rail does not come into contact with the track ballast.f) It is necessary to remove all pads which remain glued onto the track and return them to their formerposition on the sleepers.g) Once all screws are open, it is necessary to walk along the entire work area, from the connected sideto the end which is designated for <strong>welding</strong>, and hit both the inner and outer sides <strong>of</strong> the rail with aspecial hammer (plastic / rubber) as you move along.h) Each 3 – 4 meters, from the connected side to the edge designated for <strong>welding</strong>. By this way it ispossible to release stress along the rail.i) Using a white chalk, both the rail and sleeper are marked each 100 meters along the entire length <strong>of</strong>open rail.Document No.3. Technical Specifications – Appendix 1 ‐7‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELT N

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELT N >T RAILc) The use <strong>of</strong> steel hammers for purposes <strong>of</strong> regulation is prohibited. Only wooden or bronze hammersare allowed. In case it is necessary to use steel hammers, this shall only be done after a thickprotective rubber sleeve is installed onto the hammer such that there is no direct contact <strong>of</strong> steel andrail.Attempts to accelerate expansion by slowly riding over the rail in a motorized rail coach are <strong>of</strong> no use andprohibited.5.5 BINDING ACCESSORIES FOR WELDED TRACKSLegend‐ Small expansion wheel‐ SleeperL ‐ Length <strong>of</strong> rail designated for regulationL/2 ‐ Half length <strong>of</strong> rail designated for regulationAll accessories which are used for connecting the rail to the sleeper must be properly placed in theirdesignated position and all screws must be threaded in a moment <strong>of</strong> almost 200 Nm. All screws are to betightened using a designated Screwing Machine equipped with a scale and pointer which indicates the closingmoment. The distance existing between the spring and clamp must be less than 0.5 mm (Figure 6). Whenusing monoblock sleepers with W14 VOSLLOH accessories under the spring, there must be an area that isclear <strong>of</strong> all ballast in order to ensure proper elasticity <strong>of</strong> the working spring.Upon completion <strong>of</strong> all laying down, restoration and inspection works in a given track section, all accessoriesmust be compliant with the stated requirements. The existence <strong>of</strong> two consecutive sleepers which are notproperly secured onto the rail within the maintained track section must be avoided. Each track must beproperly leveled without any compromise along its entire length.Figure 5 – Scheme describing the regulation procedure in caseswhere the rail temperature T rail is lower than the neutral temperature T n5.3 TIME FOR EXECUTION OF REGULATIONa) Final regulation and <strong>welding</strong> <strong>of</strong> the rail shall only be carried out when the planned pr<strong>of</strong>ile and heightare achieved.b) When it is necessary to carry out regulation on active lines ion order to produce the plannedgeometric pr<strong>of</strong>ile and desired ballast prism, all works shall be carried out as instructed by the NationalTrack Maintenance Supervisor.5.4 SAFETY PRECAUTIONS DURING EXECUTION OF REGULATIONWhen regulating, it is necessary to observe the following safety precautions:a) When laying the track down on cylinders for regulation, it is necessary to check and verify that allscrews are sufficiently open and that the clamps do not press the rail after it is lifted onto thecylinders.b) All cylinders must be laid in perpendicular direction to the rail such that the first cylinder is located atthe sleeper edge in the opposite direction to that in which the rail shifts.Figure 6 – Joint AccessoriesDocument No.3. Technical Specifications – Appendix 1 ‐9‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL5.6 ORDINARY JOINTS INSIDE WELDED TRACKSIn cases tracks are connected using connection hooks (single joint) over extended periods <strong>of</strong> time, execution<strong>of</strong> the following is required:a) It is necessary to install connection hooks when the temperature is within limits <strong>of</strong> the rail's neutraltemperature. If it is not possible to do so, it is necessary to release stress along the first 50 meters inboth directions from the joint as soon as possible.b) It is necessary to close connection hooks using 4 screws (6 screws on the Bet Shemesh – JerusalemLine).c) Until such a time as the stress release is completed, it is necessary to impose a speed limit andexecute <strong>testing</strong> in accordance with Section 4.2 requirements. In the case <strong>of</strong> extreme temperatures, itis necessary to check the distance status.Figure 8 – Monoblock concrete sleeper anchors for sideways shifting5.8 EXPANSION OF RAILS DUE TO TEMPERATURE CHANGESTable 4 includes various rail expansion figures based on temperature changes which may be calculated usingFormula (1) (see Section 1).d) In case which require the installation <strong>of</strong> adhesive joints, it is necessary to install connection hooks byadhesion within limits <strong>of</strong> the rail's neutral temperature.5.7 ANCHORS FOR PREVENTION OF SIDEWAYS SHIFTINGThe edge <strong>of</strong> a long 50 meter welded rail attempts to expand or contract according to changes in temperature.In order to prevent rail from creeping along such sections, before any ordinary joint, it is necessary to install80 anchors, starting from the edge <strong>of</strong> the welded rail, onto the wooden sleepers for prevention <strong>of</strong> suchcreeping (Figure 7).When using monoblock concrete sleepers, it is necessary to install anchors to prevent sideways shifting(Figure 8). The order by which the anchors are to be laid is specified in Section 3.3.2 herein‐above.(°C)∆T1°2°3°4°5°6°Table 4 – Expansion <strong>of</strong> Rails as a result <strong>of</strong> Temperature ChangesEXPANSION IN MM ALONG LINES OF 100, 200...... METERS100 200 300 400 500 600 700 800 900 10001.15 2.30 3.45 4.60 5.75 78 9 10 11.52.30 4.60 79 11.50 14 16 18 21 233.50 710 14 17 21 24 28 31 355914 18 23 28 32 37 41 466 12 17 23 29 35 40 46 52 587 14 21 28 35 41 48 55 62 697°81624324048566472818°91828374655647483929°10213141526272839310410°122335465869819210411511°1325385163768910111412712°1428415569839711012413813°153045607590105120135150Figure 7 – Installation <strong>of</strong> anti‐creeper anchors14°16324864819711312914516115°173552698610412113815517316°183755749211012914716618417°203959789811713715617619618°2141628310412414516618620719°22446687109131154175197219Document No.3. Technical Specifications – Appendix 1 ‐10‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL(°C)∆T20°21°22°EXPANSION IN MM ALONG LINES OF 100, 200...... METERS100 200 300 400 500 600 700 800 900 100023 46 69 92 115 138 161 184 207 23024 48 72 97 121 145 169 193 217 24225 51 76 101 127 152 177 202 228 253b) Shiny marks on the rail base indicate excessive shifting <strong>of</strong> the rail within the anchors and fastenings.c) Lack <strong>of</strong> parallelism between sleepers.d) Lack <strong>of</strong> shoulder width in ballast prism.6.3 POINTS OF EMPHASIS THAT REQUIRE SPECIAL ATTENTION DURING INSPECTIONS23°24°25°262829535558798386106110115132138144159166173185193201212221230238248259265276288a) Places in which hard braking take place.b) Curves having especially small radii.26°27°28°29°3031323360626467909397100120124129133150155161167179186193200209217225233239248258267269279290300299311322334c) In ordinary track joints and turnouts, bridges, junctions and tunnels.d) In places where maintenance works which had impact on the tracks took place (in rails or ballastprism).30°3569104138173207242276311345PLEASE NOTE:6 MONITORING OF WELDED RAILSAll welded track tests are to be carried out as specified in the 'Rail and Facilities Monitoring' procedurerequirements.6.1 TESTING OF THE CONNECTION BETWEEN RAILS AND SLEEPERSThe maintenance <strong>of</strong> welded tracks requires special tests which include specific <strong>testing</strong> <strong>of</strong> all joints locatedbetween the rails and sleepers in order to verify no screws are missing or bent, that all clamps are placed inthe correct position, to see if any marks suggesting rail shifting inside the clamps appear and for execution <strong>of</strong>repairs as required.All tests are to be carried out during autumn or spring before extreme temperature changes take place. Inaddition to these tests, the execution <strong>of</strong> special patrols during extreme summertime and wintertime weatheris also required.6.2 SUMMERTIME WELDED TRACK INSPECTION METHODWhen the temperature is expected to near the maximum air temperatures <strong>of</strong> the area, the execution <strong>of</strong> trackheat tests is required.Execution <strong>of</strong> track‐side patrols is required during the hottest hours <strong>of</strong> the day – mainly between noontimeand 6 pm.All inspections must include a search for stress marks including:If the track shows signs <strong>of</strong> horizontal shifting that is greater than the levels specified in the Laying Down andMaintenance Procedure – superstructure, it is necessary to carry out all tasks which are required forrestoration <strong>of</strong> the track to proper condition on an immediate basis (including the release <strong>of</strong> stress from thetrack should it be required).6.4 MONITORING OF TRANSITION POINTS BETWEEN WELDED AND NON‐WELDED TRACKSThe point <strong>of</strong> transition between welded and <strong>non</strong>‐welded tracks constitutes a sensitive section <strong>of</strong> the track. Forthis reason such places require special care and maintain it such that it is in proper condition at all times, asspecified in the 'Track and Structures Testing Procedure' requirements.Special emphasis must be given to the integrity <strong>of</strong> the following items:a) Longitudinal and transverse leveling <strong>of</strong> the track.b) Joint distancesc) Proper integrity and completeness <strong>of</strong> the ballast prismd) Proper tightness <strong>of</strong> all screws connecting the rails to sleepers.e) Proper tightness <strong>of</strong> all connection screws.f) State <strong>of</strong> anchoring (track with wooden sleepers), in other words, verification that all anchors areproperly positioned alongside the sleepers.g) Greasing <strong>of</strong> connection hooks.a) It is necessary to check for track leveling defects.Document No.3. Technical Specifications – Appendix 1 ‐11‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL7 DEFINITION OF WELDED TRACK MAINTENANCE TASKS7.1 INSPECTION TASKS WHICH INTERFERE WITH TRACK STABILITYIn most cases, the maintenance works required for <strong>non</strong>‐welded tracks also apply to continuous welded tracks,however, such tracks do require special care regarding the temperature in which works are carried out and itis prohibited to carry out works that may compromise the connection between the ballast and sleepers andthe ballast prism, but according to the requirements set forth in Sections 7.7.1, 8.1, 8.2, 8.3, 8.4, 8.5 and 8.6.Long track sections in which stress has not yet been released require setting <strong>of</strong> a 40 km/h speed limit asspecified in Section 4.2.As part <strong>of</strong> new track laying down works, or superstructures restoration works, or replacement <strong>of</strong> rails, it isnecessary to inform the Regional Tracks Engineer within the 'Binding <strong>of</strong> Rails in Welded Tracks” report(Appendix A') no later than within 24 hours.7.2 HEAT CALIBRATORS FOR MEASURING OF TRACK TEMPERATURESBecause the temperature factor is a sensitive issue in welded tracks, all track supervisors, track‐building teamleaders and mechanical tools operators who are involved in maintenance <strong>of</strong> welded tracks are equipped witha thermometer for the measurement <strong>of</strong> rail temperature. Before any work is carried out on welded tracks, itis first necessary to measure the rail temperature and determine the optimal work method as detailed insection 8 below. The temperature must be measured on the rail neck, on the shaded side which is notexposed to the sun, in a clean spot from which all rust has been removed.7.3 EMERGENCY HOOKSAll rail cars which are used for the inspection <strong>of</strong> welded rails must include two pairs <strong>of</strong> emergency hooks andall <strong>of</strong> the tools required for their expansion.7.4 COMPACTION WORKSGeneral compaction shall be carried out using automatic compaction machines. Local depressions shall berepaired using smaller manual machines. Once all works are completed, it is necessary to inspect and repairall <strong>of</strong> the accessories and the rack ballast prism, and if possible, to compress the track ballast present at thesleeper edges and between them. If the swelling is over 50 mm, it is necessary to release stress from the rails.Once the compaction machine (roller) has completed its run, it is necessary to run a track ballast regulator forregulation <strong>of</strong> the ballast prism and for removal <strong>of</strong> ballast from the binding accessories area.7.5 ORDINARY JOINTS IN WELDED TRACKSSpecial attention must be given to the maintenance <strong>of</strong> the few joints which are present on welded tracks assuch joints constitute weak points <strong>of</strong> any welded track. It is for this reason necessary to ensure all joints arealways proper in terms <strong>of</strong> the distance, ballast compaction, longitudinal and transverse leveling, ballast prism,and that there is a sufficient number <strong>of</strong> proper anti‐creeper anchors installed at the edge <strong>of</strong> the welded railson both sides <strong>of</strong> the joint.7.6 MAINTENANCE OF THE BALLAST PRISMThe ballast prism must be complete and full along the entire length <strong>of</strong> track as specified in Section 3.7 above.Without the prior authorization <strong>of</strong> the Track And Environment Department Director, damaging and/orweakening <strong>of</strong> the ballast shoulders by excavation or by any other activity conducted by Israel Railwaysemployees or those <strong>of</strong> any other external entity must be avoided at all cost. The track ballast must nevercover the binding accessories placed between the sleepers and tracks and it is for this reason necessary to usethe ballast regulator brush.7.7 REPLACEMENT OF SLEEPERS7.7.1 SLEEPER REPLACEMENT METHODSleepers are to be replaced intermittently, however, simultaneous opening <strong>of</strong> more than 15 ballast boxes isprohibited.The opening <strong>of</strong> two consecutive ballast boxes at the same time is strictly prohibited. All works must be carriedout in temperatures which are within limits <strong>of</strong> the neutral temperature. When works are carried out intemperatures <strong>of</strong> up to 45°C on any Grade 1 area rail or up to 48°C on any Grade 2 area rail or 50°C on anyGrade 3 area rail (see Section 2.3), no more than 5 alternating boxes may be opened at any given time. It isalso necessary to verify that when there are sleepers left on the track, between any two open boxes, theballast located at the edge <strong>of</strong> the sleepers remains intact. Once the new sleepers are installed into place, theentire ballast including that <strong>of</strong> the edges shall be returned and only then may the sleepers which were left inplace be removed.7.7.2 REPLACEMENT OF SLEEPERS AFTER LOOSENINGIn the case <strong>of</strong> loosening, when it is necessary to replace sleepers in a continuous manner, the task may becarried out only after obtaining authorization <strong>of</strong> the Track and Environment Department Director for eachcase in separate.7.8 CORRECTION OF TRACK GEOMETRY DEVIATIONSAll geometric deviation repairs (balancing <strong>of</strong> track length and breadth, leveling, winding) shall be carried outin accordance with the findings presented in the measurement coach diagrams and inspection patrolsconducted by various track workers in accordance with the 'Track and Structure Control Specification' whichhas been in force since 2007. In order to repair or modify the track gauge, it is permissible to partially openthe screws <strong>of</strong> up to 10 consecutive sleepers, and this at any temperature between the neutral and maximumtemperatures.Document No.3. Technical Specifications – Appendix 1 ‐12‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL8 EXECUTION OF MAINTENANCE AND MONITORING WORKS IN WELDED RAILS8.1 PERMISSIBLE TEMPERATURE FOR EXECUTION OF COMPACTION WORKSGenerally speaking, it is permissible to carry out leveling works in tangent tracks and in curves having a radiusgreater than 800 meters within rail temperature limits <strong>of</strong> 5‐48°C in Grade 1 areas, 5‐51°C in Grade 2 areas and5‐52°C in Grade 3 areas. Regrading curves with a radius smaller than 800 meters, it is permissible to carry outleveling works within temperature limits <strong>of</strong> 10‐45°C in Grade 1 areas, 10‐49°C in Grade 2 areas and 10‐50°C inGrade 3 areas (see Table 1 – Grading <strong>of</strong> Sections on the Basis <strong>of</strong> Temperature), and this due to concerns thatsuch curved tracks may shift inwards during execution <strong>of</strong> works in cold weather. If there is no option but tocarry out works in temperatures below 10°C, it is necessary to inspect the state upon the completion <strong>of</strong> worksand act according to the results, namely, to impose a speed limit in case the curve has shifted and carry outrepairs once the temperature increases.8.2 PERMISSIBLE TEMPERATURE FOR EXECUTION OF LEVELING WORKSThe execution <strong>of</strong> leveling works <strong>of</strong> up to 30 mm is generally permitted within rail temperature ranges <strong>of</strong> 15‐48°C in Grade 1 areas, 15‐51°C in Grade 2 areas, 15‐52°C in Grade 3 areas (see Table 1 ‐ Grading <strong>of</strong> Sectionson the Basis <strong>of</strong> Temperature). When the temperature deviates beyond these limits the execution <strong>of</strong> leveling isprohibited. In emergency situation it is permissible to carry out minor repairs in the direction which wouldreduce the rail stress, subject to prior authorization <strong>of</strong> the Regional Engineer.8.3 LEVELING WORKS OF OVER 30 MM AND LIFTING OF OVER 50 MMWhen it is necessary to execute leveling works <strong>of</strong> more than 30 mm and/or lifting works <strong>of</strong> over 50 mm, it isnecessary to plan and execute the release <strong>of</strong> stress along the entire length <strong>of</strong> section which is involved an foran additional 50 meters in both directions, and this immediately upon the completion <strong>of</strong> leveling works, or assoon as possible, and in any case prior to the change in seasonal weather. After completion <strong>of</strong> the saidleveling and lifting works, it is necessary to impose a speed limit <strong>of</strong> 70% <strong>of</strong> the normal speed limit <strong>of</strong> that tracksection for at least 24 hours <strong>of</strong> train traffic and cancel that limit once the section is inspected by the SectionSupervisor or Foreman.In hot season, it is prohibited to lift the track by more than 50 mm. In case it is necessary to lift by more than50 mm, it is possible to lift up to 50 mm and then continue lifting only after the track has settled.8.4 MINIMUM TEMPERATURE FOR WELDING AND REGULATION WORKSThermal <strong>welding</strong> – 10°C.8.5 EXECUTION OF WORK IN WARM WEATHERIn light <strong>of</strong> the above, all inspection works which compromise track stability should be planned for wintermonths and avoided during Hamsin seasons <strong>of</strong> spring and autumn. In any case, it is always necessary to checkthe weather forecast published by the Israel Meteorological Service. When checking expected temperatures,it is necessary to check temperatures not only for the date on which works are planned, but also thetemperatures expected over the 3 subsequent days. If the weather forecast suggests that the railtemperature may rise up to 48°C in Grade 1 areas or 51°C in Grade 2 areas or 52°C in Grade 3 areas (see Table1 ‐ Grading <strong>of</strong> Sections on the Basis <strong>of</strong> Temperature), the execution <strong>of</strong> compaction works and leveling works isprohibited. If there is no other option but to carry out the said works, is necessary to obtain priorauthorization from the Regional Engineer and verify all works are carried out in accordance with the safetyprecautions specified by him.8.6 SAFETY PRECAUTIONS AFTER COMPLETION OF COMPACTION OR LEVELINGIf rail temperatures rise above 50°C in Grade 1 areas or 54°C in Grade 2 areas or 55°C in Grade 3 areas (seeTable 1 ‐ Grading <strong>of</strong> Sections on the Basis <strong>of</strong> Temperature) at any time during the 3 days following theexecution <strong>of</strong> compaction or leveling, it is necessary to impose a speed limit <strong>of</strong> 80 km/h <strong>of</strong> the normal speedpermitted that section during 10:00 – 19:00. It is also necessary to ensure proper monitoring <strong>of</strong> the sectionduring that time. If no problems are detected, the speed limit may canceled at 19:00.During these 3 days, it is necessary to make frequent measurements <strong>of</strong> rail temperatures from morning toafternoon in order to determine whether it is necessary to employ the above‐mentioned means in advance.8.7 HOOK INSTALLATION DISTANCESAll distances existing between rails for installation <strong>of</strong> connection hooks shall be determined according totemperatures during installation <strong>of</strong> the hooks as detailed in Table 5. It is necessary to place all installationdistances in parallel to one another.RAIL INSTALLATION TEMPERATURE (°C)Table 5 – Hook Installation MarginsINSTALLATION CLEARANCE50‐53 047‐50 144‐47 2(MM)Flash butt <strong>welding</strong> – 0°C.Regulation – 0°C.41‐44 338‐41 4Max. length for regulation <strong>of</strong> track – 900 meters.35‐38 532‐35 6Document No.3. Technical Specifications – Appendix 1 ‐13‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELINSTALLATION CLEARANCERAIL INSTALLATION TEMPERATURE (°C)(MM)29‐32 726‐29 823‐26 920‐23 1017‐20 1114‐17 1211‐14 138‐11 145‐8 152‐5 16‐1 to 2 17‐4 to ‐1 189.3 HANDLING OF VERTICAL RAIL BREAKSThe most common type <strong>of</strong> breaks found in welded rails are vertical breaks at the spot <strong>of</strong> <strong>welding</strong>. The SectionSupervisor or Team Leader must decide whether to allow rolling stock traffic to pass over the break and atwhat maximum speed. Until the temporary fix is executed, it is necessary to carry out an emergency repair <strong>of</strong>the break using two emergency rods with four connection screws (2 screws on each side <strong>of</strong> the break) orclamps in place <strong>of</strong> the screws.Once the emergency rods are installed into place, the Section Supervisor or Team Leader shall reopen the linefor rolling stock traffic with a speed limit <strong>of</strong> 30 km/h near the point <strong>of</strong> break.9.3.1 TEMPORARY REPAIR OF BREAKS IN TRACKS WITH CONCRETE OR WOODEN SLEEPERSTemporary repairs must be implemented within 24 hrs by insertion <strong>of</strong> rail sections <strong>of</strong> no less than 6 meters inlength. The different phases <strong>of</strong> temporary repairs are to be based on Table 6 – “Temporary Repairs – Phases<strong>of</strong> Execution”In cases where it is not possible to complete a temporary repair within 24 hours <strong>of</strong> its discovery, it isnecessary to re‐inspect the rail at the point <strong>of</strong> break and impose a 5 km/h speed limit or close the lineentirely.Table 6 ‐ Temporary Repairs – Phases <strong>of</strong> Execution9 MEASURES TO BE TAKEN IN CASE OF BROKEN RAIL IN WELDED TRACK9.1 DEFINITION OF A BROKEN RAILA broken rail is defined as any <strong>non</strong>‐continuity <strong>of</strong> rail along its entire pr<strong>of</strong>ile or any part there<strong>of</strong>. Broken railspose a hazardous situation which requires the halting <strong>of</strong> all traffic or imposition <strong>of</strong> a speed limit until theproblem is repaired.Each case requires examination and on‐the‐spot decision making whether it is possible to allow train traffic topass without implementation <strong>of</strong> reinforcement and whether a speed limit must be imposed. The decisionshall be made by the Track Supervisor following consultation with the Chief Inspector.9.2 STEPS TO BE TAKEN UPON DISCOVERY OF A BROKEN RAIL ON WHICH TRAFFIC OF TRAINS ISPROHIBITEDWhenever a break on which trains may not pass is discovered on a rail, the person who discovers the breakmust stop any train advancing towards the spot before reaching it using a suitable braking sign (such as a redflag or red light) in accordance with Regulation No. 178 requirements. Furthermore, that same employeemust also inform his superiors and command <strong>of</strong> the fault in order to stop rolling stock traffic before reachingthe spot and provide them with full details regarding the precise location <strong>of</strong> the break.PHASE DESCRIPTION DRAWING1 Emergency hooks are removed23The rail edges are cut at the break point (L1 and L2). The length L1 and L2 shall beno less than 120 cm (2 sleeper boxes). Minimum rail length for temporary repairsshall be no less than 6 meters.Temporary rail (RP) is laid down. When laying down rails and connecting hooks,the distances specified in Section 8.7 must be taken into account.In the case <strong>of</strong> tracks with wooden sleepers (timbers) after installation <strong>of</strong> connection rods, it is necessary tosecure the break point using anti‐creeper anchors for tracks with wooden sleepers. Anchoring must beimplemented starting 5 meters from the break point up to 36 meters on both sides <strong>of</strong> the break. Each siderequires installation <strong>of</strong> 52 anchors – half <strong>of</strong> which are used for stopping compaction while the other half areused for fighting expansion. During the period prior to the implementation <strong>of</strong> the final repairs, within 2weeks, the broken track section must be inspected on a daily basis.Document No.3. Technical Specifications – Appendix 1 ‐14‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL9.3.2 FINAL REPAIR OF BROKEN RAILS IN TRACKS WITH CONCRETE OR WOODEN SLEEPERSAll breaks are to undergo final repairs as quickly as possible. The execution phases <strong>of</strong> temporary repairs shallbe based on Table 7 ‐ “Final Repairs ‐ Phases <strong>of</strong> Execution”. In any case, any situation involving two adjacentwelds with less than 3.6 meters between them must be avoided. Final repairs may be implementedimmediately upon detection depending on necessity and time constraints or subsequent to theimplementation <strong>of</strong> temporary repairs.TABLE 7 ‐ FINAL REPAIRS – PHASES OF EXECUTIONPhase Description Drawing9.5 AIDS WHICH MUST BE KEPT IN WELDED TRACK SECTIONSThe following aids/accessories must be stored in sections containing welded tracks or welded turnouts: railcutters, connection hooks, emergency hooks, anti‐creeper anchors, clamps and any tools which may berequired for the installation <strong>of</strong> the hooks, anchors and clamps.10 MEASURES TO BE TAKEN IN CASE OF DISTORTION IN WELDED TRACKS10.1 MEASURES TO BE TAKEN UPON DETECTION OF DISTORTION12The repair shall be carried out using a rail section <strong>of</strong> length “L” (no lessthan 6 meters long) less 44 mm (distance for two welds S1 and S2 at alength <strong>of</strong> 22 mm each). It is necessary to weld one end <strong>of</strong> the rail(margin S1) at neutral temperature.In the event <strong>of</strong> any S! weld being executed at any temperature otherthan the neutral temperature, it is necessary to implement regulationfor 50 meters on both sides and achieve a state in which the distancerequired for <strong>welding</strong> <strong>of</strong> the second side (S2) is 22 mm.Upon detection <strong>of</strong> a distortion in any given track, a speed limit <strong>of</strong> 10 km/h must immediately be imposed. Thenotice regarding such distortions shall be immediately conveyed to both the Track Supervisor and ChiefSupervisor with full <strong>specification</strong> regarding whether the distortion may be repaired using mechanical toolsonly or whether it is necessary to cut the rail in order to release stress and execute regulation as quickly aspossible.10.2 DISTORTION MEASUREMENT METHODIt is necessary to measure stress in leveling that is located near a distorted area by moving a 20 meter chordfor every meter, for 15 meters on both sides <strong>of</strong> the point <strong>of</strong> distortion.9.3.3 HANDLING OF BREAKS INVOLVING PARTIAL SEPARATION OF A RAIL HEAD IN TRACKS WITH CONCRETEOR WOODEN SLEEPERSOnce a part <strong>of</strong> the rail head has been removed, it is necessary to immediately cut <strong>of</strong>f the defective rail sectionat the correct length that would enable the insertion <strong>of</strong> an alternate temporary rail. Temporary rails mustcover at least 10 spans between sleepers (6 meters) and must be tied on both ends using connection hookswith four screws on each end, in other words, a full connection on both sides. Before cutting the rail, it isnecessary to anchor wooden sleeper tracks on both sides using anti‐creeper anchors. When the track isstraight, it is possible to travel on it at a speed <strong>of</strong> 50 km/h, however, when it is curved with a radius <strong>of</strong> less to1000 meters, the maximum speed limit is 30 km/h only. Temporary states must be concluded as quickly aspossible and must in any case be no longer than two weeks. Until such a time, it is necessary to inspect thesection on a daily basis. The final repair is carried out by <strong>welding</strong> in a piece <strong>of</strong> rail <strong>of</strong> correct length in place <strong>of</strong>the temporary piece. Both <strong>welding</strong> points must each be located between two sleepers.9.4 BROKEN RAILS IN WELDED TURNOUTSBroken Rails in welded turnouts must be repaired as quickly as possible. Once installation <strong>of</strong> the emergencyhooks and repairs are completed, the Section Supervisor / Team Leader shall reopen the line for rolling stocktraffic at speeds <strong>of</strong> up to 20 km/h.10.3 DISTORTION OF LESS THAN 20 MMIn cases where the distortion is smaller than 20 mm, the repair shall be executed as quickly as possible usingmechanical or manual tools alone.10.4 DISTORTION OF MORE THAN 20 MMIn cases where the distortion is greater than 20 mm it is necessary to cut <strong>of</strong>f the excess rail near the point <strong>of</strong>distortion. To do this it is first necessary to open all binding accessories located along the entire length <strong>of</strong> thedistortion. Next, hooks must be installed. It is necessary to ensure the integrity <strong>of</strong> the ballast shoulder,complete the full shoulder width and carry out all necessary compaction and leveling works. It is advisable touse vibrating shoulder clamps <strong>of</strong> the compaction machine.Once the above works are completed, it is possible to reopen the track for traffic with a speed limit <strong>of</strong>60 km/h. Once all regulation works are completed, the speed limit may be raised to 100 km/h.10.5 MONITORING OF SECTIONS IN WHICH A DISTORTION OCCURSThe section in which the distortion took place shall be closely monitored for a period <strong>of</strong> 3 days following therepairs. If the new state is preserved, the normal speed limit <strong>of</strong> that section shall once again be reinstated.Document No.3. Technical Specifications – Appendix 1 ‐15‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL11 CONNECTION OF WELDED TRACKS MADE OF CONCRETE SLEEPERS TO THOSEMADE OF WOODEN SLEEPERS11.1 PLACEMENT OF CONNECTIONThe connection <strong>of</strong> a welded track which is constructed on concrete sleepers to a <strong>non</strong>‐welded track built usingwooden sleepers shall only be carried out in straight sections, never in curves.11.2 JUNCTIONS WITH TRACKS BUILT USING WOODEN SLEEPERSIn junction links constructed using wooden sleepers which are connected to a track which is continuouslywelded using monoblock sleepers, it is necessary to lengthen the location <strong>of</strong> the wooden sleepers by 6 meterson each side <strong>of</strong> the junction.11.3 WOODEN SLEEPER TRACKS ON BRIDGESWhen connecting a wooden sleeper bridge with continuously welded rail tracks using monoblock sleepers, itis necessary to place wooden sleepers on both sides <strong>of</strong> the bridge up to the guide rail.11.4 MONITORING OF THE TRANSITION BETWEEN WELDED TRACKS WITH CONCRETE SLEEPERS AND TRACKSWITH WOODEN SLEEPERS BY TRACK SUPERVISORSTrack Supervisors shall inspect all transition points located along their section at least twice a year duringautumns and spring, before the change <strong>of</strong> seasonal weather.11.5 MONITORING OF THE TRANSITION POINT BETWEEN WELDED TRACKS WITH CONCRETE SLEEPERS ANDTRACKS WITH WOODEN SLEEPERS BY TRACK SUPERVISORS / TEAM LEADER / SENIOR TRACKSEMPLOYEEThe Team leader or any senior track employee shall inspect all transition points located along the sectionunder his responsibility during his own patrols in accordance with the 'Rail and Facilities Monitoring'procedure requirements. All inspection results shall be recorded by the Team Leader / Senior Track Employeein the work ledger and reported to the Track Supervisor. In emergency situations, he shall employ any meansnecessary for repairs in order to verify normal traffic on the track and in order to avoid interference withtraffic.12 WELDED TRACKS IN BRIDGES AND TUNNELS12.1 WELDED TRACKS IN BRIDGESWelded tracks on bridges are more important than ordinary tracks on embankments. Due to the reduction inthe number <strong>of</strong> joints between rails, the dynamic forces exerted on both the rail and bridge parts are reduced,in turn reducing the maintenance costs <strong>of</strong> both the bridge and track.The reciprocal relationship between the welded track and bridge structure must be taken into account. Themost influencing factors are: shifts <strong>of</strong> bridge components due to changes in the length <strong>of</strong> apertures <strong>of</strong> thebridge which are a result <strong>of</strong> a change in surrounding air temperatures and the impact <strong>of</strong> rolling stock on theseapertures during strong braking or acceleration.The impact <strong>of</strong> braking may be 20‐30% as strong as that <strong>of</strong> temperature. Because <strong>of</strong> the reciprocal relationshipbetween the tracks and different bride elements, various longitudinal forces are created on the rails andthese forces are transferred to the bridge apertures and foundations.When the bridge is longer than 50 meters, in order to prevent sideways shifting <strong>of</strong> rolling stock <strong>of</strong>f <strong>of</strong> thebridge's longitudinal axis (which may result in derailing), it is necessary to place guide rails along the entirelength <strong>of</strong> the bridge12.2 WELDED TRACKS IN TUNNELSWelded tracks inside tunnels behave in a unique manner. The track temperature in long tunnels, in its internalparts, is close to that <strong>of</strong> the air inside the tunnel. It is only in the first and last 30 meters <strong>of</strong> the tunnel that therail temperature may be assumed to be equal to that <strong>of</strong> the track section outside the tunnel. For this reason,when releasing stress, it is necessary to actually cut the track at the 30 meter mark inside the tunnel (thisapplies to tunnels that are at least 100 meters long).Document No.3. Technical Specifications – Appendix 1 ‐16‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL13 THE BEHAVIOR OF WELDED RAILS IN TURNOUTS13.1 THE CONNECTION OF TURNOUTS TO CONTINUOUS WELDED RAIL TRACKSSections which have had wooden sleeper turnouts constructed into concrete sleeper welded rails requirerelease <strong>of</strong> stress at all joints connecting between the welded track and turnout. For this reason the turnoutmust be welded into place with several connectors left at its end for use during release <strong>of</strong> stress. It is on theseconnectors that stress is to be released. Once stress is released, the connectors are to be welded into place.13.2 AXIAL FORCES IN TURNOUTS DUE TO TEMPERATURE CHANGESDuring summer, the temperature <strong>of</strong> turnouts may uniformly increase by ∆T 0 above the neutral temperature.The compaction forces exerted on the rails are presented in Figure 9.Figure 9 – Axial forces in turnoutsEach <strong>of</strong> the rails illustrated on the LHS <strong>of</strong> Figure 9 is exposed to thermal power N T . After the track splits at theturnout, each rail <strong>of</strong> the two tracks on the RHS <strong>of</strong> Figure 9 is also exposed to thermal power N T . As a result,the turnout area contains a high concentration <strong>of</strong> forces equal to 4N T , while the transition point in which thetwo tracks converge into one results in a force <strong>of</strong> 2N T being exerted on each track. The turnout's two innerrails terminate at the heart <strong>of</strong> the turnout and it is for this reason that all axial forces must be transferred tothe guide rails using the turnout sleepers and the track's longitudinal resistance, and this because <strong>of</strong> thestructure between the sleepers and the ballast. In Figure 9, this fact is illustrated by the dotted lines. Theresult is an increase in the axial forces <strong>of</strong> the outer rails located near the heart area. This state may cause thesleeper structure and turnout rails to lose stability. In cases where binding <strong>of</strong> the rail is insufficient, one railmay become unstable and cause derailing. Another aspect that must be taken into account is presented inFigure 9. When the temperature rises by ∆T 0 , a turnout installed on a divergent track exerts a sideways force<strong>of</strong> ∆N on the main line and pushes the turnout area sideways, an effect which may result in track shifting <strong>of</strong>fthe axis and in eventual destabilization.Document No.3. Technical Specifications – Appendix 1 ‐17‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX A. WELDED TRACKS ‐ RAIL BINDING REPORTDocument No.3. Technical Specifications – Appendix 1 ‐18‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELWelded Tracks ‐ Rail Binding ReportSection: _______________________ Date: _______________________Start <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureFrom km To km From km To km From km To km From km To km From km To km From km To kmTime Time Time Time Time Time Time Time Time Time Time TimeTemp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °CStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureStart <strong>of</strong>TrackClosureEnd <strong>of</strong>TrackClosureFrom km To km From km To km From km To km From km To km From km To km From km To kmTime Time Time Time Time Time Time Time Time Time Time TimeTemp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °C Temp. °CForeman: ________________________Employee No. ______________________ Signature: ______________________Document No.3. Technical Specifications – Appendix 1 ‐19‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELBIBLIOGRAPHYFundamentals <strong>of</strong> Railway Track Engineering\ Dr. Arnold, Dr. Kerr ‐ Simmons‐Boardman Books Inc.,2003 UIC Code 720 R ' Laying and Maintenance <strong>of</strong> CWR Track, 2005Use <strong>of</strong> Continuous Welded Rail (CWR) On Israel Railways to Include Use on Sharp Curves ‐ Report toIsrael Railways ‐ Zeta‐Tech, 2007 Continuous Welded Rail (CWR) Maintenance Course – Zatta Tech, 2006BRITISH RAILWAY TRACK ' Design, Construction and Maintenance\ Ge<strong>of</strong>frey H. Cope ' ThePermanent Way Institution, 1993NOTICE GENERALE EF 2 C 33 No.1 ' Pose, Surveillance Et Entretien Des Longs Rails Soudes (LRS) ' SNCF, 1996Document No.3. Technical Specifications – Appendix 1 ‐20‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 2. TECHNICAL SPECIFICATIONSFOR THE FLASH BUTT WELDING OF RAILS BY MOBILE WELDING MACHINEDocument No.3. Technical Specifications – Appendix 2

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE OF CONTENTS1 SCOPE ............................................................................................................................................... 12 GENERAL WORKING CONDITION ..................................................................................................... 13 TRACK CONDITION ........................................................................................................................... 24 WELDING RAILS PROPERTIES ........................................................................................................... 25 PROCEDURE APPROVAL OF A MFBW MACHINE .............................................................................. 26 INITIAL APPROVAL OF THE WELDING CONTRACTOR ....................................................................... 27 FIELD APPROVAL OF THE WELDING CONTRACTOR.......................................................................... 38 REQUIREMENTS FOR THE WELDING PROCESS ................................................................................ 39 PROFILE FINISHING OF THE RAIL HEAD ............................................................................................ 310 ADDITIONAL REQUIREMENTS .......................................................................................................... 411 QUALITY OF THE WELDS AND WELD INSPECTION ACCEPTANCE REQUIREMENTS .......................... 512 REJECTION OF WELDS ...................................................................................................................... 613 TIME FOR CARRING OUT REPAIR WELDS ......................................................................................... 614 CONTRACTOR QUALITY ASSURANCE ............................................................................................... 615 CONTRACTOR’S WARRANTY ............................................................................................................ 616 SAFETY PRECAUTIONS ...................................................................................................................... 717 TECHNICAL DOCUMENTS TO SUBMIT TOGETHER WITH PROPOSAL ............................................... 7Document No.3. Technical Specifications – Appendix 2

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL1 SCOPE1.1. In according to this <strong>technical</strong> <strong>specification</strong> <strong>welding</strong> <strong>of</strong> the rails should be carried out by the ElectricFlash Butt Welding Method, by means <strong>of</strong> mobile, self‐propelled, equipment having the capability tomove on track with standard gauge (1435 mm) as well as on roads and for that purpose, the <strong>welding</strong>equipment should be mounted on a vehicle having a chassis with two separate sets <strong>of</strong> axles, one setwith railway track wheels and the other with pneumatic wheels.1.2. Unless specify otherwise weld production, approval procedure for mobile flash butt <strong>welding</strong> (MFBW)machine, approval <strong>of</strong> the <strong>welding</strong> contractor should be in full conformity with latest edition <strong>of</strong> EN14587‐2 Railway applications ‐ Track ‐ Flash butt <strong>welding</strong> <strong>of</strong> rails Part 2: New R220, R260, R260Mn andR350HT grade rails by mobile <strong>welding</strong> machines at sites other than a fixed plant.1.3. The entire <strong>welding</strong> process should be automatic, computercontrolled and with graphic recording <strong>of</strong>the <strong>welding</strong> parameters during the <strong>welding</strong> process. Computer outputs <strong>of</strong> these graphs should besubmitted to the Israel Project Manager (IPM) for each and every weld after the weld is completed.1.4. The welds should be carried out by the contractor as ordered by Israel Railways Ltd. from time totime, in writing on the new and existing lines.2 GENERAL WORKING CONDITION2.1. The contractor should weld the rails into track units <strong>of</strong>approximately up to 900 m length each. Theseunits shouldbe welded to one another only after track distressing. Atcurves and/or special locations,track units <strong>of</strong> different length may be prescribed by the IPM, but this will not entitle the Contractor toany claim on such behalf.2.2. It should be the contractor's responsibility to make sure before performing any weld, that the railends are straight and free from deformations, distortions and defects. Welds performed by thecontractor on defective rails and/or on rails with deformed or distorted ends will not be paid for andthe contractor should cut away such welds, at his own expense. Should the contractor reveal railswith defects as aforementioned, he should inform the IPM and should act in accordance with hisinstructions.2.3. Rail cutting should be carried out only by means <strong>of</strong> mechanical or disc saws <strong>of</strong> type and model subjectto the IPM's prior approval.2.4. Rails with torch cut edges should be cut again by the contractor, using a saw or disc. The new cutshould be carried out at a distance <strong>of</strong> 50 cm from the torch cut edge or even greater distance as maybe directed by the IPM.2.5. In order to bring each pair <strong>of</strong> adjacent rails into proper alignment and position as required for<strong>welding</strong>, it will be necessary for the contractor to release rails from their fastenings, to displace ballastand sleepers and to cut rails. Displaced ballast and sleepers should be put back by the contractor intheir respective initial positions and the contractor should make sure that the regular axial distancebetween adjacent sleepers remains unchanged.2.6. The contractor's attention should be drawn to the fact that various signaling devices are installedalong the track and may interfere with the contractor's work. However the contractor should notdismantle, remove or relocate any <strong>of</strong> the said devices and he should report to the IPM and act inaccordance with his instructions.2.7. Following the <strong>welding</strong> operation, the contractor should fasten back the rails to the sleepers. For thispurpose, only the use <strong>of</strong> power screwing machines equipped with torquemeters will be permitted andthe measured tightening torque should not exceed the range <strong>of</strong> 230‐250 Newton meter. Thecontractor should not remove fastening screws from their dowels, in order to prevent penetration <strong>of</strong>ballast particles or other foreign material into the dowel, a fact which may cause the sleeper to breakwhen the screw is fastened again. Sleepers which will be damaged as a result <strong>of</strong> the contractor'sneglect to comply with this requirement, should be replaced by the contractor, at his own expense.2.8. At the end <strong>of</strong> each working day the contractor should collect all the fishplates and their bolts, springwasher and nuts. Each pair <strong>of</strong> fishplates should be connected into one unit, with the correspondingbolts, spring washers and nuts. All fishplate units should be delivered by the contractor at a locationas determined by the Israel Railways Section Supervisor. Cost <strong>of</strong> these works enters into cost <strong>of</strong><strong>welding</strong>.2.9. The contractor should clean up the area between the sleepers on both sides <strong>of</strong> each weld from anydirt and deleterious material and he should put back in place any displaced ballast. The contractorshould not dump any waste material within the railway's right <strong>of</strong> way and/or its vicinity and/ordrainage channels along the track.2.10. The contractor should fill missing rails during <strong>welding</strong> process every 400‐600 meter (according to theIPM instruction) by rails segments <strong>of</strong> length 6‐9 meter.2.11. If the contractor works on the existing line, at the end <strong>of</strong> each working day the contractor must leavethe track in a clean and orderly state, fit for the safe traffic <strong>of</strong> rolling stock and passage <strong>of</strong> work trainsand mechanical track equipment. Leaving the track in the state as aforementioned should include thecompletion <strong>of</strong> the final grinding <strong>of</strong> all welds carried out to the tolerances as hereafter mentioned.2.12. The contractor should provide all equipment and materials for performance the works, including theequipment for transportation <strong>of</strong> the rails segments. The equipment should be subject to the IPMapproval, in respect <strong>of</strong> quality. Any equipment approved by the IPM, brought to the site and founddefective, whether before being used or in the course <strong>of</strong> the works, should be removed from the siteby the contractor, at his own expense, and the contractor should provide adequate, approvedequipment instead <strong>of</strong> the removed one. Should such action be found necessary, it should not relievethe contractor from his obligations to complete the works in compliance with contract documents.Document No.3. Technical Specifications – Appendix 2 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2.13. Transportation <strong>of</strong> all equipment, materials, workmen, etc., in connection with the contractor's workunder this contract, as well as storage, watching, etc., should be carried out by the contractor, at hisown expense and responsibility. All taxes, fees, wharfage fees (“D’mai Ratzif”), Insurance, duties,custom duties, licenses cost or other payments that are to be paid in connection with the <strong>welding</strong>works, including but not limited to transportation costs should be considered as part <strong>of</strong> the weld priceand should be borne solely by contractor. At work in the tunnels contractor should supply necessaryequipment for ventilation on a workplace.3 TRACK CONDITION3.1. The track should be consisted <strong>of</strong> UIC‐54, UIC‐60 rails connected by means <strong>of</strong> Vossloh W14 orequivalents fastenings to monoblock sleepers or by means <strong>of</strong> Vossloh system 300 or equivalentsfastenings to slab track.3.2. Generally, the rails are 18 meter in length, but the IR reserves the right to use rails <strong>of</strong> different lengthand the contractor should not be entitled to any claim on such behalf.5 PROCEDURE APPROVAL OF A MFBW MACHINE5.1. Procedure approval should be carried out for each individual machine (no type approval) by <strong>testing</strong>weld samples produced in accordance with EN 14587‐2. Approval test include visual inspection, stepacross the weld measuring, magnetic particle or dye penetrate examination, bend <strong>testing</strong>, macroexamination, micro examination, hardness <strong>testing</strong>, fatigue <strong>testing</strong>.5.2. The fatigue test should be either a staircase test or past the post test.5.3. Procedure approval <strong>testing</strong> should be carried out on the rail pr<strong>of</strong>ile 60‐E1 grade R260.5.4. In additionally, bend test for UIC 54E1, rails R260 should be preformed. The test result should bereported according to section 5.4 <strong>of</strong> EN 14587‐2.5.5. Minimum bend test requirements for MFBW machine approval must be:For UIC 60E1 R260 rails:Minimum bend test deflection ‐ 20mm,3.3. Maximum track gradient is 3 %.Minimum bend test force ‐ 1600 kN.3.4. Minimum curve radius is 250 meter.3.5. Maximum length <strong>of</strong> free rail <strong>welding</strong> capability should be 900 meter.3.6. The rails to by welded will by already in place before the contractor are given position <strong>of</strong> the site <strong>of</strong>works. The rails will be connected by means <strong>of</strong> fishplates, one pair per rail. Each pair <strong>of</strong> fishplates willbe fastened by two bolts with spring, washers and nuts or with clammers. The track to be welded willalready have been tamped, the ballast has been spread and sleepers will be covered, entirely orpartly, with ballast material.3.7. IR reserves the right to use contractors <strong>welding</strong> machine for ballastless track.For UIC 54E1 R260 rails:Minimum bend test deflection ‐ 25 mm,Minimum bend test force ‐ 1330 kN.5.6. The Approval test results must be given by the contractor to IR before the beginning <strong>of</strong> the <strong>welding</strong>works.5.7. In event <strong>of</strong> reduce in the <strong>welding</strong> quality the IR should have the rights to request for additionalapproval test.4 WELDING RAILS PROPERTIES4.1. The new rails are with pr<strong>of</strong>ile UIC‐54, UIC‐60 according to EN 13674‐1.4.2. The rail grade: R260 (900A).4.3. Welding should be performed on rails with and without drilled bolt holes. For rails with bolt holes, thecenters <strong>of</strong> the holes should not be closer than 150 mm from the rail ends. The contractor should notweld rails having holes which located closer than 150 mm from the rail ends. Such rails should beencountered on‐track. The contractor should immediately Inform it to the IPM.6 INITIAL APPROVAL OF THE WELDING CONTRACTOR6.1. Initial approval <strong>of</strong> the <strong>welding</strong> contractor should be provided according to section 7.2 in EN14587‐2.6.2. The <strong>welding</strong> contractor should be use <strong>welding</strong> procedures and MFWB that are approved inaccordance with the requirements according to section 5 in EN 14587‐2.6.3. The contractor should operate an independently approved and audited quality management system.6.4. The <strong>welding</strong> contractor should maintain a system that ensures the competence <strong>of</strong> their <strong>welding</strong>operators by appropriate training and assessment. Rail <strong>welding</strong> should be carried out by experiencewelders certified for this purpose by any <strong>of</strong>ficial railways authority or manufacturer <strong>of</strong> the <strong>welding</strong>Document No.3. Technical Specifications – Appendix 2 ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELmachines. The contractor should not be permitted to employ welders with an experience <strong>of</strong> less 500flash butt welds. Furthermore the employment <strong>of</strong> every welder should be subject to approval by theIPM. The IPM will be entitled to disqualify any welder whose performance in unsatisfactory or todemand that such welder passes additional qualification tests which should be determined by theIPM.6.5. The <strong>welding</strong> contractor should maintain a management and supervision system <strong>of</strong> flash butt <strong>welding</strong>that complies with the requirements <strong>of</strong> this Technical Specification.7 FIELD APPROVAL OF THE WELDING CONTRACTORThe approval should be granted after execution <strong>of</strong> 30 welds on track (carried out in 2 shifts) if they satisfiedthe weld acceptance criteria in this Technical Specification.8 REQUIREMENTS FOR THE WELDING PROCESS8.1. All <strong>welding</strong> should be carried out on a mobile flash butt <strong>welding</strong> machine using an automatic,programmed <strong>welding</strong> sequence or sequences in according to last edition <strong>of</strong> EN 14587‐2. The <strong>welding</strong>program (setting) should be determined during procedural trials and once approval has been granted,should not be changed.8.2. Areas <strong>of</strong> electrical contact on the rails and the machine should be cleaned to bright metal to give aconsistent and good electrical contact at the interface. The rail brand markings should be removed asnecessary from any electrical contact area.8.3. Rails <strong>of</strong> the same pr<strong>of</strong>ile should be positioned in the <strong>welding</strong> machine such that the <strong>welding</strong> interfaceis central to the contact electrodes.8.4. Rails should be secured in the <strong>welding</strong> machine by clamps <strong>of</strong> such a surface shape or contour, thatwhen a clamping force is exerted on the rails, there should not be any deleterious marking <strong>of</strong> the rails.8.5. Horizontal and vertical alignment must be done completely automatically.8.6. Any step between the rails across the weld in the welded condition (after trimming only) shall notexceed those dimensions:Checking should be made using the gauge according to section 4.9 in EN 14587‐2. A weld with a stepexceeding the maximum dimension as specified in that section should be removed from welded string. Theweld should be removed by cutting at a minimum distance <strong>of</strong> 100 mm on each side weld.8.7 The rail should not be damaged either thermally or mechanically by the cleaning operation, the removal<strong>of</strong> brand markings or through poor electrical contact. Rails <strong>of</strong> the same pr<strong>of</strong>ile should be positioned in the<strong>welding</strong> should immediately follow progressive flashing. Sufficient forging pressure should be applied toensure that voids are closed and oxides are expelled such that they are kept to a minimum at weld interface.The weld interface should extend into the upset.8.8 Excess upset should be automatically trimmed. Weld trimming should conform to requirements <strong>of</strong> section4.10 in EN 14587‐2. Removal <strong>of</strong> the excess upset should not cause any mechanical or thermal damage to therails. The surface <strong>of</strong> the trimmed area should be free from cracking. Attention should be given to any smallcracks at the edge <strong>of</strong> the trimmed upset occasioned by the exit <strong>of</strong> the shear blades, that it should beconfirmed they are contained within the upset. Any dressing <strong>of</strong> the weld following the removal <strong>of</strong> upsetshould not cause damage to the rail or weld nor reduce either to a dimension below the original rail pr<strong>of</strong>ile.9 PROFILE FINISHING OF THE RAIL HEAD9.1. Initial grinding Initial grinding must be produce according to section 8.8.1 in EN 14587‐2.9.2. Final grinding Pr<strong>of</strong>ile finishing grinding <strong>of</strong> the rail head should be carried out and contained in theshortest possible length but should not exceed 250mm for each side <strong>of</strong> the weld.9.3. Geometrical acceptance criteria The straightness <strong>of</strong> the welded joint after pr<strong>of</strong>ile finishing should bemeasured vertically and horizontally within a 1 m span. The horizontal straightness <strong>of</strong> the rail headshould apply to running edges only. Field side <strong>of</strong> the rail head should be ground to pr<strong>of</strong>ile forultrasonic <strong>testing</strong>.−−−−Vertically weld alignment on the running surface should be from +0.1mm up to +0.3mm.Horizontally weld alignment on the rail head should be from 0mm up to +0.3 mm.Running surface flatness, measured over the length <strong>of</strong> the ground area must be not more0.15 mm.Straightness and flatness across the weld should be measured according to EN 14587‐2 asfollows:−−Vertically on the longitudinal centerline <strong>of</strong> the running surface ‐ 0.5mm,Horizontally on the aligned face or edge 14 mm below the running surface ‐ 0.5mm,The vertical straightness across the running surface should be measured along longitudinalcentre line <strong>of</strong> the rail with the weld centrally between and referenced to datum points <strong>of</strong>the rail 500 mm either side <strong>of</strong> the weld.−Horizontally on both edges <strong>of</strong> the rail foot ‐2.0 mm.The horizontal straightness <strong>of</strong> the weld across the rail head should be measured on thegauge face at a point approx. 14 mm below the raining surface and referenced to datumpoints on the rail 500 mm either side <strong>of</strong> the weld centerline.Document No.3. Technical Specifications – Appendix 2 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELa) The running surface flatness at the level <strong>of</strong> weld should be measured by means <strong>of</strong> 1 m straight edgepositioned over the ground area. The maximum gap between the straight edge and the groundrunning table <strong>of</strong> the rails should be not more 0.15 mm.9.4. The <strong>welding</strong> machine and/or management system equipment should be capable <strong>of</strong> displaying thefollowing parameters:−−−−Welding current;Upset force or pressure;Displacement;Welding time;10.3. Each and every weld should be marked and numbered according to a special code as shown hereafterwhich will enable to trace the date <strong>of</strong> <strong>welding</strong>, the welder's identity, etc. The weld should be markedby such a means that it can be identified in situ for a minimum <strong>of</strong> 10 years.Marking should be done on a clean surface on the internal area <strong>of</strong> the rail stem (the area facing the other railin the track), at 500 mm distance from the weld, by means <strong>of</strong> approved paint. The paint should be resistantagainst water, abrasion and scratches.The marking code should be in accordance with the following example:XY.c.05.123.45Where:−Welding program identification and setting details.XY ‐ Code <strong>of</strong> the railway line;Welding parameters should be monitored and recorded. These records should be referenced to theappropriate welds. Contractor should send to IPM files with these records. Contractor should provide IRlicensed copy <strong>of</strong> the s<strong>of</strong>tware for reading these files for use during action <strong>of</strong> the contract.c ‐ Welder's identification code;05 ‐ Year;123 ‐ Km mark;10 ADDITIONAL REQUIREMENTS10.1. Grinding and final grinding should be carried out along the entire circumference <strong>of</strong> the weld, includingthe bottom <strong>of</strong> the rail, to the IPM's satisfaction. Final grinding should not be carried out beyond adistance <strong>of</strong> 250 mm from each side <strong>of</strong> the weld.10.2. After the weld is completed and its surrounding area is cleaned as specified above, the contractorshould clean the area <strong>of</strong> the rail as follows (all numbers <strong>of</strong> areas hereafter refer to the illustratenumbers in Appendix A <strong>of</strong> these Specifications):a) Areas 1, 2, 5, 6 and 7: A strip <strong>of</strong> at least 500 mm from each side <strong>of</strong> the weld should be cleansed. Allmaterial residues which may have formed as a result <strong>of</strong> grinding <strong>of</strong> the rail head should be removed.b) Areas 3 and 4: All material residues should be removed and a strip <strong>of</strong> at least 100 mm from each side<strong>of</strong> the weld should be metal‐brushed until a clean surface, free from any rust and foreign bodies, isobtained.c) Bottom <strong>of</strong> Rail: This area should be treated as specified for areas 3 and 4. After cleaning, the area willchecked by means <strong>of</strong> a mirror in the IPM's presence and to his satisfaction. The contractor should beresponsible for keeping the welds clean until all tests, as specified in Paragraph 10.3 hereafter aresuccessfully completed, regardless <strong>of</strong> any delay which may occur between <strong>welding</strong> and <strong>testing</strong>. Ifnecessary, the contractor should carry out any additional cleaning as may be required for the properperformance <strong>of</strong> <strong>testing</strong>, at no extra cost.45 ‐ Weld number in Km.Cost <strong>of</strong> these works enters into cost <strong>of</strong> <strong>welding</strong>.10.4. The defective weld should be removed by mechanical means, by cutting completely through the railsat positions 100 mm minimum on each side <strong>of</strong> the weld, which will ensure the removal <strong>of</strong> the weldand damaged rail. Replacement welds (welds to be carried out instead <strong>of</strong> rejected ones) should bemarked as specified in Paragraph 10.6 hereafter.10.5. The Contractor should keep a log book, in which all welds and tests should be recorded. Columns Nos.0‐5 should be filled by the Contractor and Columns Nos. 6‐18 should be filled by the representative <strong>of</strong>the <strong>testing</strong> firm. A sample page <strong>of</strong> the log book is shown in Appendix C hereafter. The pages <strong>of</strong> the logbook should be filled by whole kilometer (km xx.000 km xx.999). Data pertaining to more than one kmshould not be entered in the same page, however one particular kilometer may (and generally will) beincluded in several pages. No payment should be made for welds unless and until they are properlyrecorded in the log book.10.6. Should any weld be rejected by the IPM, the contractor should act as follows: the rail on each side <strong>of</strong>the weld side should be cut by means <strong>of</strong> an approved mechanical saw and should be removed fromthe site. Each cut should be made in the middle <strong>of</strong> the gap between two adjacent sleepers. Thecontractor should insert, instead <strong>of</strong> the removed segment rail, new rail segment (which will beprovided by the IR at its warehouses).The new segment should be cut by the contractor to the length necessary for its proper insertion and <strong>welding</strong>.The ends <strong>of</strong> the new segment should be welded by the contractor to the existing rails, in accordance with theDocument No.3. Technical Specifications – Appendix 2 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELrelevant requirements <strong>of</strong> this <strong>technical</strong> <strong>specification</strong>. Minimum lengths <strong>of</strong> the segment should be 6m.According to IPM requirements <strong>welding</strong> can be made by Electro ‐Thermit method on Contractor cost. Shouldany <strong>of</strong> the two repair welds, as described above, be found defective and rejected by the IPM, the contractorshould perform repeated repair welds.The cu‐away segment (6m in length minimum) should be removed and a new segment should be inserted inits place and welded to the existing rails, all as specified above for the first repair. Notwithstanding what saidabove in this Paragraph, if any defective weld (not including repair welds) is rejected on the spot, before thenext weld is commenced, the repair weld may be carried out by cutting away the defective weld (at least100 mm from each side <strong>of</strong> the weld), bringing the two new rail ends together and performing one single weld.The use <strong>of</strong> this method should be subjected to the IPM approval and such approval should be granted onlyafter the contractor will have proven, to the IPM's entire satisfaction that this method is not harmful to thetrack and will not adversely affect the progress <strong>of</strong> the works. Repair welds should be marked as specified inParagraph 10.3. above, subject to the following alterations:a) The letters "A" and "B" should be added respectively, to the markings <strong>of</strong> the two repair welds. Forexample, the two welds to be performed instead <strong>of</strong> weld No. XY.c.05.123.45 should be markedXY.c.05.123.45A and XY.c.05.123.45B respectively.b) Should repair welds be rejected, the repeated repair welds should be marked using the next letters (c,d, e, etc., in alphabetical order). All repair welds should be fully tested and should be recorded in thelog book as specified in Paragraph 10.5. above.10.7. The contractor's measuring and recording equipment should be calibrated at all times during theperiod <strong>of</strong> works. Prior to the commencement <strong>of</strong> works, the contractor should perform all necessarycalibrations as aforesaid and should have them checked by an independent laboratory subject to theIPM's approval. The contractor should obtain from the laboratory all necessary certificates and handthem over to the IPM. The use <strong>of</strong> measuring and recording equipment without approved certificates<strong>of</strong> calibration will not be permitted.11 QUALITY OF THE WELDS AND WELD INSPECTION ACCEPTANCE REQUIREMENTS11.1. All <strong>of</strong> the welds and rails areas should be inspected by contractor using:− Checking step across the weld according paragraph 8.6.−Visual <strong>testing</strong> for <strong>welding</strong> trimming, clamping or pr<strong>of</strong>ile finishing imperfections, such as tears,cavities, cracks, geometrical <strong>non</strong>‐conformities damage and thermal damage in particular in theelectrode contact areas.− Geometrical <strong>testing</strong> according geometrical <strong>testing</strong> criteria paragraph 9.3.11.2. Welds should undergo visual, geometric and ultrasonic inspection as specified hereafter, by aqualified <strong>testing</strong> company appointed by the IR. Furthermore, the IR reserves the right to suspendworks <strong>of</strong> the contractor and to perform additional tests, as specified hereafter, if the quality <strong>of</strong><strong>welding</strong>, in his opinion, is unsatisfactory.Testing as aforementioned should be carried out at the IR's expense. However, the cost <strong>of</strong> repeated<strong>testing</strong> due to the failure <strong>of</strong> welds to comply with the requirements <strong>of</strong> the <strong>specification</strong>s should beborne by the contractor. Weld might be inspected by magnetic particle inspection according to IPMinstructions.11.3. Visual inspection test All <strong>of</strong> the welds should be inspected visually for <strong>welding</strong>, trimming, pressing,clamping or pr<strong>of</strong>ile finishing defects. The inspection should include the contact positions <strong>of</strong> theelectrodes on the rails. The defects specified in Table 1 should not be permitted.WELDINGTRIMMINGTable 1PRESSING ORCLAMPINGPROFILEFINISHINGELECTRODE CONTACTPOSITION10.8. At the end <strong>of</strong> each working day, the contractor should submit to the IPM (by hand, by facsimile or byE‐mail) the relevant pages <strong>of</strong> the log book, duly filled with the data pertaining to the same day. At end<strong>of</strong> each month the contractor should submit to the IPM these results in Excel format.Tears Cavities Excessive heating Lack <strong>of</strong>bond Oxidation CracksUndercuttingNotchesDamageDamageSlippingMarkingLack <strong>of</strong> pr<strong>of</strong>ileOverheatingDamageBurns Damage11.4. Geometrical Testing All <strong>of</strong> the welds should be subject to Geometrical Testing. This test should beperformed by means <strong>of</strong> a 1.0 m long steel straightedge and a feeler gauge or, alternatively, by means<strong>of</strong> specialized electronic equipment.Running surface flatness – 0.2mm over a length <strong>of</strong> 500 mm. The tolerances <strong>of</strong> the vertical andhorizontal alignment should be according paragraph 9.3 and as shown in Appendix B hereafter.Document No.3. Technical Specifications – Appendix 2 ‐5‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe vertical alignment <strong>of</strong> the running surface should be measured along the longitudinal center line <strong>of</strong>the rail with the weld centrally between and referenced to datum points on the rail 500 mm eitherside <strong>of</strong> the weld.The horizontal alignment <strong>of</strong> the head should be measured on the inside face <strong>of</strong> the rail head at a point14 mm below the running surface and referenced to datum points on the rail 500 mm either side <strong>of</strong>the weld. Surface flatness at the weld should be measured using a 1 m straight edge positionedcentrally about the weld.11.5. Magnetic particle inspection In accordance with EN 1290. The pr<strong>of</strong>ile finished area around <strong>of</strong> theelectrode contacts should be checked. The inspected area should be free <strong>of</strong> cracks. If any defects arerevealed the <strong>welding</strong> process should be deemed unsuitable.11.6. Ultrasonic inspection According to the instructions <strong>of</strong> IR the welds should be examined on theultrasonic <strong>testing</strong>. Welds with the following defects would not be acceptable: cracks, lack <strong>of</strong> fusion,cold shuts, hot tears slag, isolated pores, general porosity, inclusions. The basis <strong>of</strong> <strong>welding</strong> treatmentis a defect with size <strong>of</strong> 2 mm² which is equal to 0 dB. The following parameters should be consideredin weld quality control:a) Every weld with defect <strong>of</strong> 16 dB or greater should be disqualified.13 TIME FOR CARRING OUT REPAIR WELDS13.1. After the <strong>welding</strong> <strong>of</strong> track sections is completed, further works will be carried out on these sections bythe IR or its contractors. These further works will include track distressing, which can be carried outonly after all welds along the track units are properly complete, including repair welds wherenecessary, and after all welds have successfully passed the specified tests.13.2. In the light <strong>of</strong> the above‐mentioned limitation, the Contractor should make sure that all necessaryrepair welds are carried out by him immediately after being notified to do so by the IPM and under nocircumstances after more than 72 hours after receiving such notice. Should the contractor fail tocomply with the requirement <strong>of</strong> this paragraph, he should compensate IR. As specify in Paragraph13.3 hereafter.13.3. Liquidated damages:a) Contractor should compensate IR for each rejected weld detected during the warranty period, by thesum <strong>of</strong> 600 N.I.S. as liquidated damages.b) Repaired welds are necessary; the Contractor should perform the repair welds at its own cost andshould be entitled to payment for only one weld.b) Weld with 3 defects should be disqualified (no consider the defects size).c) Weld with defect size (amplitude) 9‐15 dB defect length <strong>of</strong> 30 mm or greater should be disqualified.Defect length (_X) should be measured from both sides by amplitude reducing <strong>of</strong> 6 dB.d) Weld with defect size 9‐15 dB defect length <strong>of</strong> 25‐29 mm emergency fish plates should be installed,and after a year re‐check should be made, if the defect grows the weld should be disqualified.e) Weld with defect size 9‐15 dB defect length up to 25 mm. after a year re‐check should be made, if thedefect grows the weld should be disqualified.12 REJECTION OF WELDSAny weld which will not comply with the requirements <strong>of</strong> Paragraphs 9.3, 11.3, 11.4, 11.5, 11.6 above shouldbe rejected. Furthermore, any weld in which there will be found, upon visual inspection, signs <strong>of</strong> "burning",cracks, geometric irregularities (bulges and pits) in the welded surface as compared to the original railsurfaces, should be rejected on behalf <strong>of</strong> the visual inspection only.Furthermore, should the computer output <strong>of</strong> the recorded parameters (electric current, upset force andplaten travel distance) show that the weld to which the output refers, was performed beyond the tolerancesspecified by the contractor, such weld should be rejected. Rejected welds should be cut away by thecontractor at his own expense, and should not be paid for by the IR Ltd.14 CONTRACTOR QUALITY ASSURANCE14.1. The contractor should operate an independently approved and audited quality management system.Additionally a product quality plan should be validated by the purchaser. The quality system shouldcontain a system <strong>of</strong> traceability for all welds produced. A quality management system conforming toEN ISO 9001:2002 or equivalent will be deemed to satisfy the requirements.14.2. The Contractor should establish his own quality assurance system on site, in order to minimizenegative test results. The said quality assurance system should include (but should not be limited to)control <strong>of</strong> the <strong>welding</strong> process visual inspection and geometric <strong>testing</strong>. All side flash butt <strong>welding</strong>should be produced under a comprehensive system <strong>of</strong> factory production control which ensuresconfidence in the conformity <strong>of</strong> the finished product. Manufacturers having a factory productioncontrol system which complies with EN ISO 9001:2002 or equivalent should be recognized assatisfying the minimum requirements specified by this clause.15 CONTRACTOR’S WARRANTYThe Contractor should be fully responsible for the quality and performance <strong>of</strong> the welds for the period <strong>of</strong> oneyear after the completion and acceptance <strong>of</strong> the works under this contract.Document No.3. Technical Specifications – Appendix 2 ‐6‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL16 SAFETY PRECAUTIONSThe contractor should act in accordance with the "Safety Appendix” attached to the contract.17 TECHNICAL DOCUMENTS TO SUBMIT TOGETHER WITH PROPOSALThe Contractor shall submit, together with his proposal the following information:17.1. Name and details <strong>of</strong> the Manufacturer <strong>of</strong> the <strong>welding</strong> equipment; name and details <strong>of</strong> the specificmodel which the Contractor intends to use in the performance <strong>of</strong> the Works.17.2. Maximum track gradient capacity.17.3. Maximum length <strong>of</strong> free rail <strong>welding</strong> capacity which shall include support on or by frictionless rollersor similar, to enable free longitudinal or lateral movement.17.4. A sample output <strong>of</strong> the diagrams as required above (current, upset force and platen travel distance).17.5. Pro<strong>of</strong> that the particular model which the Contractor proposes to use in the works under this Contractis suitable for the <strong>welding</strong> <strong>of</strong> UIC‐60 and UIC‐54 rails.17.6. Full <strong>specification</strong>s <strong>of</strong> the proposed <strong>welding</strong> equipment, including drawings, photographs and sketches.17.7. Specifications <strong>of</strong> the proposed grinding and polishing equipment (including grinding stones), togetherwith drawings, photographs and sketches.17.8. A statement <strong>of</strong> the tolerances <strong>of</strong> the recorded parameters (current, upset force and platen travel)beyond which the weld shall be considered defective and shall be cut away. Following which theContractor shall perform a new weld.17.9. The method <strong>of</strong> work proposed by the Contractor, including a full description <strong>of</strong> the sequence <strong>of</strong>operations, number <strong>of</strong> workmen and their functions, etc.Document No.3. Technical Specifications – Appendix 2 ‐7‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications – Appendix 2 ‐8‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications – Appendix 2 ‐9‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 3. TECHNICAL SPECIFICATION NON‐DESTRUCTIVE TESTING OF WELDINGON RAILS OF TYPES UIC 54, U50, AND UIC 60Document No.3. Technical Specifications – Appendix 3

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELISRAEL RAILWAYSTECHNICAL SPECIFICATIONFORNON-DESTRUCTIVE TESTING OF WELDINGINFRASTRUCTURES OPERATING AND MAINTENANCE DIVISIONINFRASTRUCTURES MAINTENANCE EPARTMENTGENERAL:ON RAILS OF TYPES UIC-54, U50, AND UIC 60This document describes the manner <strong>of</strong> carrying out <strong>non</strong>‐<strong>destructive</strong> tests on welds on rails <strong>of</strong> types UIC‐54,UIC‐60, and U‐50, using electrothermal and flash methods.The <strong>specification</strong> refers to the following areas:TECHNICAL SPECIFICATIONNON‐DESTRUCTIVE TESTING OF WELDING ON RAILS OF TYPES UIC54, U50, AND UIC 60a) General obligations <strong>of</strong> the person carrying out the testsb) Test equipmentc) Test procedures and permitted deviations.d) Recording and reporting.e) Payment for <strong>testing</strong>.DEFINITIONSFor the purposes <strong>of</strong> this <strong>specification</strong>, the following terms shall have the meanings given:E ‐ 07 ‐ 001a) "The tester": the body contracted by Israel Railways to carry out tests according to this <strong>specification</strong>b) The railway: Israel Railwaysc) The inspector: an individual appointed from time to time by the railway, to give instructions to thetester and to coordinate and supervise his activity.TYPES OF TEST2006In the course <strong>of</strong> his work in the framework <strong>of</strong> this contract, the tester will carry out the following tests:a) A geometric test <strong>of</strong> the weld, including visual tests.b) An ultrasound test <strong>of</strong> the weld.GENERAL OBLIGATIONSThe tester must have experience <strong>of</strong> similar <strong>non</strong>‐<strong>destructive</strong> <strong>testing</strong>.Document No.3. Technical Specifications – Appendix 3 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe tester will carry out the tests by means <strong>of</strong> a group <strong>of</strong> workers, headed by a worker qualified as "A workerin <strong>non</strong>‐<strong>destructive</strong> <strong>testing</strong>, A.S.N.T. Grade III" and/or "ISRACERT" ("Qualification and Licensing <strong>of</strong> PersonsInvolved in Non‐<strong>destructive</strong> Testing"). The other workers in the group will be qualified as "Workers in <strong>non</strong><strong>destructive</strong><strong>testing</strong>, Grade II" as above, and will be qualified by the electrothermal (German) company to carryout visual and geometric <strong>testing</strong> as detailed below.On submitting his bid, the tester will provide the railway with a list <strong>of</strong> the workers he intends to employ in thework which is the subject <strong>of</strong> this contract, with copies <strong>of</strong> the qualification documents <strong>of</strong> the said workers.The tester must be fully acquainted with all the details <strong>of</strong> Israel Railways' <strong>technical</strong> <strong>specification</strong> forelectrothermal <strong>welding</strong> <strong>of</strong> rails, and with the flash <strong>welding</strong> method.TEST EQUIPMENTFor geometric <strong>testing</strong> <strong>of</strong> <strong>welding</strong>, the tester will have at his disposal:a) A steel straight‐edge ruler 1.00 m long, <strong>of</strong> cross‐section 40 x 10 mm, without scale markings, but witha mark at one‐half its length, dividing it into two equal parts.b) A system for measuring thickness, for measuring deviations, as specified below in the description <strong>of</strong>geometric measurement.For ultrasonic <strong>testing</strong> <strong>of</strong> <strong>welding</strong>, the tester will have at his disposal:a) An ultrasonic <strong>testing</strong> instrument, using a returned echo measurement system, in the frequency range2 to 4 Megaherz, equipped with a sound monitor and a light monitor. The instrument will be capable<strong>of</strong> fixing the position <strong>of</strong> flaws in a weld, using a coordinate system. The instrument will be suitable formeasuring <strong>welding</strong> <strong>of</strong> rails in a temperature range between 5º and 60º Celsius. The instrument willalso meet the following additional requirements:−Gain (fine): in steps <strong>of</strong> 2 dB; tolerance < 0.1 dB.− Pulse shift: 0‐250 MM steel, temperature drift < 1% per 10ºC−Horizontal deviation: <strong>non</strong>‐linearity < 1% <strong>of</strong> test range:− temperature drift < 2% per 10ºC−Vertical deviation; <strong>non</strong>‐linearity: < 1dB gain difference:− temperature drift < 0.5 dB per 10ºCThe sensitivity <strong>of</strong> the instrument shall be such, that a sensor <strong>of</strong> 45º will be capable <strong>of</strong> detecting a fault <strong>of</strong> areaequivalent to 2 mm² in a sample <strong>of</strong> steel <strong>of</strong> cross‐section 160 mm high, when the between signal amplitudeand noise amplitude is at least 6 decibels.There is no objection to the tester carrying out his work by means <strong>of</strong> several test teams, each equipped withits own ultrasonic test instrument. In this case, all the instruments must be <strong>of</strong> the same type and the samemodel.b) A computerized system capable <strong>of</strong> producing the following output:−−A diagram <strong>of</strong> signal amplitude against location <strong>of</strong> the height <strong>of</strong> the flaw in the rail (in mm).A list <strong>of</strong> data, including the test parameters (date, time, location <strong>of</strong> the weld in the track, name <strong>of</strong>person <strong>testing</strong>, characteristics <strong>of</strong> the instrumentation, sensitivity, frequency, type <strong>of</strong> sensor, etc.),and the numerical result obtained during <strong>testing</strong>.c) Sensors <strong>of</strong> two types:− 45º, with a permitted deviation <strong>of</strong> ± 2º−−−70º with a permitted deviation <strong>of</strong> ± 3º (some <strong>of</strong> the sensors will be <strong>of</strong> a width not exceeding12 mm).The nominal frequencies <strong>of</strong> the sensors will be:2 megahertz, with a permitted deviation <strong>of</strong> ± 0.1 megahertz, or2.25 megahertz, with a permitted deviation <strong>of</strong> ± 0.1 megahertz.d) For every instrument, a calibration block <strong>of</strong> the INTERNATIONAL INSTITUTE OF WELDING AND DGS,and diagrams for both Echo and Tandem tests.e) A magnetic thermometer for measuring the temperature <strong>of</strong> the rail.f) Special contact liquid for ultrasonic <strong>testing</strong>, such as:−−ULTRASONIC COUPLING AGENT ZG 5 KRAUTKRAMER, or equivalent, approved by the inspector.The liquid will be <strong>of</strong> high viscosity, <strong>non</strong>‐slip on vertical surfaces, miscible with water, removablewith water, alcohol, or acetone, free <strong>of</strong> sulfur, halogens, or other inorganic additives. The liquidwill be produced by a manufacturer capable <strong>of</strong> providing satisfactory <strong>technical</strong> details concerningit.The ultrasonic equipment described above will be capable <strong>of</strong> detecting the following types <strong>of</strong> flaws, whichcould lead to horizontal and vertical cracks in the rail (nos. 411, 412, 421, and 422 respectively, according tothe UIC catalog <strong>of</strong> flaws):a) Cracksb) Lack <strong>of</strong> fusionc) Cold shutsd) "HOT TEARS" slage) Isolated pores.f) General porosityDocument No.3. Technical Specifications – Appendix 3 ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELg) Inclusions.In all cases, the equipment will require approval <strong>of</strong> the inspector. The tester will not use equipment which hasnot been approved, and will replace such equipment with other, approved equipment.VISUAL AND GEOMETRIC TEST PROCEDUREVisual <strong>testing</strong> will be used to locate the following faults: external cracks, lack <strong>of</strong> material at the head <strong>of</strong> therail, holes. The tester will also check whether the pr<strong>of</strong>ile <strong>of</strong> the rail in the area <strong>of</strong> the weld is the same as thepr<strong>of</strong>ile <strong>of</strong> the rail itself.The geometric test will be carried out with the equipment described in paragraph 10 above.The test method is shown in Fig. 1.The measured deviations will not exceed the following permitted limits:Measured size(see fig. 1) Permitted limit, mm.a1 0.0a2 0.3b1 0.3b2 0.2If the weld does not meet the requirements set out in Para. 15 above, it will be repaired by the individualcarrying out the <strong>welding</strong>.The results <strong>of</strong> the visual and geometric tests will be recorded by the tester on a rail <strong>welding</strong> control form, <strong>of</strong>which a specimen is shown in Appendix A below.THE ULTRASONIC TESTING PROCESSNo ultrasonic test is to be carried out on any weld whose surface does not meet the requirements <strong>of</strong> thevisual and geometric tests.No ultrasonic test will be carried out when the temperature <strong>of</strong> the rail deviates from the range <strong>of</strong> 5º to 60ºCelsius. At high temperatures, the temperature must be determined by means <strong>of</strong> a magnetic thermometer,applied to the shaded side <strong>of</strong> the rail.The rail should be neither warmed nor cooled to bring its temperature within the required range.The sensitivity <strong>of</strong> the test should be set by DGS diagrams.For the weld to pass the ultrasonic test, it must be free <strong>of</strong> the flaws defined in Para. 12 above, throughout thewhole volume <strong>of</strong> the weld, and in the areas <strong>of</strong> contact between the weld and the welded rails.The weld will be rejected, in any <strong>of</strong> the following cases:a) If at least one flaw is detected in an area <strong>of</strong> 2 mm² or more, +8 dB.b) If at least three flaws are detected, <strong>of</strong> any size whatever.The entire volume <strong>of</strong> the weld will be checked, along the acoustic axis <strong>of</strong> the sensors.Before beginning the ultrasonic test, the tester will prepare the test surfaces over a section <strong>of</strong> about 500 mm,as follows:Clean the weld from slag and rust at least 500 mm on each side <strong>of</strong> the weld, using a steel brush, until the railis polished to a point where clean steel is obtained, free <strong>of</strong> any rust and inclusions/foreign bodies.Before <strong>testing</strong>, the tester will spread contact solution on the area tested.Each weld will be tested ultrasonically on either side. The test will consist <strong>of</strong> the following stages:a) An Echo test <strong>of</strong> the head <strong>of</strong> the rail (along its uppermost surface), with a 70º sensor, as described inFigure 2.b) An Echo test <strong>of</strong> the neck <strong>of</strong> the rail (from above only), with a 70º sensor, as described in Figure 3.c) An Echo test <strong>of</strong> the foot <strong>of</strong> the rail (from above only), with a 70º sensor (the sensor will be <strong>of</strong> thenarrow type, as described in Paragraph 11c, i.e. its width will be not more than 12 mm.) as describedin Figure 4.d) A Tandem test <strong>of</strong> the head <strong>of</strong> the rail (on both lateral surfaces), using two 45º sensors (onetransmitting, the other receiving), as described in Figure 5. In this test, care must be taken to see thatthe distances <strong>of</strong> the sensors from the border <strong>of</strong> the weld fulfill the requirement: K = L 1 + L 2 (see Figure5), where K = width <strong>of</strong> the head <strong>of</strong> the rail. The permitted difference in sensitivity between the twosensors must not exceed 1 decibel.e) A Tandem test <strong>of</strong> the area <strong>of</strong> the rail's axis (along the upper surface <strong>of</strong> the head <strong>of</strong> the rail), using two45º sensors, as described in Figure 6. In this test, care must be taken to see that the distances <strong>of</strong> thesensors be: L 1 + L 2 = 2H (see Figure 7), where H = height <strong>of</strong> the rail.The permitted difference in sensitivity between the two sensors must not exceed 1 decibel.In electro‐thermal <strong>welding</strong>, L 1 and L 2 should be measured from the plane <strong>of</strong> the junction between the rail andthe material <strong>of</strong> the weld. In electrical <strong>welding</strong>,L 1 and L 2 should be measured from the axis <strong>of</strong> the weld.Document No.3. Technical Specifications – Appendix 3 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe results <strong>of</strong> the ultrasonic <strong>testing</strong> will be reported by the tester, on a rail <strong>welding</strong> control form, <strong>of</strong> which aspecimen is shown in Appendix A below.RECORDING AND REPORTINGRecording <strong>of</strong> test results will be as described in Paragraphs 16 and 22 above. Forms for reporting results willbe provided to the tester by the inspector, or by the <strong>welding</strong> contractor with the inspector's approval. Theforms will be returned to the inspector, filled out and signed by the tester and confirmed by a Level 3 tester,at the end <strong>of</strong> each working day the tester will submit to the inspector a daily <strong>welding</strong> control report (aspecimen form is attached), via email.In the event <strong>of</strong> <strong>testing</strong> <strong>of</strong> old welds on an existing track, the tester will fill out the <strong>welding</strong> inspection form,including the number <strong>of</strong> the weld and its location, according to the instructions <strong>of</strong> the inspector.To those ultrasonic weld tests which do not meet the requirements, the tester will attach computer output asdescribed in paragraph 10b above, the tester will also submit to the inspector a file with a computerizedsummary <strong>of</strong> the findings, in Excel format (a specimen is attached) via email.On the page on which the amplitude diagrams and the remainder <strong>of</strong> the test parameters appear, the length <strong>of</strong>the flaw, ΔX, should also be reported, measured on both sides by a fall in amplitude <strong>of</strong> 6 dB.PAYMENT FOR TESTINGPayment <strong>of</strong> the tester for <strong>testing</strong> will be according to the following items:a) Test <strong>of</strong> a full weld: payment to the tester will be per unit ‐‐‐ "unit" meaning the complete set <strong>of</strong> testscarried out on a weld (geometric and ultrasonic), with no distinction being made between a first and arepeated test. The price is inclusive <strong>of</strong> cleaning the weld from dust and dirt for full <strong>testing</strong>, carryingout the geometric test, spreading contact fluid on the surface, ultrasonic <strong>testing</strong> (including computeroutput for those places where flaws were found which disqualified the weld), all necessary reporting,delivering a report to the inspector, and for all materials, equipment and work required for full andcomplete execution <strong>of</strong> each weld test according to the <strong>specification</strong>, and to the satisfaction <strong>of</strong> theinspector.b) Geometric <strong>testing</strong> only: This item will be reckoned for payment as in sub‐paragraph "a" above, butwithout including the ultrasonic <strong>testing</strong>. A geometric test may be carried out without any connectionto an ultrasonic test, according to the instructions <strong>of</strong> the inspector.No additional payments will be made to the tester, over and above the above prices; and the tester's generalexpenses (transportation <strong>of</strong> workers, insurance, security guards, use <strong>of</strong> equipment, repairs to equipment,etc.) shall be considered to be included in the prices per unit detailed above.No payment shall be authorized to the tester, other than for those tests which have been documented asrequired, on the rail weld control forms handed over to the inspector.Document No.3. Technical Specifications – Appendix 3 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 4. TECHNICAL SPECIFICATION WELDING RAILWAY LINES BY AN ALUMINO‐THERMAL METHODDocument No.3. Technical Specifications – Appendix 4

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDEFINITION:"Work inspector": a railway employee whose function is to inspect the work <strong>of</strong> a contractor on behalf <strong>of</strong> theTrack and Environment Department.ISRAEL RAILWAYSINFRASTRUCTURES DIVISIONTRACK AND ENVIRONMENT DEPARTMENTTENDER NO. TET‐MEM/KOF‐BET/02/11FRAMEWORK CONTRACT FOR CARRYING OUT THERMAL WELDING ON RAILWAYTRACKS AND ACCOMPANYING WORKPART ITECHNICAL SPECIFICATION E‐06‐0001WELDING RAILWAY LINES BY AN ALUMINO‐THERMAL METHOD (FROM HERE ON:"THERMAL WELDING")1 GENERAL1.1. This <strong>specification</strong> refers, among other things, to the <strong>welding</strong> <strong>of</strong> railway tracks using thermaltechnology intended for use by the contractor, and complying fully with the requirements and thelaboratory tests according to standard EN 14730‐1:2011,and with the <strong>technical</strong> <strong>specification</strong> approvedby Israel Railways.1.2. All the work will be carried out on the railway network anywhere in Israel, as required.1.3. The <strong>welding</strong> will be performed on rails, whether laid down in position or laid down outside the track,according to need, and the instructions <strong>of</strong> the work inspector at the site.1.4. The contractor will see to it that during work, he is provided with all the equipment and the materialsfor carrying out the work set out in each <strong>of</strong> the paragraphs <strong>of</strong> the quantities document. In every case,the equipment requires the approval <strong>of</strong> the work inspector, as regards its type and quality. Thepolishing equipment shall include instrumentation to ensure the accuracy <strong>of</strong> the work within thelimits <strong>of</strong> the permitted deviations. Equipment which has been approved by the work inspector,brought to the site, and found defective, will be removed from the site, and the contractor willprovide other equipment.1.5. Equipment for <strong>welding</strong> will fulfill all the requirements for carrying out the <strong>welding</strong> technology. Theequipment must be fully functional and calibrated according to manufacturer's instructions.1.6. Welding will be carried out on rails both with and without an end‐drilled hole. On end‐drilled rails, thedistance from the end <strong>of</strong> the rail to the hole must be not less than 150 mm (before <strong>welding</strong>). A railwith a hole less than 150 mm from its end, shall not be welded, and the work inspector must beimmediately informed <strong>of</strong> the presence <strong>of</strong> such a rail.1.7. Transportation <strong>of</strong> equipment, materials, workers, and anything connected with the contractor's work,including storage and protection <strong>of</strong> the equipment, will be the sole responsibility <strong>of</strong> the contractor,and at his sole expense.Document No.3. Technical Specifications – Appendix 4 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL2 WORK ORGANIZATION2.1. The contractor will receive from Israel Railways a work order, including the cost involved, and ageneral description <strong>of</strong> the work to be done.2.2. The contractor will receive a weekly plan, which will include locations, a planned timetable, andadditional <strong>technical</strong> details as required (hereinafter: "the weekly plan").2.3. The contractor will receive detailed work instructions based on the weekly plan, which willinclude location <strong>of</strong> work, scope <strong>of</strong> work, schedule, and any additional <strong>technical</strong> detailsrequired (hereinafter: "<strong>welding</strong> instructions").2.4. Only the national supervisor <strong>of</strong> track maintenance, or his representative, will be authorized togive the contractor instructions to carry out work.2.5. The contractor will be organized for the possibility <strong>of</strong> carrying out <strong>welding</strong> operations at three sitessimultaneously, independent <strong>of</strong> the distance between these sites, at not less than 24 hours' advancenotice.2.6. Israel Railways reserves the right to update, or to cancel, details <strong>of</strong> daily work from the weekly plan, atnot less than 24 hours' advance notice.2.7. Israel Railways does not undertake to deliver to the contractor all the <strong>welding</strong> work during the period<strong>of</strong> execution <strong>of</strong> this contract.3 WORK ON, AND/OR IN THE VICINITY OF, ACTIVE TRACKS.3.1. The contractor will be required, among other things, to carry out work on, and/or in the vicinity <strong>of</strong>,active tracks.3.2. The attention <strong>of</strong> the contractor is drawn to the Safety Appendix, which is attached to the contract asAppendix G. The contractor is required to strictly apply and maintain all the instructions set out in thatAppendix.3.3. In addition to what is set out in Appendix G, the contractor must provide himself with an up‐to‐daterailway schedule, and also should update himself daily (by means <strong>of</strong> whomever the work inspectorshall indicate) regarding movements <strong>of</strong> trains along sections <strong>of</strong> lines on which he is working.3.4. The contractor will arrange (together with the Safety/Training Division <strong>of</strong> Israel Railways) for thetraining <strong>of</strong> some <strong>of</strong> his workers as track watchers.4 FIRE PREVENTION4.1. The contractor will take all necessary measures to ensure the prevention <strong>of</strong> fires as a result <strong>of</strong> hiswork.4.2. Before undertaking any work which could possibly cause, or lead to, the occurrence <strong>of</strong> fire, sparks,heat, etc., the contractor must ensure that the area is free <strong>of</strong> dry vegetation, paper, rags, or any otherinflammable foreign matter. Likewise, the contractor will always have on hand, beside every <strong>welding</strong>crew, at least the following equipment:−−4.2.1 Four fire paddles4.2.2 Two heavy hoes ("Turiya") for clearing vegetation from the area− 4.2.3 Protective panels to contain sparks, <strong>of</strong> overall length 6 m, and height 1 m.−−4.2.4 Two fire extinguishers4.2.5 Two buckets full <strong>of</strong> sand.4.3. Every one <strong>of</strong> the contractor's workers will be instructed by the contractor in the use <strong>of</strong> the fireextinguishing equipment, and in the safety steps to be taken (including the manner <strong>of</strong> using andstoring the <strong>welding</strong> materials), and all safety regulations required having to do with fire safety.4.4. During <strong>welding</strong> work on sections <strong>of</strong> track and turnouts which are laid down on wooden sleepers, thecontractor will ensure that the sleepers are not burned or damaged in any way as a result <strong>of</strong> the heatand the fire which accompany the <strong>welding</strong> process. The contractor will take all necessary steps tomake sure <strong>of</strong> this, and will repair any damage so caused, at his own expense. In the event <strong>of</strong> anyburning/fire, only sand shall be used to extinguish it (water must not be used).5 APPROVAL OF A CONTRACTOR FOR ALUMINO‐THERMAL WELDING OF RAILS5.1. It is hereby emphasized that, as set out in the contract and in the documents <strong>of</strong> the tender, the railwelders, qualified as defined in the documents <strong>of</strong> the tender, are welders qualified by the owner <strong>of</strong>the technology proposed, according to Standard EN 14730‐2, to weld all the types <strong>of</strong> rails specified inthe quantity statement, and who have been approved by Israel Railways for <strong>welding</strong> according to theproposed technology.5.2. The contractor will exhibit to the customer the <strong>technical</strong> <strong>specification</strong> <strong>of</strong> the raw material forproducing portions <strong>of</strong> <strong>welding</strong> according to the proposed technology, including detailed <strong>technical</strong> dataand chemical composition.Document No.3. Technical Specifications – Appendix 4 ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL6 RAILWAY APPROVAL OF THE QUALIFIED RAIL WELDERS.RAIL PROFILETYPE OF RAILNOMINAL TENSILE STRENGTH,MPAI.D. MARK ON COLLAR OF RAIL(ACCORDING TO TYPE OF RAIL)In accordance with the requirements <strong>of</strong> Standard EN14730‐2, Israel Railways will examine the contractor'sworkers for <strong>welding</strong> work, and will issue a document <strong>of</strong> approval.Only those <strong>of</strong> the contractor's employees who have received the qualification <strong>of</strong> the owner <strong>of</strong> thetechnological process for <strong>welding</strong> by the alumino‐thermal process, according to the pr<strong>of</strong>ile <strong>of</strong> the rail and thehardness <strong>of</strong> the rail as they appear in the employee's certificate <strong>of</strong> qualification, will be approved as qualifiedrail welders for the work described in this tender.Approval will be given after successful performance <strong>of</strong> high‐quality <strong>welding</strong> according to the <strong>technical</strong><strong>specification</strong>. The cost <strong>of</strong> the test welds for receipt <strong>of</strong> approval, will be entirely at the expense <strong>of</strong> thecontractor.7 TECHNICAL REQUIREMENTS−U‐50 (U‐36) R220 680 ‐‐‐‐‐‐‐‐7.2. Welding kitsR260 8807.1.4 There may be <strong>welding</strong> on transition rails between the various types, both as regards railpr<strong>of</strong>ile, and as regards rail hardness.The contractor undertakes to ensure that he shall have at his disposal during work, <strong>welding</strong> kits, including<strong>welding</strong> portions and equipment suitable for carrying out the <strong>welding</strong> <strong>of</strong> the type <strong>of</strong> rails which he will weldaccording to the "Instructions for Welding".7.3. Welding and polishing‐‐‐‐‐‐‐‐‐‐‐‐‐7.1. General−−−7.1.1 The standard distance between two welds on a rail is 18 meters. It is possible that somewelds may be closer at turnouts and on isolated rails, or as required ‐ at a distance no less than3.6 meters.7.1.2 The nominal width <strong>of</strong> the track is 1435 mm.7.1.3 The rails to be welded will be <strong>of</strong> the following types:RAIL PROFILEUIC 54 / 54E1TYPE OF RAILNOMINAL TENSILE STRENGTH,MPAR260 880R350HT 1175I.D. MARK ON COLLAR OF RAIL(ACCORDING TO TYPE OF RAIL)‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ ‐‐‐‐‐‐−−−−−−−7.3.1 Work will be carried out according to the requirements <strong>of</strong> standards 14730‐A1:2010 and14370‐2:2006, 1:2006, and the requirements <strong>of</strong> the thermal <strong>welding</strong> process <strong>of</strong> the owner <strong>of</strong> thetechnology, unless otherwise stated in this <strong>specification</strong>.7.3.2 Finishing <strong>of</strong> the <strong>welding</strong> will be by cutting <strong>of</strong>f the surplus material above the head <strong>of</strong> therail.7.3.3 The <strong>welding</strong> must be thorough cleaned from sand and fused waste, and when necessary,also beneath the base <strong>of</strong> the rail. Care must be taken not to damage the rail, or scratch the<strong>welding</strong>.7.3.4 Checking <strong>of</strong> alignment <strong>of</strong> the weld collars, match <strong>of</strong> the weld collars, and geometricexactness as defined in standard EN 14730‐2:2006.7.3.5 Vertical misalignment: less than 2 mm.7.3.6 Lateral misalignment: less than 3 mm.7.3.7 Mismatch <strong>of</strong> <strong>welding</strong>: less than 3 mm.UIC 60 / 60E1 / 60E2R260 900R320cr 1080‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐−−7.3.8 Rough polishing <strong>of</strong> the <strong>welding</strong>, without touching the body <strong>of</strong> the head <strong>of</strong> the rail.7.3.9 Fine polishing <strong>of</strong> the traveling surface on the head <strong>of</strong> the rail, and <strong>of</strong> the sides <strong>of</strong> the rail,using a steel ruler 1.0 m long and a feeler gauge or electronic equipment. The allowabledeviations are:‐‐‐‐‐‐R350HT 1175‐‐‐‐‐‐‐‐‐‐‐‐‐ ‐‐‐‐‐‐‐‐Document No.3. Technical Specifications – Appendix 4 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELALLOWABLE VERTICAL DEVIATIONHIGH WELDMAXIMUMMinimumFlatness0.3 MM0 mm‐0.2 mmLow weld Minimum ‐0.2 mmMaximum length <strong>of</strong> polish500 mm250 mm on each side <strong>of</strong> the <strong>welding</strong>)ALLOWABLE HORIZONTAL DEVIATIONDeviation at the side <strong>of</strong> the rail headmaximumminimum0.3 mm0 mmMaximum length <strong>of</strong> polish500 mm(250 mm on each side <strong>of</strong> the weld)A. AREAS NOS. 1,2,5,6,7Must be clean <strong>of</strong> slag and rust, at least 500 mm on either side <strong>of</strong> the weld, until the rail is shiny, and the steelis clean <strong>of</strong> rust and foreign bodies, in order to allow carrying out a proper, correct ultrasonic test.−−7.3.10 In special cases, where the contractor will be required to polish existing welds, theRailway's Inspector <strong>of</strong> Welding will be allowed, at his sole discretion, to relax the requirementsfor polishing, and to adjust them to conditions in the field.7.3.11 For ultrasonic <strong>testing</strong> <strong>of</strong> the <strong>welding</strong>, on termination <strong>of</strong> the <strong>welding</strong>, the contractor mustclean <strong>of</strong>f <strong>welding</strong> residues and the layer... the rail in the welded area, to allow acoustic contact <strong>of</strong>the sensors <strong>of</strong> the test, as detailed below:B. AREAS NOS. 3,4Welding surpluses must be removed, up to the limits <strong>of</strong> the casting line, and both sides <strong>of</strong> the weld must bebrushed to a distance <strong>of</strong> 100 mm from all sides <strong>of</strong> the weld, until the weld is polished, and the steel is free <strong>of</strong>rust and foreign bodies, to ensure carrying out <strong>of</strong> the ultrasonic test.7.3.12 The working day must not be over, until polishing has been completed according tothe <strong>technical</strong> <strong>specification</strong>, for every one <strong>of</strong> the welds performed that day. If there is anypolishing which does not allow complete performance <strong>of</strong> the ultrasonic test, thecontractor will be required to repeat the polishing at his own expense, within a maximum<strong>of</strong> 24 hours after a demand for repeat polishing by Israel Railways. This is to ensure safemovement <strong>of</strong> the railway.7.3.13 During visual examination, signs <strong>of</strong> "burning" on the weld, cracks, geometricchanges (bumps, hollows, lack <strong>of</strong> material), in the welded area, compared to other areas <strong>of</strong>the rail, are not permitted.7.3.14 The contractor will leave the <strong>welding</strong> site only after having done everythingnecessary to return the track to a proper condition, including: returning sleepers on eitherside <strong>of</strong> the weld to their proper places (if they have been moved during <strong>welding</strong>), fixing therails to the sleepers, replacement <strong>of</strong> track ballast in its original place, and compacting <strong>of</strong>sleepers in the vicinity <strong>of</strong> the weld.Document No.3. Technical Specifications – Appendix 4 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL7.4. Requirements for <strong>welding</strong> ‐ general7.4.1 In order to have the rails in proper condition, preparatory to <strong>welding</strong> ‐‐‐ i.e. correctdistance between rails, parallelism between rails, <strong>welding</strong> without outside interference,etc. ‐‐ the contractor will have to loosen, partly or wholly, rails from their sleepers, tomove sleepers from their proper place, or to cut rails. If sleepers must be moved, thecontractor must ensure that they are returned precisely to their former place. In anyevent, <strong>welding</strong> locations must always be between sleepers, never actually upon them.7.4.2 The cutting <strong>of</strong> rails, as part <strong>of</strong> the <strong>welding</strong> process, will be carried out only, andexclusively, with a disk saw. Please note that the cutting <strong>of</strong> rails is an integral part <strong>of</strong><strong>welding</strong>, and no extra payment will be made for it.7.4.3 It should be pointed out, that in the event <strong>of</strong> rails being cut outside the framework <strong>of</strong><strong>welding</strong>, the contractor will be paid for this work only.7.4.9 If, at the end <strong>of</strong> a <strong>welding</strong> day's work, the track must be opened to movement <strong>of</strong>trains, final polishing <strong>of</strong> the welds must first be carried out (i.e. final polishing, as defined inthe Technical <strong>specification</strong>).If work is being carried out on a section <strong>of</strong> line which does not need to be opened formovement <strong>of</strong> regular trains, but only for working trains and mechanical equipment, it willbe sufficient, for the moment, to polish with an accuracy within limits <strong>of</strong> 1.0 mm, while thefinal polishing may be completed later. Everything stated in the present sub‐paragraphmust be done in coordination with, and with the approval <strong>of</strong>, the work supervisor, and atno extra charge.7.5. Quality control and contractor's responsibility.As set out in the contract.7.6. Testing <strong>of</strong> the <strong>welding</strong>7.4.4 The opening <strong>of</strong> bolts on connecting and connectors for the purpose <strong>of</strong> moving rails,requires that they be afterwards closed by the contractor, in a controlled manner, afterthe termination <strong>of</strong> <strong>welding</strong>. Bolts on connecting wil be opened and closed with specialpurposetools. For opening and closing <strong>of</strong> bolts on sleepers, the contractor will use ascrewdriver equipped with means for measuring torsional moment. The correct momentfor tightening will be 250 Newton‐meters.7.4.5 When bolts must be removed from a sleeper, the contractor must ensure that nogravel or other foreign bodies get into the vacant threaded hole, which might causedistortion <strong>of</strong> the sleeper on replacing and tightening the bolt. Any sleeper damaged in sucha way must be replaced by the contractor at his own expense.7.4.6 The contractor must compact the <strong>welding</strong> area immediately upon completion <strong>of</strong><strong>welding</strong>, according to: "Detailed instructions for compacting <strong>of</strong> sleepers in the <strong>welding</strong>area after completion <strong>of</strong> <strong>welding</strong>, using manually operated mechanical equipment" (seeAppendix B8 <strong>of</strong> Technical Specification B ‐ accompanying work), unless otherwiseinstructed by the Inspector <strong>of</strong> Work.7.6.1 The contractor will carry out control <strong>of</strong> each weld, including ensuring the following:a) The track has returned to the original position it occupied before <strong>welding</strong>.b) Welds are in the middle, half‐way between two sleepers.c) All connecting parts are in their proper places with all bolts tightened.d) Marking/labeling <strong>of</strong> welds has been carried out and checked, in accordance with the present<strong>specification</strong>.e) Air temperature (to be noted on the form).f) The welds have been thoroughly cleaned from sand and fused residues.g) The condition <strong>of</strong> the welds after <strong>welding</strong> and polishing is in accordance with the requirements <strong>of</strong> Para.1.3 <strong>of</strong> this <strong>specification</strong>.7.4.7 At the end <strong>of</strong> the working day, the contractor must collect all the connecting, nuts,bolts, and spring washers, and any cut rail parts, and place them all together at a collectingpoint to be determined by the Work Inspector. In addition, the contractor must clean thearea between the two sleepers on either side <strong>of</strong> a weld, <strong>of</strong> all dirt, foreign matter, <strong>welding</strong>residues, and any other such material, and make sure that all the gravel ballast is properlycompacted.7.4.8 No waste materials are to be discarded in the railway area, and/or in the drainagechannels alongside the tracks. The contractor must ensure that all waste is discarded onlyin the places assigned for waste collection.NOTE: Wherever rails have been welded outside the track, they will be delivered to the contractorunconnected by connectingh) The geometry after polishing conforms with Para.1.3 <strong>of</strong> this <strong>specification</strong>.i) The form "Completion and control sheet <strong>of</strong> rail welds" attached as Appendix A3 <strong>of</strong> this <strong>specification</strong>,confirming the correct execution <strong>of</strong> welds according to the requirements <strong>of</strong> this <strong>specification</strong>, must besigned and delivered to the Track Research and Control Department <strong>of</strong> Israel Railways7.6.2 Every weld will be subjected to visual examination, and ultrasound and geometric<strong>testing</strong>, by Israel Railways or its representative.a) Visual <strong>testing</strong>: to be tested according to Standard EN 14370‐2:2006.b) Geometric <strong>testing</strong>: to be tested after final polishing, by means <strong>of</strong> a steel ruler 1 meter long and afeeler gauge or electronic instrument. The permitted deviations are will be as set out in Paragraph9.3.6.Document No.3. Technical Specifications – Appendix 4 ‐5‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELc) The method <strong>of</strong> ultrasound <strong>testing</strong> employed by Israel Railways is according to the requirements setout in: EN 14730‐1:2006+A1:2010, Table C1 ‐ Positioning <strong>of</strong> probes.work inspector, taking into consideration the spaces required for <strong>welding</strong>, between thetwo ends <strong>of</strong> the rail and existing rails.7.6.3 Ultrasound <strong>testing</strong>: The basis for ultrasonic control <strong>of</strong> welds is a flaw 2 mm in size,which is equal in value to 0 dB.During the ultrasonic test, the following parameters are tested:Any weld with a flaw greater than 16 dB will be rejected.Any weld with three flaws will be rejected, regardless <strong>of</strong> the size <strong>of</strong> the flaws.A weld with a flaw <strong>of</strong> size 9 ‐ 15 dB will be rejected, if the length <strong>of</strong> the flaw is greater than30 mm (the length <strong>of</strong> flaw, ΔX, is the length measured on both sides by reducing theamplitude by 6 dB.A weld with a flaw <strong>of</strong> 9‐15 dB <strong>of</strong> length 25 to 29 mm, will have an emergency placed on it,and an additional test will be carried out, near the end <strong>of</strong> the contractor's guaranteeperiod for the weld. In the event that the flaw has increased in size, the weld will berejected.In the case <strong>of</strong> a weld with a flaw up to 25 mm in length, an emergency is placed on it, and arepeat test is carried out on it near the end <strong>of</strong> the contractor's guarantee period for theweld. In the event that the flaw has increased in size, the weld will be rejected.7.9. Marking <strong>of</strong> weldsIf the repair is found not to have been done properly, an additional repair must be carriedout; and so on until the repair meets the <strong>specification</strong> ‐ all at the expense <strong>of</strong> thecontractor.7.8.2 The contractor will carry out all the repeat welds required <strong>of</strong> him, coordinating thework with the work inspector, but in any event, the contractor must carry out repeat weldswithin 7 days <strong>of</strong> being required to do so by the inspector.Every weld shall be given a special mark and a number, so that it will be possible to identify the location <strong>of</strong> theweld, the year in which it was carried out, the identity <strong>of</strong> the welder and his qualification for filling out theform "Completion <strong>of</strong> <strong>welding</strong> work". The marking will be on a clean area on the neck <strong>of</strong> the rail, at a distance<strong>of</strong> about 50 cm. from the weld, and will be done with a white color marker, resistant to water, wear, andrubbing ‐ ink <strong>of</strong> type PIGMENTED OPAQUE PAINT (e.g. from the SAKURA COMPANY, or any othermanufacturer approved by the inspector).Marking <strong>of</strong> the rail (not at a turnout) shall be according to the following example:c.11.123.457.7. Rejection <strong>of</strong> welds7.8. Repetition <strong>of</strong> welds7.7.1 Any weld that fails to meet the requirements set out in Paragraph 6 ‐ will be rejected.7.7.2 In addition, any weld which on visual examination shows signs <strong>of</strong> "burning", cracks,geometric changes (bumps, hollows, and lack <strong>of</strong> material) in the area <strong>of</strong> the weld, incomparison with other areas <strong>of</strong> the rail, will be disqualified on the strength <strong>of</strong> the visualtest alone, without the need for carrying out geometrical or ultrasonic <strong>testing</strong>.7.7.3 A decision on rejection <strong>of</strong> a weld will be taken by a weld inspector <strong>of</strong> Israel Railways.7.8.1 If any weld does not meet with the requirements <strong>of</strong> the <strong>specification</strong>, and isconsequently rejected by the Weld Inspector <strong>of</strong> Israel Railways, the contractor will take thefollowing measures: The rail on either side <strong>of</strong> the weld (at least 3.0 m on each side, i.e. a total <strong>of</strong> at least 6 m)will be cut by the contractor, with an approved disc saw, and will be removed by thecontractor from the area <strong>of</strong> the track, according to the instructions <strong>of</strong> the work inspector.All cuts will be carried out only and exclusively in the middle <strong>of</strong> the space between twosleepers.Instead <strong>of</strong> the aforementioned section <strong>of</strong> rail, the contractor will introduce a new section<strong>of</strong> rail, or an isolated section <strong>of</strong> rail provided to him at the site by Israel Railways. Cutting <strong>of</strong>rails for <strong>welding</strong> by the contractor will be carried out according to the instructions <strong>of</strong> theWhere:c = welder's code11 = year <strong>of</strong> the weld123 = track kilometer marking45 = serial number <strong>of</strong> the weld (within the kilometer)Marking at turnouts will be as follows:c.11.W12.45Where:c = welder's code11 = year <strong>of</strong> the weldW12 = I.D. marking <strong>of</strong> the turnout45 = serial number <strong>of</strong> the weld (within the kilometer).Document No.3. Technical Specifications – Appendix 4 ‐6‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELMarking <strong>of</strong> welds which have been repeated because <strong>of</strong> previous rejection, will be as above, with thefollowing additions:Welding points at a crossover turnout:To the usual marking, will be added the letter A or B; for example, at a weld which has been rejected, whoseoriginal number was c.11.123.45, the two repeated welds will be marked c.11.123.45.A and c.11.123.45.Brespectively.Repeat welds which have been rejected more than once will be marked with the letters C, D, E, etc., asappropriate.7.10. Reporting7.10.1 At the end <strong>of</strong> each working day, the contractor will deliver to the Track Researchand Control Department <strong>of</strong> Israel Railways, the form "Completion and Inspection <strong>of</strong><strong>welding</strong> <strong>of</strong> rails" whose format is given in Appendix A3.7.10.2 The forms will be given consecutive serial numbers according to the definition setby Israel Railways (no two forms should have the same number).7.10.3 Once a month, the contractor will present an invoice, for each order separately. Thecontractor will attach to the invoice a detail <strong>of</strong> every weld performed, including the<strong>welding</strong> data recorded on the form "Completion and Inspection <strong>of</strong> Welding <strong>of</strong> Rails".Welding points at a double slip turnout:APPENDIX A1Instructions for the order <strong>of</strong> performing welds at a turnout1. Welds will be performed according to the order shown in the diagrams below.Welding points at an ordinary turnout:SERIAL NO. OF WELDWELD TO BE PERFORMED AFTER WELD NO. 4, (5)WELD TO BE PERFORMED AFTER WELD NO. 52. In cases other than those shown above, the order <strong>of</strong> <strong>welding</strong> will be determined by the work inspector atthe site.Document No.3. Technical Specifications – Appendix 4 ‐7‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX A2STAGE IIInstructions for compacting sleepers in the vicinity <strong>of</strong> welds, after completion <strong>of</strong> <strong>welding</strong>, using mechanical,manually operated equipment.Compaction ‐ work procedure1. Compaction will be carried out using at least four manually operated machines, operated in parallel asin the accompanying diagram.2. Compacting will be done on each sleeper separately, successively along the track. The number <strong>of</strong>sleepers to be compacted will be determined by the work inspector. Any given sleeper should becompacted, after compaction <strong>of</strong> the full volume <strong>of</strong> ballast in the compaction area <strong>of</strong> the previoussleeper, as shown in the accompanying diagram.3. In the case <strong>of</strong> wooden or steel sleepers, compaction is first carried out beneath the rails, andafterwards along the full length <strong>of</strong> the sleeper.4. Care must be taken while working, not to damage the sleepers.Each pair <strong>of</strong> workers compacts from the end <strong>of</strong> the sleeper towards the rail, on either side <strong>of</strong> the sleeper.After completion <strong>of</strong> stage I, stage II is carried out on the same sleeper. On completion <strong>of</strong> stage II, the workersproceed to the next sleeper.After all sleepers have been compacted alongside the <strong>welding</strong>, on the outside <strong>of</strong> the track (normally, sixsleepers at a time), proceed to stage III.STAGE III5. After compaction work is complete, the gravel ballast between the sleepers, and the ballast prism,must be put in order, according to the instructions <strong>of</strong> the work inspector.6. After termination <strong>of</strong> work, the crew should not leave the track without prior approval <strong>of</strong> the workinspector.7. On handing over completed work to the inspector, the contractor must be given a receipt, on aspecial written form signed by the inspector, which will serve as a confirmatory document <strong>of</strong>completion <strong>of</strong> the work.STAGE IHammers are transferred to the middle <strong>of</strong> the track, and compaction proceeds in the direction <strong>of</strong> the rails, allworking simultaneously, for a distance <strong>of</strong> about 0.5 m along the sleeper.Stage III must be repeated along all sleepers on which stages I and II have been carried out.After completion <strong>of</strong> compaction, the gravel ballast between the sleepers and the ballast prism must be put inorder, according to the instructions <strong>of</strong> the work inspector.APPENDIX A3. FORM: COMPLETION AND INSPECTION OF RAIL WELDS4 workers simultaneously compacting a sleeper, two at each rail as shown in the diagram.Document No.3. Technical Specifications – Appendix 4 ‐8‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELFORM: COMPLETION AND INSPECTION OF RAIL WELDS ‐ NO.________DATE:SECTION:__________________ FROM km.______________TO km.__________ AIR TEMPERATURE__________Completion <strong>of</strong> <strong>welding</strong> (to be filled out by the <strong>welding</strong> contractor)Geometric measurementsQuality control <strong>of</strong> <strong>welding</strong>Ultrasonic <strong>testing</strong> according to <strong>specification</strong> E‐07‐001No.Welder code& no. <strong>of</strong> theweldName <strong>of</strong>lineLocation <strong>of</strong><strong>welding</strong> (km)Date <strong>of</strong><strong>welding</strong>Date <strong>of</strong>polishPolisher's codeTravel areaSide <strong>of</strong> raila1 a2 b1 b2Date <strong>of</strong> measurementPass or failName <strong>of</strong>testerSigna‐tureDate <strong>of</strong>testPass or failName <strong>of</strong>testerSigna‐tureNOTES1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1912345678910Signature <strong>of</strong> welder qualified to perform <strong>welding</strong> according to the <strong>technical</strong> <strong>specification</strong>,including visual inspection and geometric <strong>testing</strong>Name <strong>of</strong> welder_________________Signature <strong>of</strong> welder______________Signature <strong>of</strong> qualified examiner for ultrasonic <strong>testing</strong> at level 3Name <strong>of</strong> examiner _______________________Signature <strong>of</strong> examiner ____________________Signature <strong>of</strong> Israel Railways' Inspector <strong>of</strong> WeldsName <strong>of</strong> Inspector___________________________Signature <strong>of</strong> Inspector _______________________Document No.3. Technical Specifications – Appendix 4 ‐9‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 5. RAILWAY BUFFER STOPS PLANNING GUIDELINESDocument No.3. Technical Specifications – Appendix 5

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELISRAEL RAILWAYS LTD.ISRAEL RAILWAYS LTD.RAILWAY BUFFER STOPS PLANNING GUIDELINESRAILWAY BUFFER STOPS PLANNING GUIDELINESJULY 2009Members <strong>of</strong> the Steering Committee:Dr. Arkadi Rabinovich Engineering Branch Supervisor, Planning Division, Israel Railways Ltd.Edited By:Eng. Selva Kaplanovich YENON PLANNING CONSULTING & RESEARCH LTD.Eng. Alex Lerner YENON PLANNING CONSULTING & RESEARCH LTD.Eng. Imad Zidan YENON PLANNING CONSULTING & RESEARCH LTD.YENON PLANNING CONSULTING & RESEARCH LTD.Civil engineering, roadways, steel tracks, traffic, imaging, Landscape architecture,constructions, measurements and project managementYENON PLANNING CONSULTING & RESEARCH LTD.Civil engineering, roadways, steel tracks, traffic, imaging, Landscapearchitecture, constructions, measurements and project management4 HaYozma st., Tirat HaKarmel, P.O. Box 444, 30200Tel: 04‐8569000 Fax: 04‐8569010Email: ye<strong>non</strong>@ye<strong>non</strong>.co.ilhttp://www.ye<strong>non</strong>.co.ilDocument No.3. Technical Specifications – Appendix 5

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE OF CONTENTS10.1 DEFINITION OF RISKS TO WHICH BUFFER STOPS ARE EXPOSED .............................................. 1110.2 CALCULATION OF WEIGHTED COEFFICIENTS (TABLE 2) ........................................................... 1110.2.2 INTEGRATED COLLISION POTENTIAL COEFFICIENTS (TABLE 3) .................................... 111 INTRODUCTION ................................................................................................................................ 12 GENERAL .......................................................................................................................................... 13 CLASSIFICATION OF BUFFER STOPS .................................................................................................. 23.1 ARRESTING DEVICES ................................................................................................................. 23.2 FIXED BUFFER STOPS ................................................................................................................ 23.3 FRICTION BUFFER STOPS .......................................................................................................... 23.4 HYDRAULIC BUFFER STOPS ....................................................................................................... 410.2.3 INTEGRATED BUFFER STOP COEFFICIENTS (TABLE 4) .................................................. 1210.2.4 INTEGRATED TRAIN TYPE COEFFICIENTS (TABLE 5) ..................................................... 1210.2.5 INTEGRATED COEFFICIENTS FOR AREAS LOCATED BEHIND BUFFER STOPS (TABLE 6) 1210.3 UNDERTAKINGS FOR REDUCTION OF RISK LEVELS ................................................................... 1210.4 REASSESSMENT OF RISK ........................................................................................................... 1211 LIST OF PLACE ‐ MARKERS ................................................................................................................ 1612 LIST OF APPENDICES ........................................................................................................................ 163.5 WHEEL STOPS ........................................................................................................................... 43.6 END IMPACT WALLS .................................................................................................................. 54 BRAKING DISTANCES ........................................................................................................................ 65 COLLISION SPEEDS ........................................................................................................................... 66 GEOMETRIC CONDITIONS ................................................................................................................ 77 CALCULATION OF KINETIC ENERGY AND BRAKING WORK ............................................................... 77.1 KINETIC ENERGY ....................................................................................................................... 77.2 BRAKING WORK ........................................................................................................................ 88 CRITERIA FOR THE DESIGN AND PLACEMENT OF BUFFER STOPS .................................................... 88.1 DESIGNING OF BUFFER STOPS .................................................................................................. 88.2 IN‐STATION BUFFER STOPS ....................................................................................................... 98.3 SPECIAL AREAS .......................................................................................................................... 98.4 IN‐TUNNEL BUFFER STOPS ....................................................................................................... 98.5 TEMPORARY ARRANGEMENTS ................................................................................................. 99 BUFFER STOP REQUIREMENTS ......................................................................................................... 109.1 ADJUSTMENT OF BUFFER STOPS FOR ROLLING STOCK BUMPERS ........................................... 109.2 BUFFER STOP MARKINGS ......................................................................................................... 109.3 BUFFER STOP COLOR ................................................................................................................ 1010 BUFFER STOP RISK ASSESSMENTS .................................................................................................... 11Document No.3. Technical Specifications – Appendix 5

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELLIST OF FIGURESFigure 3.1: An arresting device .............................................................................................. 6Figure 3.2: Fixed buffer stop for marking <strong>of</strong> track end …......................................................... 7Figure 3.3: Friction buffer stop without additional brake ….................................................... 8Figure 3.4: Friction buffer stop with additional brake …......................................................... 9Figure 3.5: Length <strong>of</strong> pr<strong>of</strong>ile designated for reinforcement <strong>of</strong> track ….................................... 10Figure 3.6: Hydraulic buffer stop ….......................................................................................... 11Figure 3.7: Stop wheel with arresting device …....................................................................... 12Figure 3.8: End impact wall <strong>of</strong> passenger train track …........................................................... 13Figure 3.9: End impact wall for freight trains …....................................................................... 141 INTRODUCTIONThe Israel Railways Planning Division instructs its planners to design tracks in accordance with “Guidelines forPlanning <strong>of</strong> Steel tracks”This document, “RAILWAY BUFFER STOPS PLANNING GUIDELINES”, constitutes an important part <strong>of</strong> theinstructions for planning <strong>of</strong> steel tracks and focuses on the design <strong>of</strong> different buffer stop types in optimallocations as a derivative <strong>of</strong> the required safety level.The instructions for placement <strong>of</strong> buffer stops shall serve both the planners and Israeli Railways employees asa guiding document when determining buffer stop location and type.The guidelines for placement <strong>of</strong> buffer stops are based on European standards such as:German DS 800 01, English GC/DT 5033, Italian, Austrian and Greek.All manufacturer names, supplier names and the names <strong>of</strong> any other equipment specified herein are providedfor convenience purposes only.Figure 4.1: Braking distance …................................................................................................. 15Figure 9.1: Marking <strong>of</strong> buffer stops with light reflectors …...................................................... 242 GENERALBuffer stops are placed at the end <strong>of</strong> steel tracks for:LIST OF TABLESTable 1: Calculated Kinetic Energy Values E [kJ] <strong>of</strong> Colliding Trains …...................................... 18Table 2: Assessment <strong>of</strong> Buffer Stop Collision Risk …................................................................ 30Marking <strong>of</strong> track ends (terminus).Prevention <strong>of</strong> railroad car derailment and rolling.Stopping <strong>of</strong> trains in order to prevent injury, protect nearby structures and prevent damage to rollingstock.Table 3: Assessment <strong>of</strong> Integrated Collision Potential Coefficient …....................................... 32Table 4: Assessment <strong>of</strong> Integrated Buffer Stop Coefficient ….................................................. 33Table 5: Assessment <strong>of</strong> Integrated Train Type Coefficient ….................................................... 33Table 6: Assessment <strong>of</strong> Integrated Coefficient for Areas Behind Buffer Stop …....................... 34Buffer stops are not designed to replace the normal braking process <strong>of</strong> trains.The braking work <strong>of</strong> buffer stops is limited due to <strong>technical</strong> and economic reasons.Buffer stops must be designed such that they are able to absorb the kinetic energy <strong>of</strong> the train running intothem.Table 7: Recommendations for Execution <strong>of</strong> tasks to Reduce Risk Level ….............................. 35Document No.3. Technical Specifications – Appendix 5 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL3 CLASSIFICATION OF BUFFER STOPS3.1 ARRESTING DEVICESBuffer stops include several subsystems. Of these, arresting devices are one <strong>of</strong> the most important.Arresting devices hold the track rail head for braking and it is this part which connects the buffer stop to thetrack rails.Arresting devices include the following components:3.2 FIXED BUFFER STOPSFixed buffer stops are placed at track ends before the end‐loading platform in locations such as factorycomplexes, ports, train yards, terminals, tail flank protections, etc.There are two types <strong>of</strong> fixed buffer stops – those <strong>of</strong> steel and those <strong>of</strong> concrete.Steel fixed buffer stops are placed on track ends in fixed form and do therefore not create braking work. Suchbuffer stops only serve as track end indicators and are equipped with red signal lights which work on apermanent basis (see Figure 3.2).A plate for holding <strong>of</strong> the arresting material and track rail,A nut for holding <strong>of</strong> the arresting material, the holding plate and the track rail on which the bufferstop is installed,Arresting material,An arresting rod,A track rail,and the track rail on which the buffer stop is installed.These components hold the rail as illustrated in Figure 3.1 below.Figure 3.2: Fixed buffer stop for marking <strong>of</strong> track endConcrete fixed buffer stops (see Appendix F') are placed in stabling tails, track ends in factories and branchesand <strong>of</strong> course in loading / unloading platforms.In the event <strong>of</strong> collision between a train having a greater kinetic energy than the rolling stock bumpers intowhich it collides, the rolling stock and arresting device shall sustain damage.3.3 FRICTION BUFFER STOPSFigure 3.1: An arresting deviceAll arresting device components are adjusted in accordance with the height and type <strong>of</strong> track on which it isinstalled.The braking force <strong>of</strong> arresting devices changes according to the type <strong>of</strong> device in place. The forces fluctuatebetween 32 kN and 40 kN per device. The final braking force <strong>of</strong> all arresting devices installed on the bufferstop depends on the braking distances [1].Friction Buffer Stops are placed on main lines <strong>of</strong> terminal stations, in track yards, on secondary lines <strong>of</strong>functional tracks and in places where there is sufficient distance for gradual braking <strong>of</strong> the trains (brakingdistance).There are several types <strong>of</strong> friction buffer stops:Friction Buffer Stop (without additional brake)Friction Buffer Stop with additional BrakeFriction buffers include <strong>of</strong> the following components:Document No.3. Technical Specifications – Appendix 5 ‐2‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL−A collision triangle,The added brake system includes the following parts:−Braking devices,−Additional arresting devices for added braking,−Bumpers,−A Steel pr<strong>of</strong>ile below rails for reinforcement <strong>of</strong> the track,−A holding device for returning the buffer to its former position following a collision,−Jointed connection belts between arresting devices,−A reinforcement cross.−A lateral connection between the arresting devices.Figure 3.3 illustrates one main type <strong>of</strong> friction buffer stop without additional brakes.Figure 3.4: Friction buffer stop with additional brakesFigure 3.3: A friction buffer stop without additional brakeWhen constructing friction buffer stops, it is necessary to ensure the track section located behind the bufferstop is perfectly straight and sufficiently long to allow unobstructed backward movement <strong>of</strong> the buffer stop(braking distance).Upon collision between a train and the buffer bumpers, all <strong>of</strong> the kinetic energy forces created pass throughthe various buffer parts to the arresting devices and from there down to the track rails. As a result <strong>of</strong> thefriction created between the arresting device and track rails, the train stops in a gradual manner. The buffermoves away from the colliding train in the direction <strong>of</strong> the train's travel until it finally stops.The addition <strong>of</strong> brakes n z , as illustrated in Figure 3.4, involves the installation <strong>of</strong> additional brakes behind thebuffer on top or below the existing rails using an extra set <strong>of</strong> rails which are installed between the two primarytrack rails.In cases where the kinetic energy is greater than the buffer stop's maximum braking work, additional brakesare installed (See Figure 3.4).For each additional brake there are two arresting devices positioned in parallel and connected to one another.The added brakes are connected to the buffer stop and to each other using joint connection belts – see Figure3.4.When constructing friction buffer stops with additional brakes, it is necessary to ensure the track sectionbehind the buffer is perfectly straight and sufficiently long such that there is enough space for unobstructedbackward movement <strong>of</strong> the buffer stop (braking distance) for the extra distance which is required for theaddition <strong>of</strong> post‐impact arresting devices.For examples <strong>of</strong> friction buffer stops see Appendix C'.The arresting forces <strong>of</strong>fered by buffer stop arresting devices and the added brakes result in the creation <strong>of</strong> pulland torque forces on the track rails. In order to prevent the track rails from rising as a result <strong>of</strong> torque forceswhich are created directly in front <strong>of</strong> the buffer stop, to an extent that may surpass permissible levels, it isnecessary to ensure the friction buffer and added brakes are installed on track rails which are held togetherusing steel pr<strong>of</strong>iles, where the pr<strong>of</strong>ile type is selected according to the type <strong>of</strong> buffer stop and number <strong>of</strong>arresting devices which are installed.The length <strong>of</strong> steel pr<strong>of</strong>iles used for strengthening is divided into the following sections – see Figure 3.5:The front part – 3.5 meters long,Length <strong>of</strong> Buffer stop,Document No.3. Technical Specifications – Appendix 5 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELLength <strong>of</strong> additional brakes,The back part – 0.5 meters long.Figure 3.6 – Hydraulic buffer stopHydraulic buffer stops consist <strong>of</strong> two parts:The back part, which includes the hydraulic system, from which the two arms which are tied to the front partextend. The back part is fastened at the track end to a concrete plate in a rigid manner that does not allowmovement.3.4 HYDRAULIC BUFFER STOPSFigure 3.5 – Length <strong>of</strong> pr<strong>of</strong>ile designated for reinforcement <strong>of</strong> trackSubject to approval <strong>of</strong> Israel Railways, terminal stations which do not <strong>of</strong>fer sufficient distance for gradualbraking <strong>of</strong> trains (braking distance), require installation <strong>of</strong> buffer stops with hydraulic braking systems whichare in fact a type <strong>of</strong> combination between fixed and friction type buffer stops – see Figure 3.6.Hydraulic systems are designed to absorb, in part, the kinetic energy which is released during impact and tostop the train in a gradual manner. For this reason, the extent by which the maximum braking work isdependent on the speed <strong>of</strong> collision and the system length is limited.The front part, which is connected to the two hydraulic arms, is also connected to the track rails. Uponcollision <strong>of</strong> a train with this front part, the hydraulic arms move in the direction <strong>of</strong> the train's travel andgradually slow the train down to a complete stop.3.5 WHEEL STOPSWheel stops are designed for use inside rail yards and garages whenever the track is frequented by a smallnumber <strong>of</strong> trains which are moving or being moved at extremely low speeds.Stop wheels are designed to stop rolling stock, railroad cars, locomotives and other rail vehicles duringshunting.They are installed whenever there is a need to absorb small amounts <strong>of</strong> kinetic energy or when there is notenough space for the installation <strong>of</strong> buffer stops which would have been required for proper absorption <strong>of</strong> thekinetic energy required.Such devices are not designed to absorb high levels <strong>of</strong> energy.Stop wheels are installed onto tracks in pairs, with both devices standing in parallel to one another.Document No.3. Technical Specifications – Appendix 5 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELStop wheels are fastened onto the rails using arresting devices to which they are fastened using screws – seeFigure 3.7.Stop wheels consist <strong>of</strong> three parts:−A collision plate,In tracks carrying passenger trains, on which minimum braking capacity buffers <strong>of</strong> 2,500 kNm areinstalled, impact walls should be designed for compliance with lateral forces <strong>of</strong> 5,000 kN at a collisionheight <strong>of</strong> 1 meter above the tracks rails.The height <strong>of</strong> such end impact walls, as illustrated in Figure 3.8, shall be 1.5 meters [2, 4].−−An underside,An arresting device.Figure 3.7 – Stop wheel with arresting deviceThe braking work <strong>of</strong> stop wheels is relatively low and only works on the train's front axle. For this reason, lightweighttrains are able to rise above the wheel stop and derail <strong>of</strong>f the tracks.3.6 END IMPACT WALLSEnd impact walls are positioned behind buffer stops and are used for the protection <strong>of</strong> people, structures, andother special constructions located in areas with high probability <strong>of</strong> a colliding train which may damage suchstructures, constructions, or even cause injury or fatalities as specified in Chapter 8.In places where end impact walls protect structures which may be destroyed, collapse on top <strong>of</strong> a train, orwhich may potentially result in human casualties, stop walls are implemented in order to push the trainsideways during the collision, thus increasing the distance between the colliding train and structures.The myriad <strong>of</strong> buffer stops and end impact walls constitutes a single train stopping system.End impact walls are categorized into two groups:1) End impact walls for passenger trains inside stations.Figure 3.8: End impact wall <strong>of</strong> passenger train track2) End impact walls for freight trains and trains traveling on secondary lines.In tracks carrying freight trains, in secondary lines or shunting, on which minimum braking capacitybuffers <strong>of</strong> 2,500 kNm are installed, the impact walls are planned for compliance with lateral forces <strong>of</strong>10,000 kN at a collision height <strong>of</strong> 1 meter above the tracks rails.The height <strong>of</strong> end impact walls, as illustrated in Figure 3.9, shall be 2.0 meters.In order to ensure the wall's ability to withstand a collision <strong>of</strong> magnitude that is typical <strong>of</strong> heavy trains,the wall design must take the concrete plate which connects to it into account [2,4].Document No.3. Technical Specifications – Appendix 5 ‐5‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELLonger braking distances require buffer stops with lower brake forces than those <strong>of</strong> shorter braking distance. Itis for this reason that buffers having longer braking distances are more economical.The recommended braking distances for friction buffer stops are as follows:2. Minimum braking distance for passenger trains approaching the track end ‐ 8 meters [1]3. Minimum braking distance for all other train types. ‐ 4 meters [1]4. Recommended maximum braking distance for all train types ‐ 12 meters [1]In special cases, when the 12 meter maximum braking distance recommended for all trains is insufficient, alonger distance <strong>of</strong> 16 meters may be implemented subject to Israel Railways authorization.Recommended wheel stop braking distances ‐ ‐ 1.5 – 2.0 meters [6]Figure 3.9 – End impact wall for freight trainsShortening <strong>of</strong> a track's usable length due to the planning <strong>of</strong> a buffer stop and the required distances must becoordinated with the Israel Railways Operations Division Design Unit.4 BRAKING DISTANCESThe braking distance is defined as the distance which is required in order to ensure the gradual stopping <strong>of</strong> atrain which collides with a friction buffer stop – see Figure 4.1 which illustrates the braking distance.5 COLLISION SPEEDSThe 'collision speed' is defined as the maximum permissible speed in which trains may travel when collidingwith a buffer stop.The arresting forces <strong>of</strong> friction buffer stops are calculated based on the collision speed and weight <strong>of</strong> the train.Collision speeds classification based on train type: Passenger trains .................................................................................................................. ‐ 15 km/h [1] Freight trains ....................................................................................................................... ‐ 10 km/h [1]Where:l w ‐ Maximum braking distancel b ‐ Buffer stop lengthFigure 4.1 – Braking distancel v ‐ The maximum distance intended for placement <strong>of</strong> the device and for ensuring braking distanceIt is necessary to ensure the track section which is within range <strong>of</strong> the braking distance is straight and free <strong>of</strong>any obstacle which may interfere with proper functioning <strong>of</strong> the buffer stop.The track rails must be continuous, without any joints or welds which may cause the rails to bend. The brakingdistance depends on the buffer stop's braking forces.Collision speeds classification based on track type: Mail line trains .................................................................................................................... ‐ 15 km/h [6] Empty passenger trains or fright in shunting ..................................................................... ‐ 10 km/h [6]In order to ensure compliance with maximum train speed limits, Israel Railways operates a signalling systemwhich monitors all train speeds. Israel Railways determines the maximum speed limits at the approach totrack ends, secondary lines, train yards etc. on the basis geometric conditions and current state <strong>of</strong> track.In order to ensure trains stop before hitting the buffer stop located at the track end, it is necessary to install aIndusi System, with the final speed sensor being positioned 25 meters before the buffer stop.In flanks, rail yards, garages and shunting tracks it is not necessary to install an Indusi System for monitoring <strong>of</strong>train speeds unless there is need for additional protection <strong>of</strong> adjacent areas as specified in section 8.Document No.3. Technical Specifications – Appendix 5 ‐6‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELANY COLLISION BETWEEN TRAINS AND BUFFER STOPS IS CONSIDERED A RAIL ACCIDENTIn order to prevent the occurrence <strong>of</strong> accidents involving collisions between trains and buffer stops, aminimum safety distance next to which trains are supposed to stop in the buffer stop approach was set.The minimum safety distances <strong>of</strong> the buffer stop approach are classified based on the type <strong>of</strong> buffer stopused, as detailed below:Stop wheel ................................................................................................................................ ‐ 1 meterFixed buffer stop ..................................................................................................................... ‐ 2 meters7 CALCULATION OF KINETIC ENERGY AND BRAKING WORKThe calculation <strong>of</strong> kinetic energy in trains which run on track rails which have a buffer stop installed on them isconsidered as the first step in the design and selection <strong>of</strong> the correct type <strong>of</strong> buffer stop based on the existingor planned conditions.7.1 KINETIC ENERGYKinetic energy is calculated using the following formula:Friction buffer stop ................................................................................................................. ‐ 5 metersFriction buffer stop with additional brake .............................................................................. ‐ 5 metersHydraulic buffer stop .............................................................................................................. ‐ 7 metersFormula 1: Calculation <strong>of</strong> Kinetic Energy [1]Where:6 GEOMETRIC CONDITIONSHORIZONTAL ALIGNMENTThe angle by which a train collides with a buffer stop influences the manner by which the kinetic energy istransferred to the buffer stop and subsequently to the track rails. Accordingly, correct design <strong>of</strong> the horizontalalignment <strong>of</strong> the track section leading up to the buffer stop is <strong>of</strong> vital importance.The alignment <strong>of</strong> all buffer stop approaches must accordingly have no less than 20 meters <strong>of</strong> straight track(tangent track) before the buffer stop itself.In track ends, it is recommended the length <strong>of</strong> straight track leading up to the buffer stop be greater than thelength <strong>of</strong> the longest train using that track.VERTICAL ALIGNMENTWhen designing buffer stops, it is necessary to take the vertical alignment into account. Tracks having anegative approach gradient (descending) when running in direction <strong>of</strong> the buffer stop increase the kineticenergy released by the trains while tracks having a positive gradient (ascending) decrease it. It is for thisreason recommended:To place buffer stops <strong>of</strong> tracks with a positive approach gradient (ascending) towards the stop.To avoid placing buffer stops in vertical inclinations.In some cases, when there is need <strong>of</strong> protection, in protective flanks and based on field conditions, it may benecessary to examine the type <strong>of</strong> buffer stop based on the analysis <strong>of</strong> various criteria as specified in Section 8,subject to Israel Railways authorization.[kJ] E kin – The kinetic energy <strong>of</strong> the train colliding with the buffer stop,[ton] m ‐ The weight <strong>of</strong> the train colliding with a buffer stop, see Appendix B',For more information regarding the weight <strong>of</strong> rolling stock, it is necessary to coordinate with Israel Railways inorder to obtain data pertaining to the type and weight <strong>of</strong> trains which are owned by Israel Railways and whichmake use <strong>of</strong> the track which is located nearby the planned stop.When calculating the weight <strong>of</strong> passenger trains, it is necessary to add the weight <strong>of</strong> all passengers based onthe maximum capacity <strong>of</strong> each given train.[m/s] V ‐ Collision Speed.The calculation <strong>of</strong> kinetic energy is based on the assumption that the train crashes into the buffer stop withoutany braking whatsoever. For calculated kinetic energy values <strong>of</strong> different train weights and two permissiblecollision speeds ‐ 10 km/h (2.8 m/sec) and 15 km/h (4.2 m/sec) ‐ see Table 1.SPEED(M/SEC)Table 1: Calculated Kinetic Energy Values E [kJ] <strong>of</strong> Colliding TrainsWEIGHT (TONS) OF COLLIDING TRAIN80 120 150 200 250 300 400 500 600 700 800 900 10002.8 m/sec 314 470 588 784 980 1176 1568 1960 2352 2744 3136 3528 39204.2 m/sec 706 1058 1323 1764 2205 2646 3528 4410 5292 6174 7056 7938 8820Document No.3. Technical Specifications – Appendix 5 ‐7‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELWeighted kinetic energy is calculated by multiplying the calculated kinetic energy by the safety coefficient. Thesafety coefficient 'K' is graded on the basis <strong>of</strong> the required level <strong>of</strong> protection and the type <strong>of</strong> trains as follows: For passenger trains .................................................................................................................... ‐ 1.5 [6]The braking work <strong>of</strong> additional brakes which are installed behind buffer stops is calculated using Formula 3which includes reference to the number <strong>of</strong> arresting devices n Z installed and the braking distances <strong>of</strong> eacharresting device in separate. For freight trains and shunting maneuvers in yards ................................................................... ‐ 1.2 [6]For freight trains and shunting maneuvers in yards, when it is necessary to protect various systemswhich are located behind or nearby buffer stops ....................................................................... ‐ 1.5 [6]For freight trains and shunting maneuvers in yards, in cases where there are traffic zones, structuresor residential houses located behind or nearby buffer stops which require protection. ........... ‐ 1.8 [6] For preventing the fall <strong>of</strong> any train or track vehicle into an abyss .............................................. ‐ 2.0 [6]The selection <strong>of</strong> a specific buffer stop type requires compliance with Condition No. 1, when the buffer stop'sbraking energy 'W' is equal to or greater than the maximum weighted kinetic energy E kin * K <strong>of</strong> the varioustrain types using that track:W ≥ E kin * KCondition No. 1 [6, 1]For an example <strong>of</strong> a typical buffer stop calculation, see Appendix D'.7.2 BRAKING WORKThe maximum braking work <strong>of</strong> buffer stops is calculated based on the number <strong>of</strong> arresting devices installed onthe buffer stop and on the additional brakes.The braking work depends not only on the type and braking force <strong>of</strong> the arresting devices, but also on themaximum braking distance permitted.The braking work 'W' <strong>of</strong> friction buffer stops without additional brakes is calculated using Formula 2:Where:n B [‐]‐ No. <strong>of</strong> arresting devicesW = n B * F B * l w [kJ]Formula 2: Calculation <strong>of</strong> Braking Work [1]F B [kN] ‐ The braking force <strong>of</strong> a single arresting device as stated by the manufacturer,l W [m] ‐ Length <strong>of</strong> maximum permissible braking distance.Where:Formula 3: Calculation <strong>of</strong> Braking Work with additional brakes [1]n B [‐] ‐ The no. <strong>of</strong> additional arresting devices.F Bi [kN] ‐ The braking force <strong>of</strong> a single arresting device 'i' based on the braking distance l Wi andmanufacturer <strong>specification</strong>s.l Wi [m] ‐ The length <strong>of</strong> braking distance <strong>of</strong> a pair <strong>of</strong> arresting devices 'I'.The braking work <strong>of</strong> stop wheels is calculated using Formula 2,Where:n B [‐]‐ The No. <strong>of</strong> arresting devices on a single stop wheel.8 CRITERIA FOR THE DESIGN AND PLACEMENT OF BUFFER STOPS8.1 DESIGNING OF BUFFER STOPSWhen designing the type <strong>of</strong> buffer stop required, the following criteria must be taken into account:1) Type <strong>of</strong> train2) Minimum and maximum weight <strong>of</strong> trains running on the given track3) The buffer stop approach gradient4) Frequency <strong>of</strong> trains on the track5) Local conditions such as location <strong>of</strong> structures, pedestrians, etc.6) Location <strong>of</strong> light signals and distances <strong>of</strong> visibility7) Signalling system for control <strong>of</strong> train speeds (Indusi System)8) Permissible collision speedDocument No.3. Technical Specifications – Appendix 5 ‐8‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe buffer stop's braking distanceAssessment <strong>of</strong> existing state <strong>of</strong> track surface, falling leaves and impact <strong>of</strong> weather on brakingVisibility and lighting conditionsBased on the assessment <strong>of</strong> criteria specified in section 8.1, there is a high probability <strong>of</strong> seriousdamage in the event <strong>of</strong> train derailment.There are various critical structures, pillar supported structures, work places, shops or crowdconcentrations within a 5 meter radius around the buffer stop.Information regarding previous train collisionsThe type <strong>of</strong> coupler connecting the railroad carsIsolation <strong>of</strong> track joints and buffer stop electrical systemsTransport <strong>of</strong> hazardous materials and their typeFollowing analysis <strong>of</strong> the above criteria and as required by Israel Railways, the planner shall be required to fillout a Buffer Stop Order Form – Appendix A'.The planner shall be required to submit the form, Appendix A', to the Israel Railways Track and EnvironmentDivision for the purpose <strong>of</strong> placing the order as required.8.2 IN‐STATION BUFFER STOPSThe exact location in which buffer stops are placed constitutes a main criterion when designing the type <strong>of</strong>buffer stop required. When planning buffer stops, the following criteria shall serve as the basis for the design:The type <strong>of</strong> track rails used within range <strong>of</strong> the buffer stop and additional brakes include no joints orwelds which may result in curving <strong>of</strong> the rails. It is necessary to ensure a minimum safety distance <strong>of</strong>3 meters between the buffer stop and the nearest joint.When shunting, there is a chance freight or passenger trains may roll down into an abyss or lowerlevel.Additional safety measures: Construction <strong>of</strong> end impact walls as specified in Section 3.6Improvement <strong>of</strong> lighting conditions in the buffer stop approach.Installation <strong>of</strong> signs displaying distances to the buffer stop.Limitation <strong>of</strong> train speeds when approaching buffer stops.Identification and removal <strong>of</strong> nuisances / obstacles.8.4 IN‐TUNNEL BUFFER STOPSIn terminal station tracks and secondary lines that run through tunnels it is necessary to verify the tunnellength is extended to the required length in accordance with the braking distance specified in Section 4 plus3.0 – 5.0 meters.8.5 TEMPORARY ARRANGEMENTSWithin limits <strong>of</strong> the braking distance, it is necessary to maintain the dynamic vertical clearance <strong>of</strong>trains free <strong>of</strong> all obstacles.Temporary buffer stops which are installed due to various railway works must comply with all <strong>of</strong> the criteriadetailed above.−−It is prohibited to erect new buildings, support elements, or any other structure such sales kiosks,ticket booths and food stalls within the following limits [1, 2]:1. At least 20 meters behind the front end <strong>of</strong> the buffer stop.2. At least 5 meters from each side <strong>of</strong> the track axis.In addition, the following conditions must also be taken into consideration:Duration <strong>of</strong> the temporary worksThe existence <strong>of</strong> work sites or temporary structures behind the buffer stop−3. At least 5 meters behind the front end <strong>of</strong> the buffer stop, at the platform end.Subject to the approval <strong>of</strong> Israel Railways, waivers <strong>of</strong> these distances shall be allowed in stations or tracksections in which a signalling system is used for monitoring train speeds.8.3 SPECIAL AREASAreas in which the integration <strong>of</strong> additional safety measures must be considered are those special areas inwhich the following conditions are met:Based on the assessment <strong>of</strong> criteria specified in section 8.1, there is a high probability <strong>of</strong> derailment.Document No.3. Technical Specifications – Appendix 5 ‐9‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL9 BUFFER STOP REQUIREMENTS9.1 ADJUSTMENT OF BUFFER STOPS FOR ROLLING STOCK BUMPERSAll types <strong>of</strong> rolling stock used by Israel Railways are equipped with front end bumpers. The position and heightin which the bumpers are installed depends on the type <strong>of</strong> rolling stock in question.Bumper height is defined as the vertical distance from the track rails to the center <strong>of</strong> the bumper plate.Israel Railways operates rolling stock having one <strong>of</strong> two bumper heights:Side height ...................................................................................................................... 1,060 ± 20 mmCenter height .................................................................................................................... 865 ± 10 mmWhen designing buffer stops, the height and position <strong>of</strong> rolling stock bumpers must be taken into account forany one <strong>of</strong> the following cases:All light reflectors must be red‐white in color and have the following dimensions:Paint strip width .......................................................................................................................... ‐ 10 cmMinimum paint strip height ........................................................................................................ ‐ 20 cmIn cases where the buffer stop shape does not allow the installation <strong>of</strong> light reflectors as specified above, it isnecessary to install the reflectors such that they maintain the principle and order <strong>of</strong> colors in similardimension proportions.The intensity by which light is reflected must ensure complete identification <strong>of</strong> the buffer stop by all rollingstock drivers.The material from which the reflectors are made must be <strong>of</strong> third generation Diamond Grade that isspecifically designed for signs, with the highest possible light reflection, in full compliance with all IsraeliStandard SI 2247 Grade 02 requirements.Excluding the following cases, all buffer stop lighting fixtures must be red in color.When different types <strong>of</strong> rolling stock use the same rail it is necessary to design the buffer stops suchthat they comply with both heights.When only a single rolling stock type uses a given track, there is no need to design the buffer stopfor both heights.1) When the buffer stop is placed at the end <strong>of</strong> a shunting rail.2) When the red light may confuse rolling stock drivers who are driving on nearby tracks.In both cases it is permitted to install white lighting fixtures [5].9.2 BUFFER STOP MARKINGSThe position in which buffer stops are installed must ensure proper visibility and clear identification <strong>of</strong> thestop by all train drivers. For this reason it is necessary to install a red lighting fixture and bright‐colored lightreflectors on the front side <strong>of</strong> the buffer stop – see example in Figure 9.1.9.3 BUFFER STOP COLORBuffer stops must be galvanized and colored in silver‐gray RAL 9023 color shade or any other color approvedby the customer.Paint shall be applied in two coats – primer and cover coat.The cover coat must possess the following properties:High external durability.High resistance to UV radiation.Long‐term preservation <strong>of</strong> color shade and shine (many years).High resistance to corrosive industrial environments.High resistance to wear / fragmentation.Figure 9.1 ‐ Marking <strong>of</strong> buffer stops with light reflectorsDocument No.3. Technical Specifications – Appendix 5 ‐10‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL10 BUFFER STOP RISK ASSESSMENTS10.1 DEFINITION OF RISKS TO WHICH BUFFER STOPS ARE EXPOSEDBuffer stops are devices which are designed to play an important role during incidents involving the collision<strong>of</strong> trains. When assessing their performance, it is necessary to take the following criteria into account:Risk <strong>of</strong> injury to bystanders.Risk <strong>of</strong> damage to nearby structures.Type and state <strong>of</strong> buffer stop.Information regarding previous collisions.All risk assessments must account for the range <strong>of</strong> incidents involving derailing <strong>of</strong> trains during low speedtravel ‐ which may result in light damages only ‐ and during higher speed travel which is less likely but wouldprobably result in devastating damages.Based on the model developed by 'Rail Safety & Standards Board Limited, London' which is described inDocument GC/RC5633 [3], a set <strong>of</strong> risk assessment criteria which determine a weighted coefficient forhazardous events which buffer stops may experience once per hundred years has been defined.Based on the value <strong>of</strong> the weighted coefficient for hazardous events which buffer stops may experience onceper hundred years, various activities which are required for the reduction <strong>of</strong> risk are determined in accordancewith Section 10.3.The Risk Assessment Model serves as an aid to planners and maintenance crews when determining bufferstop placement conditions and maintenance levels.An example for definition <strong>of</strong> a buffer stop risk coefficient is presented in Appendix E'.10.2 CALCULATION OF WEIGHTED COEFFICIENTS (TABLE 2)The weighted coefficient for a hazardous event per buffer stop per 100 years relies on the weighting <strong>of</strong> variousparameters such as the buffer stop type and location, the frequency <strong>of</strong> traveling trains, the type <strong>of</strong> rollingstock in question etc., as defined in Table 2.The combined train type coefficient – which specifies the type <strong>of</strong> trains approaching.The combined coefficient for areas behind the buffer stop – which specifies the areas locatedbehind the buffer stop.The average number <strong>of</strong> trains approaching the buffer stop per day may be obtained from the OperationsPlanning Branch <strong>of</strong> the Israel Railways Operations Division.The average number <strong>of</strong> passengers on each approaching train may be obtained from the Israel RailwaysPassengers Branch or by calculated assessment using the maximum capacity <strong>of</strong> all rolling stock types.All weighted coefficients shall be calculated by choosing the correct categories <strong>of</strong> each influencing factor asspecified in Tables 3 and 6.In cases where it is not possible to properly assess category coefficients, it shall be necessary to assess themby interpolation based on predefined coefficient values <strong>of</strong> the given category.The general weighted risk coefficient is calculated by multiplying the number <strong>of</strong> trains approaching per day bythe average number <strong>of</strong> passengers per train and by the integrated coefficients calculated in Tables 3, 4, 5, and6.The risk index is the value derived from the RSSB's Safety Risk Model which was developed by the Rail Safetyand Standards Board, London, and is required in order to calculate the weighted coefficient for a hazardousevent per buffer stop per 100 years.The weighted coefficient for a hazardous event per buffer stop per 100 years is calculated by multiplying therisk index by the general weighted risk coefficient.The weighted coefficient for a hazardous event per buffer stop per 100 years is the sum <strong>of</strong> all categorycoefficients.10.2.2 INTEGRATED COLLISION POTENTIAL COEFFICIENTS (TABLE 3)The integrated collision potential coefficient is obtained by multiplying the weighted risk coefficients <strong>of</strong> theinfluencing factors.Listed below are several clarifications for the calculation <strong>of</strong> influencing factor values:When calculating the weighted coefficient for a hazardous event per buffer stop per 100 years the followingcoefficients must be multiplied:Average number <strong>of</strong> trains approaching the buffer stop.Average number <strong>of</strong> passengers on trains approaching the buffer stop.The integrated coefficient <strong>of</strong> the potential for collision – which specifies collision incidents.A list <strong>of</strong> all collisions in which buffer stops were involved may be obtained from the Israel RailwaysSafety Inspection Branch.Among other things, post‐collision changes include plans for improvement <strong>of</strong> driver training,infrastructure and maintenance.The definition <strong>of</strong> buffer stop approach speed limits is carried out based on the buffer stop type andposition.Integrated buffer stop coefficient – which specifies the physical state <strong>of</strong> the buffer stop.Document No.3. Technical Specifications – Appendix 5 ‐11‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELExample <strong>of</strong> driver nuisances – advertising billboards, trees, and any other nuisance which mayinterfere with the driver's attention.Selection <strong>of</strong> the coefficient is based on Israel Railways ‐ Safety, Security and Environment Divisiondata regarding the state <strong>of</strong> rail surfaces and fallen leaves.A safety system including an Indusi System for monitoring <strong>of</strong> train speeds.The assessment <strong>of</strong> coefficients for structures which are not defined in the list shall be carried out bytaking the number <strong>of</strong> people located inside the building into account and calculating anintermediate value based on the coefficients specified in the Table.10.2.3 INTEGRATED BUFFER STOP COEFFICIENTS (TABLE 4)The integrated buffer stop coefficient is obtained by multiplying the weighted risk coefficients <strong>of</strong> allinfluencing factors.Listed below are several clarifications for calculating influencing factor values:In the event the repair is required for improvement <strong>of</strong> safety level, it must be implemented on animmediate basis.When assessing risks, it is necessary to specify the urgency for immediate execution <strong>of</strong> the requiredrepair.10.2.4 INTEGRATED TRAIN TYPE COEFFICIENTS (TABLE 5)The integrated train type coefficient is obtained by multiplying the weighted risk coefficients <strong>of</strong> all influencingfactors.10.3 UNDERTAKINGS FOR REDUCTION OF RISK LEVELSRisk Assessment Systems determine the value <strong>of</strong> the weighted coefficient for a hazardous event per bufferstop per 100 years. It is according to this coefficient that various tasks which are required for lowering the risklevel, as specified in Table 7, are determined.10.4 REASSESSMENT OF RISKA reassessment <strong>of</strong> buffer stop risks shall be carried out for each planned and existing device within 10 years.Pursuant to Israel railways instructions or following infrastructure changes in the buffer stop and/or itsimmediate environment, it shall be necessary to conduct a reassessment <strong>of</strong> the buffer stop risk.Inter alia, changes which may influence the risk assessment include the following:A change in track layoutA change in the type <strong>of</strong> trains using the trackListed below are several clarifications for calculating influencing factor values:Data regarding the type <strong>of</strong> rolling stock entering the track may be obtained from the Israel RailwaysOperations Planning Branch – appendix B'.Full conformity is achieved when the height <strong>of</strong> the buffer stop head corresponds with the height <strong>of</strong>the train bumpers.Partial conformity is achieved when the height <strong>of</strong> the buffer stop head corresponds with the height<strong>of</strong> the train bumpers but the train is equipped with a coupling device for connection <strong>of</strong> railroad cars.A change in the number <strong>of</strong> trains using the trackA change in approach speedA Railway Signaling and Indusi SystemA change in usage <strong>of</strong> areas located behind buffer stopsThe addition <strong>of</strong> structures or supports behind buffer stopsNo conformity is achieved when the height <strong>of</strong> the buffer stop head does not correspond with theheight <strong>of</strong> the train bumper.10.2.5 INTEGRATED COEFFICIENTS FOR AREAS LOCATED BEHIND BUFFER STOPS (TABLE 6)The integrated coefficient for areas located behind buffer stops is obtained by summing up the product <strong>of</strong> allweighted risk coefficients which are influenced by public/work‐team characteristics and the product <strong>of</strong> allweighted risk coefficients which are influenced by structure characteristics.Listed below are several clarifications concerning the calculation <strong>of</strong> influencing factors:All crowd values are based on the number <strong>of</strong> people situated in the area behind the buffer stop,excluding all persons located inside buildings.Document No.3. Technical Specifications – Appendix 5 ‐12‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE 2: ASSESSMENT OF BUFFER STOP COLLISION RISKHazardous Event Weighting CoefficientRisk CategoryAverage No. <strong>of</strong> TrainsApproaching Per DayAverage No. <strong>of</strong>Passengers perApproaching TrainIntegrated CollisionPotential Coefficient– See Table 3Integrated BufferStop Coefficient– See Table 4Integrated Train TypeCoefficient– See Table 5Integrated Coefficientfor Areas LocatedBehind Buffer Stops– See Table 6General WeightedRisk CoefficientRisk IndexWeighted coefficientfor a hazardous eventper buffer stop per 100yearsIncidents without seriousimplications on buffer stops / rollingstock when crossing safety distancesX X X X X No = X3.9 * 10 ‐6 =Risk to Train Passengers+Incidents having serious implicationson buffer stops / rolling stock whencrossing safety distancesX X X X X No = X7.0 * 10 ‐6 =+Risk to public,passengers, staff locatedin areas behind bufferstopsIncidents having serious implicationson buffer stops when crossing safetydistancesIncidents without seriousimplications on buffer stops / rollingstock when crossing safety distancesX No X X X X No = XX No X X X X No = X8.1 * 10 ‐‐5 =9.9 * 10 ‐5 =+Incidents having serious implicationson buffer stops / rolling stock whencrossing safety distancesX No X X X X No = X2.7 * 10 ‐4 ==Document No.3. Technical Specifications – Appendix 5 ‐13‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE 3: ASSESSMENT OF INTEGRATED COLLISION POTENTIAL COEFFICIENTTABLE 4: ASSESSMENT OF INTEGRATED BUFFER STOP COEFFICIENTFactors Influencing Chance forCollisionsCategoryWeighted RiskCoefficientAssessedValueFactors Influencing Buffer Stop RiskCoefficientsCategoryWeighted RiskCoefficientAssessedValueNo previous collision incidents during past 5 years or majorchanges implemented since last collision.0.8Buffer stop typeFixed (Concrete, Steel) 1.8Energy absorbing (friction, hydraulic) 0.8Information regarding previouscollisionsStandard safety distance beforebuffer stopLongitudinal gradient <strong>of</strong> buffer stopapproachSpeed limit nearby buffer stopOne single collision during past 5 years without major changesfollowing the collision.More than one collision during past 5 years without majorchanges following the collisions.X2.010.0> 10 meters 0.85‐10 meters 1.0< 5 meters 1.5XX1.21.01.110 k/h 0.820 k/h 1.030 k/h 1.1Buffer stop ageFrequency <strong>of</strong> InspectionsCondition <strong>of</strong> buffer stop, track andtrack jointsIntegrated energy absorbing (friction + hydraulic) 0.6X< 10 years 0.810 ‐ 30 years 1.0> 30 years 1.5X6 months 0.81 year 1.02 years 1.5XNo repair required before next inspection 1.0Repair required within 3 months 1.5Repair required within 1 month 2.0Immediate repair required 4.0=40 k/h 1.250 k/h 2.0Integrated Buffer Stop CoefficientXVisibilityDirect Approach. Proper lighting 1.0Curved approach or insufficient lighting 1.2XMarkings <strong>of</strong> distances to buffer stopduring approachYes 0.9No 1.0XDriver nuisancesNo possible nuisances exist 1.0Possible nuisances exist 1.1XState <strong>of</strong> track surfaceNo pro<strong>of</strong> <strong>of</strong> possible adhesion problems 1.0Pro<strong>of</strong> <strong>of</strong> possible adhesion problems 1.2=Integrated Coefficient for Potential CollisionDocument No.3. Technical Specifications – Appendix 5 ‐14‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELTABLE 5: ASSESSMENT OF INTEGRATED TRAIN TYPE COEFFICIENTFactors Influencing Buffer Stop Risk CoefficientsCategoryWeighted RiskCoefficientAssessedValueFactors Influencing Buffer Stop RiskCoefficientsCategoryWeighted RiskCoefficientAssessedValueEnd impact wallsYes 0.1No 1.0Passenger train with push locomotive 1.6+Type <strong>of</strong> rolling stockPassenger train with pull locomotive 1.4Freight train with push locomotive 0.9Freight train with pull locomotive 0.8XExisting structures in areas located behindbuffer stopsNone 0Walking trail 1Office areas 3Commercial areas 5Conformity between rolling stockand buffer stopFull conformity 0.8Partial conformity 1.2Non‐conforming 1.5Support structures (piles) 10X< 10 meters 1.0=10 ‐ 20 meters 0.5Integrated Train Type CoefficientStructuresDistance from existing structures to frontend <strong>of</strong> buffer stop20 ‐ 30 meters 0.230 ‐ 50 meters 0.150 ‐ 100 meters 0.01TABLE 6: ASSESSMENT OF INTEGRATED COEFFICIENT FOR AREAS BEHIND BUFFER STOP> 100 meters 0.0XFactors Influencing Buffer Stop Risk CoefficientsCategoryWeighted RiskCoefficientAssessedValueTrain protection systemYes 1.0No 1.04XGathering point for public and/or workteams in areas behind buffer stopsNone 0Low crowd concentration <strong>of</strong> 1‐2 people onaverageMedium crowd concentration <strong>of</strong> 3‐10 people onaverage12End impact wallsIntegrated Coefficient for Areas Behind Buffer Stops=Yes 0.1No 1.0High crowd concentration > 10 people on average 5XPublic / Work TeamDistance <strong>of</strong> crowd concentrations areasfrom front side <strong>of</strong> buffer stop< 10 meters 1.010 ‐ 20 meters 0.520 ‐ 30 meters 0.230 ‐ 50 meters 0.150 ‐ 100 meters 0.01> 100 meters 0.0XTrain Protection SystemYes 1.0No 1.04XDocument No.3. Technical Specifications – Appendix 5 ‐15‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELValue <strong>of</strong> Weighted Coefficientfor Hazardous Event per BufferStop per 100 YearsTABLE 7: RECOMMENDATIONS FOR EXECUTION OF TASKS TO REDUCE RISK LEVEL< 0.03 ‐ Minor means at low cost0.03 ‐ 0.150.15 – 0.3> 0.3Means for Reduction <strong>of</strong> Risk Level1.1.1. Change in buffer stop conditions based on criteria specified in Table 3:‐ Reduction <strong>of</strong> speed limit in buffer stop approaches to 30 km/h or less‐ Improvement <strong>of</strong> lighting systems in buffer stop approaches‐ Removal <strong>of</strong> any driver nuisances‐ Implementation <strong>of</strong> means for improvement <strong>of</strong> track surface condition1.1.2. Change in maintenance conditions based on criteria specified in Table 4:‐ Increase in the number <strong>of</strong> inspections carried out to at least once a year.‐ Implementation <strong>of</strong> all required repairs within 1 month1.1.3. Significant changes in buffer stop conditions based on criteria specified in Table 3:‐ Reduction <strong>of</strong> speed limit in buffer stop approaches to 25 km/h or less‐ Improvement <strong>of</strong> lighting systems in buffer stop approaches‐ Removal <strong>of</strong> any driver nuisances‐ Implementation <strong>of</strong> means for improvement <strong>of</strong> track surface condition1.1.4. Change in maintenance conditions based on criteria specified in Table 4:‐ Increase in the number <strong>of</strong> inspections carried out to at least once every 6 months.‐ Immediate implementation <strong>of</strong> all required repairs.1.1.5. Implementation <strong>of</strong> required tasks for reduction <strong>of</strong> the aforementioned risk levels.1.1.6. If the weighted coefficient value remains at a constant level <strong>of</strong> above 0.3, it shall benecessary to consider execution <strong>of</strong> the following tasks based on costs involved.‐ Increasing <strong>of</strong> safety distance as specified in Section 4 (and Table 3)‐ Improvement <strong>of</strong> buffer stop type (Table 4)‐ Relocation <strong>of</strong> buffer stop in order to increase the distance to crowd concentrationslocated in areas behind the buffer stop (Table 6).‐ Implementation <strong>of</strong> an Indusi System for monitoring <strong>of</strong> train speed during approach (Table6)‐ Erection <strong>of</strong> end impact walls (Table 6)‐ Relocation <strong>of</strong> existing structures which are located behind buffer stops (Table 6)11 LIST OF PLACE ‐ MARKERSa) German Standard DS 800 01b) British Standard; GC/RT 5033; Terminal Tracks‐requirements for Buffer Stops, Arresting Devices andImpact Walls, Issue 2, December 2007c) British Standard GC/RC 5633 Recommendations for the Risk assessment <strong>of</strong> Buffer Stops, ArrestingDevices and End Impact Walls, Issue 2, December 2007d) UIC CODE 777‐2, Structures built over railway lines ‐ Construction requirements in the track zone. 2ndedition, September 2002e) British Standard GK/RT 0031 ‐ Lineside signals and Indicators, Issue 4, February 2002f) Austrian standard DV B 5312 LIST OF APPENDICESAppendix A':Appendix B':Appendix C':Appendix D':Appendix E':Appendix F':Buffer Stop Order FormPassenger Trains and Locomotive TypesBuffer Stop ExamplesBuffer Stop Calculation ExampleExample for Preparation <strong>of</strong> Buffer Stop Risk CoefficientFixed Concrete Buffer Design SchemeDocument No.3. Technical Specifications – Appendix 5 ‐16‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 6. TEMPORARY COMMUNICATION DUCTSDocument No.3. Technical Specifications – Appendix 6

Document No.3. Technical Specifications – Appendix 6NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 7. ISR MILESTONESDocument No.3. Technical Specifications – Appendix 7

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NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications – Appendix 7 ‐4‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 8. SAFETY FENCE IN STATIONSDocument No.3. Technical Specifications – Appendix 8

Document No.3. Technical Specifications – Appendix 8NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIEL

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 9. GENERAL REQUIREMENTS FOR THE PRELIMINARY PLANNING OF A SLAB TRACKDocument No.3. Technical Specifications – Appendix 9

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NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 10. SLAB TRACK REQUIREMENTS FOR SIGNALLINGDocument No.3. Technical Specifications – Appendix 10 ‐1‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications – Appendix 10 ‐1‐

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NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELDocument No.3. Technical Specifications – Appendix 10 ‐3‐

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELAPPENDIX 11. TUNNEL SYSTEM SPECIFICATIONSDocument No.3. Technical Specifications – Appendix 11

NETIVEI ISRAEL – NATIONAL TRANSPORT INFRASTRUCTURE COMPANY LTDDETAILED DESIGNRAILWAY LINE AKKO – CARMIELThe Technical Specifications for Tunnel Systems are included within Annexe 16 <strong>of</strong> this Detailed Design.Document No.3. Technical Specifications – Appendix 11 ‐1‐