BNSF RAILWAY COMPANY

GUIDELINES FOR INDUSTRY

TRACK PROJECTS

Engineering Services
Track & System Design
2600 Lou Menk Drive, Fort Worth, TX 76131

July 2023

July 2023 1
 Design Guidelines for Industry Track Projects

July 2023

Table of Contents Page

1. General Procedure for Industrial Track Projects 4

2. Standards for Industrial Trackage (Non-Unit) 7

3. Standards for Unit Train/Loop Facilities 12

4. Survey and Plan Requirements 17

5. Specifications for Construction of Industrial Trackage by Private Contractor 23

6. Track Inspection Acceptance Checklist 31

7. Requirements for Working on BNSF Right of Way 32

Appendix List Page

Procedures for Continuous Welded Rail in Industry Tracks A-1 -11

Preliminary Conceptual Sketch Example A-12

Standard Sections for Industry Track A-13 – 15

Standard Turnout Pad For Industry Tracks A-16

Earthen Bumper Details A-17

No. 9 Turnout Plan and Geometry A-18 – 23

No. 11 Turnout Plan and Geometry A-24 – 29

No. 15 Turnout Plan and Geometry A-30 – 35

Double Switch Point Derail (16'-6") A-36

July 2023 2
Appendix List (cont.) Page

Switch Stand with 30 Degree Handle A-37

Switch Stand Targets A-38

Sliding Derail with Crowder A-39

Derail Sign A-40

Road Crossings A-41 – 43

Clearance Requirements and Sign A-44 – 46

Vertical Curves A-47 – 48

Underground Cable Locate Form A-49

Point of Switch and Derail Stake-out Guidelines A-50

Receipt of Design Guidelines A-51

July 2023 3
1. General Procedure for Industrial Track Projects

The purpose of this chapter is to guide the process for the development of industry tracks and facilities. Build-
ins and tracks other than industrial need to follow BNSF’s Main Line Design Guidelines for Track Projects.

1.1. Industrial Site Types: BNSF Customers should be familiar with the various site location options that
are covered by these guidelines.

1.1.1. LOGISTICS PARKS

Warehouse and distribution space located at BNSF intermodal facilities. The BNSF Logistics Park
strategy uses an intermodal hub to anchor distribution centers nearby, enabling us to partner with
trucking companies and ocean carriers and provide streamlined supply chain solutions that connect
manufacturers and retailers to their markets.

1.1.2. LOGISTICS CENTERS

BNSF-owned industrial parks that offer direct rail service. Logistics centers offer direct-rail service
in multi-customer, multi-commodity business parks. These sites are rough-graded for commercial
viability and ready for the customer to finish grade and construct their facilities.

1.1.3 CERTIFIED SITES

Private parks ready for development along our network and verified by a vigorous review process.
BNSF's Site Certification Program identifies optimal rail-served sites and conducts in-depth reviews
of ten economic development criteria to determine if the site meets BNSF’s stringent readiness
standards, which are intended to minimize development risks customers may face.

1.2. Customer will contact BNSF’s Economic Development (ED) representative. Contact information
can be found at https://www.bnsf.com/ship-with-bnsf/rail-development/build-rail-served-
facility/.

1.3. After contacting the BNSF ED representative, the customer will be asked to provide a conceptual
layout for the project. This layout should include property boundaries, existing buildings and roads,
and a general location of where the proposed tracks will be located.
BNSF will consider the feasibility of constructing the project at the desired location along with
operating issues related to product origins and destinations. BNSF will prepare a scaled track layout
(project schematic) based on the customer’s concept to ensure the desired operation meets design
standards. The project schematic will identify both BNSF’s and the customer’s scopes of work, and
then be shared with the Customer (see Appendix, page A-12 for an example). After BNSF approval
of the opportunity (New Business Review) the customer will be provided a cost estimate for BNSF’s
track and signal work.

1.4. The Customer may use a designer or contractor of its choice to prepare the track plans. Survey on
BNSF right-of-way will require the application of a temporary occupancy permit (see “Requirements
for Working on BNSF Right of Way”). The project schematic should be used as a guide for preparing
the industrial track plan. Plans should be complete with all the items in the “Final Track Plan
Checklist” included. Questions concerning these guidelines should be directed to the BNSF
Engineering representative. Customers are encouraged to reference this document, including
standard plan drawings, in the construction specifications. BNSF Engineering will review and
approve the track design, and if there are significant changes from the original project schematic,
the plan may need to be reviewed by other BNSF departments.

1.5. BNSF Engineering will communicate directly with the Customer regarding any plan revisions. Any

July 2023 4
 revisions will be documented on the prints and communicated in writing to the Customer. BNSF
Engineering will notify ED when the industrial track plan has been reviewed and approved.

1.6. BNSF Engineering will prepare a cost estimate, chargeable to the Customer, which includes BNSF’s
portion of track and signal construction, as well as an appropriated amount for an
Inspector/Coordinator for construction monitoring purposes. The cost estimate does not include
flagging charges as they can vary significantly based on the approach adopted by the customer’s
contractor. In general, BNSF will construct from point of switch to the 14-ft clearance point for
manual switches, and from the point of switch to just beyond the power derail and the approach
signal for powered switches. The Inspector/Coordinator will serve as a BNSF representative related
to grading on BNSF R/W, utility drops, turnout installation schedules and customer track
construction inspection.

1.7. Upon receiving the Firm Bid Cost Estimate, ED will present the formal industrial track package,
including all agreements and cost proposal, to the Customer for consideration.

1.8. Upon Customer's acceptance of the proposal (check, fully executed agreements, and submittal of
the final plans) ED will notify all concerned the project has been approved and funded.

1.9. The final plans must be approved by BNSF Engineering prior to the execution of the contractor’s
right of entry, which limits when work can start on BNSF property. Materials for BNSF’s portion of
the project are then ordered, work scheduled, and construction completed, which can take up to
27 weeks. Customers should note that turnout construction pads must be completed 6 weeks or
more (dependent on territorial restrictions) before the target construction completion timeline to
allow time to deliver, assemble, and install the turnout at the designed location.

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 Following is the timeline for a typical industry track project:

STAGE ACTIVITY START END TIMELINE

1 New opportunity Conceptual layout Conceptual layout 1 week
conceptual layout request request received delivered to ED Mgr.
2 New Business Review NBR created NBR completed 2 weeks
(internal BNSF assessment)

3 Project schematic approval & NBR completed BNSF cost estimates 9 weeks
cost estimate preparation notification completed
4 Customer acceptance Proposal letter sent Check deposited 9 weeks
& payment
5 Request for capital Check deposited AFE approved 3 weeks
/ CPAR approved
6 Track & signal materials AFE approved Track and signal 17 weeks
ordered and delivered material
delivered
7 Track & signal construction Customer Track and signal 13 weeks
agreements & construction
contracts executed complete
8 Engineering & Construction Final customer track Actual project in 2 week
complete inspection service date entered
completed in ESI
9 Customer moves cars Actual project in CDI, CRF & Credit 1 week
into facility service date entered complete
Project Closeout in ESI
Total Engineering and 57 weeks
Construction timeline

July 2023 6
 2. Standards for Industrial Trackage (Carload, or Non-Unit Facilities)
2.1 Roadbed: Roadbed and ballast section for industrial trackage shall conform to the special roadbed
section (see Appendix, page A-13), and to the ballast material requirements on page 27.

2.2 Curvature: Usual maximum degree of curve for tracks operated on and/or maintained by BNSF shall not
exceed 10° (574.69' radius). All curves are defined using the chord definition. Minimum tangent
lengths between reversing curves must meet AREMA Chapter 5, Table 5-3-11. No turnouts
(switches) can be placed in a curve.
Curves exceeding 10⁰ will require review and approval from BNSF Engineering. Such curves may
require mitigation measures, at BNSF’s discretion:

Carload, or Non-Unit Facilities

Curvature < 7⁰30' 7⁰30' to <10⁰ 10⁰ to 14⁰30' > 14⁰30'
Mitigation(s) None; premium Premium Fasteners Premium Fasteners No cars longer than
Required fasteners 85'
preferred Tie integrity: Class 3 Premium Fasteners
tie condition
Rail size per BNSF EI Tie integrity: Class 5
Table 6-2 tie condition
Tie plate cutting/rail
seat abrasion per
BNSF EI 7
Rail wear per BNSF
EI 6 Table 6-1

Rail size per BNSF EI

6 Table 6-2

Optional:
Gage face
lubrication
Top of rail friction
modifier

2.3 Profile Grade: Track profile grades shall be limited to a maximum of 1.5%.

2.4 Vertical Curves: Vertical curves must be provided at break points in profile grade. The rate of change
shall not exceed 2.0 in summits or sags. Vertical curves shall not extend into limits of turnout switch
ties. See Appendix, pages A-47 and A-48 for BNSF's standard for vertical curves.

2.5 Track: Recommended rail section is 115-lb. or greater. See Page 26 for further information on rail
sections. Hardwood ties shall be new 7” X 8” (No. 4) or 7” X 9” (No. 5), 8’-6” long, placed on 21.5"
centers with a 6” ballast section. Rail anchorage shall be provided at a minimum rate of 16 anchors
per 39' panel. Continuous welded rail (CWR) shall be box-anchored every other tie. Concrete ties
can be spaced at 28” center to center with an 8” ballast section. CWR is recommended when using
concrete ties. M-8 steel ties (8mm or 5/16” section) can be used in non-unit facility tracks and are
spaced at 24” centers with 8” ballast section.

July 2023 7
 2.6 Turnouts: All main line, controlled siding and passing track turnouts will be a minimum new No. 11-
141 lb. and include either a spring-rail frog or a rigid, railbound manganese frog, as specified by
BNSF Engineering. For other turnouts maintained by BNSF, the size and weight will be determined
dependent upon the transportation commodity, with a No. 11-141 lb. recommended, and a No. 9 -
115 lb. as the minimum (see Appendix, pages A-18 to A-35). Main line turnout switch ties shall be
new and hardwood. All mainline, controlled siding and passing track turnouts and trackage are to
be placed by BNSF personnel out to the 14' clearance point.
Mainline, controlled siding and passing track turnouts will require the placement of a construction
pad alongside the track to allow assembly of the turnout, with no disruption to traffic. After the
turnout is assembled, a track window is obtained to remove the trackage and insert the turnout. An
example of a construction pad is shown in the Appendix on page A-16. For turnouts placed off of
BNSF property and/or maintained by the Customer, and operated by BNSF, the recommended
minimum is a No. 9 - 115 lb. All switch stands need to include a "30 Degree" handle (see Appendix,
page A-37), and a target with alternating green and yellow colors indicating switch position (page A-
38).
Switch heaters are required for mainline turnouts where snow and ice present operational
challenges. If a power turnout requires a switch heater, the power derail will require one also. The
cost estimate will include installation of the switch heaters when required.
Mainline turnouts must be placed at least 200 feet from the end of a mainline curve. Industry
turnouts within the facility must be placed at least 50 feet from the end of any curve.
Minimum tangent lengths from PT of equivalent turnout curve to any curve at the heel end of a
turnout shall not be less than AREMA Chapter 5, Table 5-3-11

2.7 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or industrial lead.
Derails protecting mainline tracks and controlled sidings shall be double switch point or sliding derail
with crowder (see BNSF Standard Plan 2400) and installed so that the derailed car is directed away
from BNSF trackage. Use of sliding derails must be approved by the Division GM.
A power derail is required when the mainline turnout is powered, and BNSF will install track and
signal from the point of switch to the insulated joints just beyond the power derail. Derails
protecting mainline tracks shall be placed a minimum of 100 feet behind the 14' clearance point
and placed on tangent track where possible. Derails protecting other-than-mainline tracks shall be
placed a minimum of 50 feet behind the 14' clearance point and placed on tangent track where
possible. The type of derail and actual location may be determined by BNSF Operating Department
requirements. A “Derail” sign needs to be placed next to the derail, BNSF Standard 3028 or
otherwise approved.

2.8 Structures: Bridges, drainage structures, track hoppers, retaining walls, etc. shall be designed to
carry Cooper E-80 live load with diesel impact. Structures shall be designed per American Railway
Engineering and Maintenance of Way Association (AREMA) Manual chapters 1, 7, 8, or 15 as
applicable, and designed by a licensed engineer. See AREMA standards for unloading pits (Chapter
15, Section 8.4). All structural plans will need to be reviewed and accepted by BNSF Engineering.
Gratings covering open pits must be bolted in place.
If a project creates the need for existing structures (including BNSF’s structures) to be modified, the
modifications shall be accounted into the customer’s scope of work of the project, subjected to
BNSF’s review and approval. For drainage related structures, additional information is included in
“Culverts” section within the “Specifications for Construction of Industry Trackage by Private
Contractor” chapter.

2.9 Road Crossings: The standard for a road crossing surface installed and maintained by the BNSF is

July 2023 8
 concrete plank (for 141-lb. rail) placed on 10-ft. switch ties. Also, ten each 10-ft. switch ties are
placed on both ends of the crossing, replacing any standard crossties. For crossings installed and
maintained by the Customer, a concrete plank is recommended, with a wood plank surface as
acceptable (see Appendix, pages A-41 to A-43).

2.10 Clearances: BNSF will adhere to the "Clearance Requirements by State," BNSF Dwg. No. 2509, Sheet
No. 2 (see Appendix, page A-44) for each state. If a state does not have its own clearances, the
"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see Appendix, page A-
45) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature.
All effort should be made to provide adequate clearances. In the event clearances cannot be
provided for as prescribed, warning signs will be installed and they must be illuminated at night (see
Appendix, page A-46). Any clearances not meeting State or BNSF requirements must be reviewed
and approved by BNSF Engineering.
All loading/unloading equipment that fouls the clearance envelope during operation must positively
lock in a non-fouling position when not in use.
All new tracks constructed will maintain a minimum distance of 25 feet for track centers from any
main track, controlled siding or passing track. New tracks adjacent to other tracks will maintain a
minimum distance of 14 feet for track centers.
At road crossings the set-back distance for storing rail cars on multiple adjacent tracks (track centers
less than 25') is 250 feet from the edge of roadway. For single tracks, the setback distance varies for
each state and is regulated by the states' appropriate agencies, but 150 feet from the edge of
roadway is the minimum. However, operating conditions may require greater distances.

2.11 Walkways: Walkways on bridges and adjacent to switches and trackage are governed by the
appropriate State Public Service Commission, Railway Commission, or other State and/or Federal
agencies. However, the example on page A-11 depicts requirements for most states. Walkway ballast
shall be BNSF Class 2 (AREMA Size 5) and no larger than 1” in size (ballast gradation shown on page
24).

2.12 Signals and Utility Service: Customer shall provide electrical service to BNSF property should the
proposed trackwork require power for the signal facilities. The requirement and locations will be
identified by BNSF Engineering and communicated to the customer. If the service will include
providing power to one or more switch heaters, a minimum of 200 Amp, Single Phase, 120/240-volt
service, with meter socket and service disconnect is required. The service disconnect shall be a
minimum of 200 amp, 2 pole breaker by either Cutler Hammer or Square D (QO style), with the
meter socket requirement as per the power company specifications. No additional electrical panels
are necessary as BNSF will take a feeder from the load side of the 200-amp service disconnect
switch. The service may be either overhead or underground. All electrical installations will be made
in accordance with the prevailing State/local electrical code(s), or if there is none, the current edition
of the National Electrical Code will govern the installation. If an electric switch heater is not involved,
100 Amp service will be sufficient.
Customer shall also provide natural gas service to BNSF property should the proposed trackwork
require the installation of one or more switch heaters. The requirement and locations will be identified
by the BNSF project representative. The service shall be capable of delivering 600- 900 thousand BTUs
per heater per location required. The actual pressure shall be requested from BNSF for each project
specifically (typical pressure should be around 6 psi).

2.13 Inspection of Materials and Track: BNSF's Engineering representative should inspect all track
materials prior to placement to avoid subsequent removal of sub-standard material. BNSF
personnel will inspect the completed track before placing it into service.

July 2023 9
 2.14 General:

2.14.1 Loading and unloading tracks must be designed so that they are completely independent
of railroad operating lines and passing tracks such that loading and unloading operations
in no way interfere with train operations. Design of trackage must be approved by BNSF
Engineering.

2.14.2 Utility installations may require a permit. Refer to "BNSF Utility Accommodation Policy"
booklet (https://www.bnsf.com/bnsf-resources/pdf/about-bnsf/utility.pdf). Pipelines
under track are to be encased per BNSF requirements. Wirelines are to be installed per
BNSF requirements. Utilities within 50 feet beyond the end of track must be underground
and protected as if they were under the track.

2.14.3 The effect on sight distance must be considered when planning construction of trackage
in the vicinity of any grade crossings. The required sight distance should be determined
and preserved when performing and designing for construction near any grade crossing.
Less than the required sight distance will be the liability of the Customer.

2.14.4 Maintenance of Way Operating Rule No. 6.32.4: "Leave cars, engines, or equipment clear
of road crossings and crossing signal circuits. If possible, avoid leaving cars, engines, or
equipment standing closer than 250 feet from the road crossing when there is an adjacent
track (<25' track centers)."

2.14.5 The effect on queuing distance of a crossing must be considered when planning the
extension of a track across a grade crossing. The proposed plans shall not cause vehicles
to be trapped in between tracks, cause vehicles to have to stop on a track while waiting
in queue for a crossing to clear, or to cause excessive highway congestion by reducing the
queuing distance of an existing crossing. Adding new public crossings or adding more
tracks to an existing public crossing will be reviewed by BNSF Engineering and the
appropriate entity with jurisdiction over the crossing (Typically the State’s Department of
Transportation).

2.14.6 An earthen berm (see Appendix, page A-17) or suitable bumping post shall be installed at
the end of track. Also, a red retro-reflective marker shall be placed at the end of track.

2.14.7 Customer is responsible for all grading including placing all subballast up to BNSF ballast
and the placement of a construction pad. BNSF rough site grading is for general
commercial viability. Customer understands that they may need to perform additional
grading based on customer needs for operation of their location.

2.14.8 Customer is to acquire any additional property required to construct grade and drainage.
If the proposed trackage or facility will increase runoff onto BNSF property, a detailed
drainage plan needs to be submitted for review prior to construction. Drainage should be
handled in a manner as not to increase current drainage structures on BNSF property.

2.14.9 Contractor must not at any time foul the main line tracks. A BNSF flagman will be required,
at the Contractor's expense, when working within 25 feet from centerline of the track,
which would include, but not limited to, work that could foul a track, such as with a large
crane, excavation activities that could undermine a track, and overhead wire work which
could potentially fall onto the track. Billing for the flagman is separate from the cost for
BNSF portion of the track work. Current cost for BNSF flagging is approximately

July 2023 10
 $1,800 per day with billing based on actual charges.

2.14.10 Appropriate access must be provided for BNSF to drive an SU-40 maintenance truck (See
AASHTO’s “A Policy on Geometric Design of Highways and Streets”, a.k.a. the “AASHTO
Green Book”) to the proposed installations to be installed and/or maintained by BNSF or
other existing BNSF infrastructure. If switch heaters are required at locations where the
installation of a natural gas supply is infeasible, the access must be sufficient for refueling
trucks to access the switch heater area. Depending on the location and the fuel providers
of the region, refueling trucks may exceed the size of a SU-40 vehicle. Additional
requirements related to the backing up of vehicles may be active in certain operating
regions, which affects turnaround designs. Consult your project representative for
additional region-specific requirements.

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3. Standards for Unit Train/Loop Facilities

3.1 Roadbed: Roadbed and ballast section for industrial trackage shall conform to the special roadbed
section (see Appendix, page A-13), and to the ballast material requirements on page 24.

3.2 Curvature: Maximum degree of curve shall not exceed 7⁰30' (764.49' radius). All curves are defined
using the chord definition method. Minimum tangent lengths between reversing curves must meet
AREMA Chapter 5, Table 5-3-11. No turnouts (switches) can be placed in a curve.
Curves exceeding 7⁰30' will require review and approval from BNSF Engineering. Such curves may
require one or more of the following mitigation measures, at BNSF’s discretion:

Unit Train
Curvature < 7⁰30' 7⁰30' to < 10⁰ 10⁰ to < 14⁰30' ≥ 14⁰30'
Mitigation None; Premium Premium Fasteners No cars longer than 85'
Required premium Fasteners
fasteners Tie integrity: Class 3 Premium Fasteners
preferred tie condition
Tie plate cutting/rail Tie integrity: Class 5 tie
seat abrasion per condition
BNSF EI 7
Rail wear per BNSF EI Tie plate cutting/rail
Table 6-1 seat abrasion per BNSF
EI 7
Rail size per BNSF EI Rail wear per BNSF EI
Table 6-2 Table 6-1

Rail size per BNSF EI

Table 6-2

Optional:
Gage face lubrication
Top of rail friction
modifier

3.3 Profile Grade: Track profile grades shall be limited to a maximum of 1.5%. For loop tracks, the
maximum grade will be 0.5%. Other restrictions may be defined for individual projects. A flat grade
(0.0%) should be maintained through loading/unloading areas, with a maximum 0.20% grade
sloping downwards away from BNSF main or connecting track.

3.4 Vertical Curves: Vertical curves must be provided at break points in profile grade. The rate of change
shall not exceed 1.0 in summits or 0.5 in sags. Vertical curves shall not extend into limits of turnout
switch ties. See Appendix, pages A-47 and A-48 for BNSF's standard for vertical curves.

3.5 Track: For New Unit Train Facilities minimum rail section is 115-lb and continuous welded rail (CWR)
is recommended. Hardwood ties shall be new 7” X 8” (No. 4) or 7” X 9” (No. 5), 8’-6” long, placed on
21.5" centers with a 6” ballast section. Rail anchorage shall be provided at a minimum rate of 16
anchors per 39' panel. Continuous welded rail (CWR) shall be box-anchored every other tie.

July 2023 12
 Concrete ties can be spaced at 28” center to center with an 8” ballast section. CWR is recommended
when using concrete ties. M-10 steel ties (10mm or 13/32” section) can be used in unit facility tracks
and are spaced at 24” centers with 8” ballast section.

3.6 Turnouts: All main line, controlled siding and passing track turnouts will be a minimum new No. 11-
141 lb. and include either a spring-rail frog or a rigid, railbound manganese frog, as specified by
BNSF Engineering. For other turnouts maintained by BNSF, a No. 11-115 lb. is the minimum (see
Appendix, pages A-22 to A-33). Main line turnout switch ties shall be new and hardwood. All
mainline, controlled siding and passing track turnouts and trackage are to be placed by BNSF
personnel out to the 14' clearance point. All joints on the side of turnout receiving majority of traffic
will be thermite welded.
Mainline, controlled siding and passing track turnouts will require the placement of a construction
pad alongside the track to allow assembly of the turnout, with no disruption to traffic. After the
turnout is assembled, a track window is obtained to remove the trackage and insert the turnout. An
example of a construction pad is shown (see Appendix, page A-16).
For turnouts placed off of BNSF property and/or maintained by the Customer, and operated by BNSF,
a No. 11 - 115 lb. turnout will be the minimum. All switch stands need to include a "30 Degree"
handle (see Appendix, page A-37), and a target with alternating green and yellow colors indicating
switch position (page A-38).
Switch heaters are required for mainline turnouts where snow and ice present operational
challenges. If a power turnout requires a switch heater, the power derail will require one also. The
cost estimate will include installation of the switch heaters when required.
Mainline turnouts must be placed at least 200 feet from the end of a mainline curve. Industry
turnouts within the facility must be placed at least 100 feet from the end of any curve. Minimum
tangent lengths from PT of equivalent turnout curve to any curve at the heel end of a turnout shall
not be less than AREMA Chapter 5, Table 5-3-11

3.7 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or industrial lead.
Derails protecting mainline tracks and controlled sidings shall be double switch point or sliding derail
with crowder (see BNSF Standard Plan 2400) and installed so that the derailed car is directed away
from BNSF trackage. Use of sliding derails must be approved by the Division GM.
A power derail is required when the mainline turnout is powered, and BNSF will install track and
signal from the point of switch to the insulated joints just beyond the power derail. Derails
protecting mainline tracks shall be placed a minimum of 100 feet behind the 14' clearance point
and placed on tangent track where possible. Derails protecting other-than-mainline tracks shall be
placed a minimum of 50 feet behind the 14' clearance point and placed on tangent track where
possible. The type of derail and actual location may be determined by BNSF Operating Department
requirements. A “Derail” sign needs to be placed next to the derail, BNSF Standard 3028 or
otherwise approved.

3.8 Structures: Bridges, drainage structures, track hoppers, retaining walls, etc. shall be designed to
carry Cooper E-80 live load with diesel impact. Structures shall be designed per American Railway
Engineering and Maintenance of Way Association (AREMA) Manual chapters 1, 7, 8, or 15 as
applicable, and designed by a licensed engineer. See AREMA standards for unloading pits (Chapter
15, Section 8.4). All structural plans will need to be reviewed and accepted by BNSF Engineering.
Gratings covering open pits must be bolted in place.
If a project creates the need for existing structures (including BNSF’s structures) to be modified, the
modifications shall be accounted into the customer’s scope of work of the project, subjected to
BNSF’s review and approval. For drainage related structures, additional information is included in
“Culverts” section within the “Specifications for Construction of Industry Trackage by Private
Contractor” chapter.

July 2023 13
 3.9 Road Crossings: The standard for a road crossing surface installed and maintained by the BNSF is
concrete plank (for 141-lb. rail) placed on 10-ft. switch ties. Also, ten each 10-ft. switch ties are
placed on both ends of the crossing, replacing any standard crossties. For crossings installed and
maintained by the Customer, a concrete plank is recommended, with a wood plank surface as
acceptable (see Appendix, pages A-41 to A-43).

3.10 Clearances: BNSF will adhere to the "Clearance Requirements by State," BNSF Dwg. No. 2509, Sheet
No. 2 (see Appendix, page A-44) for each state. If a state does not have its own clearances, the
"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see Appendix, page A-
45) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature.
All effort should be made to provide adequate clearances. In the event clearances cannot be
provided for as prescribed, warning signs will be installed and they must be illuminated at night (see
Appendix, page A-46). Any clearances not meeting State or BNSF requirements must be reviewed
and approved by BNSF Engineering.
All loading/unloading equipment that fouls the clearance envelope during operation must positively
lock in a non-fouling position when not in use.
All new tracks constructed will maintain a minimum distance of 25 feet for track centers from any
main track, controlled siding or passing track. New tracks adjacent to other tracks will maintain a
minimum distance of 14 feet for track centers.
At road crossings the set-back distance for storing rail cars on multiple adjacent tracks (track centers
less than 25') is 250 feet from the edge of roadway. For single tracks, the setback distance varies for
each state and is regulated by the states' appropriate agencies, but 150 feet from the edge of
roadway is the minimum. However, operating conditions may require greater distances.

3.11 Walkways: Walkways on bridges and adjacent to switches and trackage are governed by the
appropriate State Public Service Commission, Railway Commission, or other State and/or Federal
agencies. Due to revised FRA Airbrake and Train Handling Rules, outbound trains are required to
have an airbrake inspection on both sides of the train. New shuttle projects will be required to have
a minimum 13' inspection road on one side and a minimum 8.5' walkway on the other. See Appendix
pages A-14 and A-15 for typical sections of roads and walkways. Walkway ballast shall be BNSF Class
2 (AREMA Size 5) and no larger than 1” in size (ballast gradation shown on page 24).

3.12 Signals and Utility Service: Customer shall provide electrical service to BNSF property should the
proposed trackwork require power for the signal facilities. The requirement and locations will be
identified by BNSF Engineering and communicated to the customer. If the service is for an electric
switch heater, a 200 Amp, Single Phase, 120/240-volt service, with meter socket and service
disconnect is required. The service disconnect shall be a 200 amp, 2 pole breaker by either Cutler
Hammer or Square D (QO style), with the meter socket requirement as per the power company
specifications. No additional electrical panels are necessary as BNSF will take a feeder from the load
side of the 200 amp service disconnect switch. The service may be either overhead or underground.
All electrical installations will be made in accordance with the prevailing State/local electrical
code(s), or if there is none, the current edition of the National Electrical Code will govern the
installation. If an electric switch heater is not involved, 100 Amp service will be sufficient. Customer
shall also provide natural gas service to BNSF property should the proposed trackwork require the
installation of one or more switch heaters. The requirement and locations will be identified by the
BNSF project representative. The service shall be capable of delivering 600- 900 thousand BTUs per
heater per location required. The actual pressure shall be requested from BNSF for each project
specifically (typical pressure should be around 6 psi).

3.13 Access Road: Unless otherwise directed a road will be required that will provide access to inspect

July 2023 14
 the entire train prior to movement from the facility. Due to revised FRA Airbrake and Train Handling
Rules, outbound trains are required to have an airbrake inspection on both sides of the train. New
shuttle projects will be required to have a minimum 13' inspection road on one side and a minimum
8.5' walkway on the other. See Appendix pages A-14 and A-15 for typical sections of roads and
walkways. A standard section with a 13-ft wide roadway is shown in the Appendix, page A-15. The
roadway can be constructed using subballast materials as specified in the Grading & Embankment
section of this document, page 20.

3.14 Inspection of Materials and Track: BNSF's Engineering representative should inspect all track
materials prior to placement to avoid subsequent removal of sub-standard material. BNSF
personnel will inspect the completed track before placing it into service.

3.15 General:

3.15.1 Loading and unloading tracks should be designed so that they are completely independent
of railroad operating lines and passing tracks such that loading and unloading operations in
no way interfere with train operations. Design of trackage must be approved by BNSF
Engineering.

3.15.2 Utility installations may require a permit. Refer to "BNSF Utility Accommodation Policy"
booklet (https://www.bnsf.com/bnsf-resources/pdf/about-bnsf/utility.pdf).Pipelines
under track are to be encased per BNSF requirements. Wirelines are to be installed per BNSF
requirements. Utilities within 50 feet beyond the end of track must be underground and
protected as if they were under the track.

3.15.3 The effect on sight distance must be considered when planning construction of trackage in
the vicinity of any grade crossings. The required sight distance should be determined and
preserved when performing and designing for construction near any grade crossing. Less
than the required sight distance will be the liability of the Customer.

Maintenance of Way Operating Rule No. 6.32.4:

"Leave cars, engines, or equipment clear of road crossings and crossing signal circuits. If
possible, avoid leaving cars, engines, or equipment standing closer than 250 feet from
the road crossing when there is an adjacent track (<25' track centers)."

3.15.4 The effect on queuing distance of a crossing must be considered when planning the
extension of a track across a grade crossing. The proposed plans shall not cause vehicles
to be trapped in between tracks, cause vehicles to have to stop on a track while waiting in
queue for a crossing to clear, or to cause excessive highway congestion by reducing the
queuing distance of an existing crossing. Adding new public crossings or adding more tracks
to an existing public crossing will be reviewed by BNSF Engineering and the appropriate
entity with jurisdiction over the crossing (Typically the State’s Department of
Transportation).

3.15.5 An earthen berm (see Appendix, page A-17) or suitable bumping post shall be installed at
the end of track. Also, a red retro-reflective marker shall be placed at the end of track.

3.15.6 Customer is responsible for all grading including placing all subballast up to BNSF ballast
and the placement of a construction pad, if required. BNSF rough site grading is for general
commercial viability. Customer understands that they may need to perform additional
grading based on customer needs for operation of their location.

July 2023 15
 3.15.7 Customer is to acquire any additional property required to construct grade and drainage.
If the proposed trackage or facility will increase runoff onto BNSF property, a detailed
drainage plan needs to be submitted for review prior to construction. Drainage should be
handled in a manner as not to overload current drainage structures on BNSF property.

3.15.8 Contractor must not at any time foul the main line tracks. A BNSF flagman will be required,
at the Contractor's expense, when working within 25 feet from centerline of the track,
which would include, but not limited to, work that could foul a track, such as with a large
crane, excavation activities that could undermine a track, and overhead wire work which
could potentially fall onto the track. Billing for the flagman is separate from the cost for
BNSF portion of the track work. Current cost for BNSF flagging is approximately $1,800 per
day with billing based on actual charges.

3.15.9 Adequate lighting must be provided for train crews working at night. Work areas near
switches, gates, doors, pits and buildings should be illuminated to prevent walking/tripping
hazards and allow crewmen riding rail cars to see without reliance upon a flashlight.

3.15.10 A track to set out bad order cars unsuitable for loading or unloading needs to be added
to the overall design. Set out track should be long enough to place at least 5 rail cars and
be accessible to a repair crew. A locomotive tie-up track may also need to be
incorporated into the design. This need will be determined at the on-site meeting.

3.15.11 Appropriate access must be provided for BNSF to drive an SU-40 maintenance truck (See
AASHTO’s “A Policy on Geometric Design of Highways and Streets”, a.k.a. the “AASHTO
Green Book”) to the proposed installations to be installed and/or maintained by BNSF or
other existing BNSF infrastructure. If switch heaters are required at locations where the
installation of a natural gas supply is infeasible, the access must be sufficient for refueling
trucks to access the switch heater area. Depending on the location and the fuel providers
of the region, refueling trucks may exceed the size of a SU-40 vehicle. Additional
requirements related to the backing up of vehicles may be active in certain operating
regions, which affects turnaround designs. Consult your project representative for
additional region-specific requirements.

July 2023 16
4. Survey and Plan Requirements

4.1 Surveying on BNSF Right of Way: In order to protect BNSF's investment of its Right of Way (ROW)
and for the safety of persons coming onto BNSF property, BNSF requires all parties entering or
performing work on the right-of-way to secure appropriate agreement and insurance before
beginning any type of work. Please consult the BNSF project representative and the section
“Requirements for Working on BNSF Right of Way” before proceeding.

4.1.1 Grading and alignment stake out and re-staking is the responsibility of the customer,
including the portions to be installed by BNSF forces. BNSF project stake out shall not
include the point of intersection (PI). All stake out locations shall be documented by
photographs. We encourage marking up photographs to demonstrate the stakes’
corresponding feature to minimize misunderstanding. They shall be sent to the BNSF project
representative (the BNSF inspector coordinator) when completed. The stakeout guidelines
listed below illustrate the various responsibilities of the customer relative to the stage of
the project:

Power Switch Projects Only

Project Stage Pt. of Switch (PSw) Pt. of Derail (Derail) Alignment
Conceptual: Allows for
proper visualization of 
preliminary site visit.
Pad Completion:
Enables crews to
 
unload and assemble
the switch
at the correct locations.
Pre-Install Stake Out:
These staked items will
be communicated to   
the BNSF during the
pre-
install meeting.

4.1.1.1 Point of Switch: A one page document has been included in A-50 of the Appendix. This stake
out shall include rail markings and center of track markings at a minimum. An offset stake
is encouraged after the pad is completed. A flagger will be needed for this stake out due to
the need to foul the track.

4.1.1.2 Point of Derail: BNSF will construct and install up to the entering signal for the power
switch’s control point for projects involving power switches. The power derail shall be
marked with both a centerline feather and an offset stake. The stake out shall follow the
format included in the point of switch stake out document on A-50 of the Appendix with
the only difference being replacing “PSw” by the word “Derail”.

4.1.1.3 Alignment: BNSF will construct and install up to the entering signal for the power switch’s
control point for projects involving power switches. The alignment stake out shall start from
the last long tie to the entering signal’s location. Stakes should be in intervals of 100’ or less
and should include centerline feathers and offset stakes at the edge of the pad or a location
that will not be easily damaged by construction equipment.

July 2023 17
 4.2 Plan Requirements: All plans and drawings need to be prepared electronically in a CADD format.
This allows for updates to BNSF's maps and records to be done electronically. All information is to
be in English units. Plan submittals should be in Adobe’s Acrobat pdf format, with 11” x 17” sheet
size. Plan submittals must include completed checklists (see pages 19-22). Upon approval, BNSF
Engineering will revise the project schematic, if necessary.

Plan View Scale: 1” = 50’

Profile View Scale: 1” = 50’ horizontal and 1” = 5’ vertical
Cross Sections Scale: 1”=10’ horizontal and vertical

4.2.1 BNSF Engineering Plan Submittals – Definitions

Conceptual – An alignment plan showing existing track and features along with proposed
changes, and the official operating plan. This will be used for the New Business Review
(NBR).

30% Design – All items from the conceptual submittal plus plan/profile sheets, cross-
sections, typical sections, at-grade crossing plans, drainage plans, revisions from changes due
to land and utility negotiations, and 30% structure plans. This plan will be used for the walk-
thru inspection and schematic approval.

90% Design - All items from the 30% submittal plus revisions from the walk-thru inspection,
culvert extensions, at-grade crossing plans, and 60% structure plans (e.g. pit plans, catwalks,
and sheds).

Final Track Plan – All items in 30% and 90% with all relevant details and revisions
incorporated from previous comments. Specifications and details included.

As-Built Submittal – The plan/profile sheets updated with post-construction locations as

surveyed.

4.2.2 Provide an Operating Plan

Prepare a sketch (does not have to be to-scale) showing in-bound and out-bound switching
plans and lengths of tracks to be used. Prepare multiple sketches to show the position of
cars and locomotives at different stages of switching/loading/unloading together with a
narrative describing the movements depicted by the multiple sketches.

In developing track lengths for operating plans, designers shall be aware that:
- Switches cannot be thrown unless the closest on track equipment is at least 50’ from
the point of switch
- Cars shall not come within 25’ of the end of track bumper at any time
- Parked cars shall be at least 50’ or more from the clearance point of a turnout if the
other side of the turnout is to be safely used by BNSF crews.
- If a power turnout is required, industry switching cannot come within 50’ of the
proposed entering signal location of the control point
- If a manual turnout and derail is used, industry switching cannot come within 50’ of
the proposed point of derail location

Customers are encouraged to reference this document, including standard plan drawings,
in the construction specifications.

July 2023 18
Conceptual Plan Submittal Checklist:

 Furnish Milepost and Line Segment in the Title Block, along with name of Industry and date of plan
preparation. Contact information for engineering firm should also be included on plans.
 BNSF Milepost location and BNSF stationing information for switches on proposed on BNSF tracks
(Lat/Long information for power switch projects)
Curvatures not exceeding 7-30 (unit train) or 10-00 (manifest) without BNSF Approval
Design will conceptually allow grades not exceeding 0.5% on receiving/departure tracks
Design will conceptually allow grades not exceeding 1.5% on any tracks
Track centerline distances from BNSF mainline and for inspection roads & ATV inspection paths
Switch sizes for all switches
Culverts to be abandoned/extended/replaced for those under BNSF tracks
Designated unit train receiving/departure tracks and/or manifest tracks
Added tracks across existing BNSF at grade crossings, or additional crossings proposed across
public roadways
Additional bridges next to existing BNSF infrastructure
Distances from proposed turnouts to existing critical BNSF infrastructure
To abutments of BNSF bridges
To the edge of BNSF crossings
To the closest start of BNSF curve (i.e. the distance from the spiral to the PSw/last long tie)
Basic property limits & railroad Right of Way lines
Graphical operating plan including but not limited to loading and unloading tracks, loop tracks, etc.
Include a description of work to be performed by BNSF. Example: “Construct 185 track feet including
a #11-141 lb. turnout from point of switch to clearance point, raise railroad pole line, adjust signals.”
Include a description of work to be performed by the contractor. Example: “Construct remaining
trackage from clearance point to end, place wheel stops, install plank crossing and signs, perform all
grading, install all drainage structures, install double switch point derail, provide electrical service to a
point opposite the proposed switch locations.”
 Include a list of track materials to be used by the contractor. Example: “115-lb continuous welded rail
(CWR) on #4 new cross-ties, #11-115lb BNSF standard turnouts, 32-ft full depth timber crossing planks
to be placed in new construction.
Effective track capacities of proposed/modified tracks as measured from clear points and including any
necessary setbacks (derails, clearance points such as grade crossings, end-of-track, etc.)
For hazardous shipments, design follows AAR OT-55, “Recommended Railroad Operating Practices For
Transportation of Hazardous Materials”
Variances requested in writing in order to be approved. Only BNSF-approved variances to be shown on
conceptual layout. Submit approved variances with concept plans.

July 2023 19
30% Design Drawings Submittal Checklist:

30% checklist with conceptual checklist included

Track Plan alignment included
Dimension from proposed BNSF switch locations to an identifiable fix object in the field
(For practicality, shall be in the direction of the track)
Derail location stationing, left or right hand derail, and derail type
Crossing location(s) with stationing and width included
PC/PT stationing on all curves included
Curvature information on all curves included
14.21’ clearance point stationing included
Point of switch stationing included (PSw)
End of track stationing and structures included
Culvert/other pipe crossings included
Location of connection structures to existing drainage systems
Access roadway information called out
Turnout pad sizes called out
Turnarounds/Access at turnout pad determined
Track profile plan included
Vertical curves included
Vertical curves geometry (grade, length, PVC, PVI, PVT, rate of change, etc.)
Culvert/other pipe structures included on profile and cover & depth noted
Cover information on culvert/other pipe structures to top of subgrade & base of rail
BNSF construction coordination sheet for power turnout projects (One page blow up sheet of pad
size, signal house locations, key asset locations such as the derail and the signal locations)
Cross section drawings with typical sections, rail and ballast gradation(s) included
Grading limits plan
Survey monuments/control point locations
Utility relocates on the BNSF right-of-way with owner information
Utility relocates off of BNSF right-of-way with owner information
Separate sheet for each public crossing proposed / modified including information
Distance from turnouts to nearest crossings
Crossbucks locations / Lights & gates locations
Access roadway locations
Signal house locations (if applicable)
July 2023 20
 Distance between multiple track crossings (if applicable)
DOT # (if crossing is existing)
Queuing distance from adjacent roadways (if applicable)
Contour information of surrounding terrain (use light gray lines for contours)
 At least 300’ on each side parallel to the direction of the track
 At least 100’ on each side parallel to the direction of the roadway
City, county, and governing roadway authority information

90% Design Drawings Submittal Checklist:

90% checklist with 30% checklist included

Clearance submittal for all structures coming within 15’ of the centerline of the closest track
Clearance submittal for all structures crossing above any track in the facility
Finalized drainage plan
Culvert extensions finalized
Culvert locations finalized with cover information requested in 30%
Line drawings for all pipe crossings/drainage structures under existing or proposed tracks
that will be impacted by the project
Pre-project drainage pattern with pre-project terrain contours
Post-project drainage pattern with (if available, include post-project terrain contours)
Finalized access roadway plan
Final turnout pad access routes
Final crossing locations internal to facility
Structure locations included (i.e. building sheds, catwalks, etc.)
H&H studies included in submittal (if required)
100% signed and sealed plans for structures included (Only structures that affects track stability or
track clearance will require reviews. E.g. pit plans, shed plans, catwalks, etc.)
Details for transitions between track sections (concrete, steel, industry, mainline)

July 2023 21
Final Track Plan / 100% Design Plan Submittal Checklist:

100% checklist with 90% checklist included

Signage plans included
Sign locations included
Lighting plan included
Details included
Switch geometry details
Stand details
Crossing details
Bumper details
Rail weights and tie specifications
Reference to the specifications within the BNSF design guidelines and applicable AREMA
guidelines
Culvert specifications

As-Built Record Drawing Submittal Checklist:

Lat/Lon of actual installed BNSF switch location

Actual installed location from an identifiable permanent structure in the field
Alignment deviations of actual installed track
Actual lengths of tracks and effective lengths of tracks

July 2023 22
5. Specifications for Construction of Industrial Trackage by Private Contractor
5.1 Contractor’s Responsibility: By acceptance of the contract the contractor assumes complete
responsibility for construction of the work. The Contractor should understand that any work not
specifically mentioned in the written specifications, but which is necessary, either directly or
indirectly, for the proper carrying out of the intent thereof, shall be required and applied, and will
perform all such work just as though it were particularly delineated or described. Contractor should
also understand that final approval of the track for service is the prerogative of BNSF and close
contact with BNSF's Engineering Representative is required. No work is to be performed on BNSF's
right-of-way, or in such proximity as to interfere with BNSF's tracks or roadbed, without advance
permission by BNSF, including insurance and if necessary, flagging protection.

5.2 Insurance Requirements: Contained within the Contract for Industrial Track Agreement to be
executed prior to construction.

5.3 Grading & Embankment: The work covered by this section of the specifications consists of
furnishing all plant, labor, material and equipment and performing all operations in connection with
construction of track roadbed, including clearing and grubbing, excavation, construction of
embankments and incidental items, all in accordance with the contract drawings and specifications.

The Contractor shall load, haul, spread, place and compact suitable materials in embankments and
shall finish the embankments to the grade, slope and alignment as shown in the plans. Suitable
materials shall consist of mineral soils free from organics, debris, and frozen materials. Embankment
slopes shall be compacted and dressed to provide a uniform and dense slope. Embankments shall
be built with approved materials from excavation of cuts or from borrow unless otherwise shown on
the plans.

If materials unsuitable for embankments (organics, debris, brush and trees, etc.) are encountered
within the areas to be excavated, or material existing below the designated subgrade in cuts or within
areas on which embankments are to be placed are of such nature that stability of the roadbed will
be impaired, such materials shall be removed and wasted or stockpiled for other use. Topsoil
removed from embankment areas shall be spread uniformly over the embankment slopes.

Unsuitable material removed from embankment foundations or below subgrade elevation in

excavation areas shall be replaced to grade with suitable material compacted as specified for
embankments in these specifications.

Wherever an embankment is to be placed on or against an existing slope steeper than four horizontal
to one vertical (4:1 slope), such slope shall be cut into steps as the construction of the new
embankment progresses. Such steps shall each have a horizontal dimension of not less than three
feet and a vertical rise of one foot.

At all times, the Contractor shall operate sufficient equipment to compact the embankment at the
rate at which it is being placed. Compaction shall be accomplished by sheep’s foot rollers,
pneumatic- tired rollers, steel-wheeled rollers, vibratory compactors, or other approved
equipment. Use construction procedures and drainage design that will provide a stable roadbed.

July 2023 23
 Each layer in embankments made up primarily of materials other than rock shall not exceed 6" in
loose depth and shall be compacted to the dry density as specified hereinafter before additional
layers are placed. All embankments shall be compacted to a density of not less than 95% of the
maximum standard laboratory density, and not more than +4 percentage points above the optimum
moisture content, unless otherwise specified on the drawings. The standard laboratory density and
optimum moisture content shall be the maximum density and optimum moisture as determined in
accordance with ASTM Designation: D 698 (Standard Proctor Test). Copies of soil test results shall be
furnished to owner.

On top of the embankment fill, the Contractor shall place a minimum of 6 inches of granular sub-
ballast which meets the above criteria and contains no material larger than that which will pass
through a (3) inch square sieve. Sub-ballast shall be crushed gravel or crushed stone with a minimum
75% of the material having two fractured faces. Sub-ballast must meet the quality requirements of
ASTM Designation: D 1241 and be approved by the Engineer. Additional sub-ballast may be required
as determined from an engineering soil analysis.

5.4 Culverts: The minimum diameter for all culverts installed under main tracks or tracks maintained by
BNSF is 36 inches. This is to accommodate regular inspection and cleaning. Culverts maintained by
the Customer should be 24 inches or larger. Impacts to existing culverts shall be included in the
customer’s scope of the project.

Culvert extensions with a change in direction or a change in pipe section (including size) is generally
not permitted. If the project involves removing/abandoning existing culverts under BNSF tracks,
adding additional culverts under BNSF tracks or extending an existing culvert under BNSF tracks, a
hydraulic study shall be provided to demonstrate that the post project condition will meet or exceed
the existing hydraulic capacity. Projects adjacent to BNSF right-of-way with potential hydraulic
impacts to BNSF will also require a hydraulic study. The hydraulic study can be waived if the project
area is less than 1.0 Ac and does not have any hydraulic impact to an existing BNSF bridge/drainage
structure.

Existing pipes that have to be extended will become the responsibility of the customer in installation,
ownership and maintenance. If it is determined by BNSF Structures that an existing pipe cannot be
extended in an acceptable manner, the cost of installing an acceptable replacement pipe shall be
the responsibility of the customer. Additional guidelines related to pipe installations can be
requested from your BNSF engineering project representative.

5.5 Corrugated Metal Culverts: These instructions cover the selection, installation, and fabrication of
circular type zinc coated (galvanized) corrugated steel culverts for nominal diameters of 36-inch to
96-inch, inclusive. Additional protective coatings may be specified or allowed by BNSF Engineering.

Galvanized corrugated steel pipe shall be manufactured in accordance with AASHTO Specifications
M 36 and M 218. All areas of surface rust on re-corrugated ends or lock seams shall be painted using
the hot-dip or metallizing process.

Design, installation, and fabrication shall be in accordance with current American Railway
Engineering and Maintenance of Way Association (AREMA) Specifications Chapter 1, Part 4,
Culverts. Additionally, all culvert pipes shall meet the requirements shown in Table 1.

July 2023 24
TABLE 1

Nominal Nominal* Minimum** Nominal Thickness Rivet** Max. Min.

Diameter Corrugation Width of Lap Thickness U.S. Std. Diameter Cover Cover
(Inches) (Inches) (Inches) (Inches) Gage (Inches)
36 2-2/3 x 1/2 2 0.109 12 3/8 40' ***
42 2-2/3 X 1/2 3 0.138 10 3/8 70' ***
42 3 x 1 &5 x 1 3 0.109 12 7/16 70' ***
48 2-2/3 x 1/2 3 0.138 10 3/8 65' ***
48 3x1&5x1 3 0.109 12 7/16 70' ***
54 2-2/3 x 1/2 3 0.168 8 3/8 60' ***
54 3 x 1 & 5 x1 3 0.138 10 7/16 75' ***
60 2-2/3 x 1/2 3 0.168 8 3/8 55' ***
60 3x1&5x1 3 0.138 10 7/16 70' ***
66 3X1&5X1 3 0.138 10 7/16 60' ***
72 3X1&5X1 3 0.168 10 7/16 65' ***
84 3X1&5X1 3 0.168 8 7/16 55' ***
96 3X1&5X1 3 0.168 8 7/16 45' ***

* Where two types of corrugation are acceptable, the use of standard 2-2/3" x 1/2" material is
preferred, if available. 5 x 1 corrugations to be used only on helical pipe.

** For riveted pipe.

Pipes 48 inches or greater in diameter shall be shop-elongated 5 percent of their diameter in a vertical
direction and have lifting lugs.

*** Minimum cover to be one-half diameter of culvert pipe from top of subgrade to top of pipe.

Due to settlement of culvert pipes, cambering longitudinally is recommended to improve the flow
line profile after settlement. This is accomplished by laying the upstream half of the pipe on a flatter
grade than the downstream half. Riveted pipe shall be placed with the inside circumferential laps
pointing downstream and with the longitudinal laps at the side. Pipes shall be installed with a camber
suitable to the height of the cover over the pipe and bearing capacity of the supporting soil.

Firm support must be provided to obtain a satisfactory installation. The filling material adjacent to
pipes shall be loose granular material, free from large stones, frozen lumps, cinders, or rubbish. The
filling shall be deposited alternately on opposite sides of the pipe in layers not exceeding 6 inches
in depth, and each layer shall be thoroughly tamped before placing the next layer. Special care shall
be taken in tamping under the lower part of the pipe. For a trench installation, the backfill shall be
tamped the entire width of the trench, and for surface installation it shall be tamped not less than
one half the pipe diameter out from the sides of the pipe. The density of the backfill after tamping
must be at least 95% of its maximum density, as determined by ASTM D 698.

Any other type or size drainage structure shall have approval of BNSF Engineering prior to
installation under track locations.

5.6 Utility Crossings: Utility crossings and relocations shall conform to BNSF standards as outlined in
the "BNSF Utility Accommodation Policy" (https://www.bnsf.com/bnsf-resources/pdf/about-
bnsf/utility.pdf). Applications for utility crossings and relocations are handled by Jones, Lang, LaSalle
(JLL), phone number 1- 866-498-6647. Any questions regarding utilities can be directed to the BNSF
Engineering representative.

July 2023 25
 5.7 Curvature and Grades: Tracks will be staked by the customer’s surveyor (under flag protection if
necessary) and constructed as shown on the approved plans. Any changes to the approved design
need to be reviewed by BNSF Engineering or appointed representative.

5.8 Clearances: BNSF will adhere to the "Clearance Requirements By State," BNSF Dwg. No. 2509, Sheet
No. 2 (see Appendix, page A-44) for each state. If a state does not have its own clearances, the
"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see Appendix, page A-
45) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature.
Warning signs will be installed for all close clearances less than standard (see Appendix, page A-46).
All loading/unloading equipment that fouls the clearance envelope during operation must positively
lock in a non-fouling position when not in use.

5.9 Material: BNSF's Division Engineer representative should inspect all track materials prior to
placement to avoid removal of sub-standard material. BNSF personnel will also inspect the track
before placing it into service.

5.9.1 Rail: For trackage maintained by the Customer the minimum acceptable rail shall be 112#
section (5-1/2” base) and shall be compatible with BNSF standard rail section. For locations
where trackage will be maintained by BNSF rail and fastenings shall conform to the BNSF
standard rail section in use in that area. Contractor shall contact BNSF Engineering for
approved section. Transition rails or compromise joints at the BNSF-Customer interface are
the responsibility of the customer. Minimum length shall not be less than 39 feet except in
turnouts and shall be free from defects. Rail should be minimum full ball relay rail, not
exceeding 3/16-inch wear on any surface. Continuous welded rail (CWR) will need to be de-
stressed as soon as possible after laying (see “Procedures for the Installation, Adjustment,
Maintenance, and Inspection of CWR in Industry Tracks” Appendix, page A-1 thru A-11).
CWR is recommended when using concrete ties. Thermite and flash-butt welds must be
placed in crib area between ties. An abrasive rail saw will be used to cut rail—no torch-
cutting.

5.9.2 Anchors: Rail anchors shall be new or reconditioned, sized to fit the rail section, and shall
be provided per industrial track design criteria on pages 3 and 6. High traffic volumes or
unusual grade or alignment problems may require additional anchors as determined by BNSF
Engineering. Turnouts shall also be anchored.

5.9.3 Ties: Hardwood ties shall be new 7” X 8” (AREMA No. 4) or 7” X 9” (No. 5), 8’-6” long, placed
on 21.5" centers. Switch ties shall have a minimum cross section of 7" x 9" and minimum
lengths shall conform to applicable BNSF Standard plans. Concrete ties shall be pre-
stressed, measure 11” wide at the bottom and 9” high with a length of 8’ 3” and weight of
630 pounds. Concrete ties can be placed on 28” centers provided there is a minimum ballast
section of 8” below the tie. Second-hand, or “3/4” concrete ties can be used after inspection
and approval from the BNSF Roadmaster. When placing 3/4 ties, the damaged shoulders
should be alternated from left to right sides so that they are not on the same side. Steel ties
are spaced at 24” centers with 8” ballast section and can be used with timber or concrete
ties. Steel ties should not be used within 200 feet of a signal circuit identified by insulated
joints.

5.9.4 Turnouts (Switches, Frogs & Guardrails): For Customer installed, owned and maintained
turnouts, all parts shall be new or good secondhand, with secondhand parts being free of
injurious defects.

July 2023 26
 5.9.5 Tie Plates: Tie plates may be new or secondhand, free of injurious defects and foreign
material, conforming to AREMA Specifications, and shall fit rail being used. For rail 110#
section and greater, all plates will be double-shouldered.
5.9.6 Joints: New or secondhand joints, free of foreign material and without injurious defects,
and with 4 or 6 bolt holes, conforming to AREMA requirements, may be furnished to fit rail
section for which they are designed. Bolt holes must be drilled with proper equipment.
Torch-cutting of bolt holes is not allowed. New or secondhand compromise joints of
manufactured type (welded or homemade are not acceptable), free of foreign material and
without injurious defects, shall be furnished and used where rail section (weight or design)
changes. Rail section by weight shall not be compromised where difference in weight is in
excess of 25 lbs. When this becomes necessary, a rail of some weight between the two
different rail sections, in excess of 25 lbs., shall be used and the compromise made in two
steps. The length of the medium-weight rail should be 39 feet where practical.

5.9.7 Spikes: 5/8" x 6" cut track spikes shall be installed. All spikes shall conform to AREMA
requirements.

5.9.8 Track Bolts & Nuts: Track bolts and nuts shall be installed conforming to AREMA
Specifications. Bolts will be correct size and length to fit rail.

5.9.9 Lock Washers: One lock washer conforming to AREMA Specifications shall be installed on
each track bolt.

5.9.10 Ballast: Track ballast shall be BNSF Class 2 (AREMA Size 5) (1" - 3/8") unless a variance
request is reviewed and approved by BNSF Engineering. For steel ties, AREMA Class 4A
ballast may be used under the tie where required by the tie manufacturer. Ballast shall be
free from loam, dust, and other foreign particles and shall not have less than 75% crushed
particles with two or more fractured faces, unless otherwise approved by BNSF. Processed
ballast shall be hard, dense, of angular particle structure, providing sharp corners and
cubicle fragments and free of deleterious materials. Ballast materials shall provide high
resistance to temperature changes, chemical attack, have high electrical resistance, low
absorption properties and free of cementing characteristics. Materials shall have sufficient
unit weight (measured in pounds per cubic foot) and have a limited amount of flat and
elongated particles. Unless it meets or exceeds BNSF requirements, slag is not an approved
ballast material. Walkway ballast shall be BNSF Class 2 (AREMA Size 5) (1" - 3/8").

SIZE NO. SQ.

PERCENT PASSING
OPENING

2 ½” 2” 1 ¾” 1 ½” 1 ¼” 1" 3/4” 1/2” 3/8” No. 4

BNSF Class 2 1” – 3/8” 100 90-100 40-75 15-35 0-15 0-5

(AREMA Size 5)

5.9.11 Bumping Post: An earthen berm (see Appendix, page A-17) or suitable bumping post,
approved by the Railroad, shall be installed at the ends of tracks. Also, a red retro-reflective
marker shall be placed at the end of track. Cars shall not be parked or spotted closer than
25 feet to the end of the track.

5.9.12 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or industrial
lead. Derails protecting mainline tracks and controlled sidings shall be double switch point

July 2023 27
 or sliding derail with crowder (see BNSF Standard Plans 2400 and 2405) and installed so that the
derailed car is directed away from BNSF trackage. Use of sliding derails must be approved
by the Division GM. A power derail is required when the mainline turnout is powered, and
BNSF will install track and signal from the point of switch to the insulated joints just beyond
the power derail. Derails protecting mainline tracks shall be placed a minimum of 100 feet
behind the 14' clearance point and placed on tangent track where possible. Derails
protecting other-than-mainline tracks shall be placed a minimum of 50 feet behind the 14'
clearance point and placed on tangent track where possible. The type of derail and actual
location may be determined by BNSF Operating Department requirements. A “Derail” sign
needs to be placed next to the derail. Timber ties are recommended within 50 feet of a
derail.

A second derail may be required where BNSF locomotives are parked during unit train
loading operations. BNSF's Operating department will determine the necessity and type.
If required, placement will be 275 feet from first derail. A “Derail” sign needs to be placed
next to the derail.

5.9.13 Highway Crossings: All crossings shall be approved by BNSF Engineering and local
governments as to type and design, in advance of placing order. Effect on sight distance of
crossings must be considered when planning construction of trackage in vicinity of public
grade crossings not equipped with automatic signals.

5.9.14 Under Track Hoppers or Pits: Plans shall be approved by BNSF Engineering or authorized
representative. Specifications for unloading pits are covered in the "AREMA Manual for
Railway Engineering," (Chapter 15, Section 8.4). Gratings covering open pits must be bolted
in place.

5.10 Track Construction

5.10.1 General: All work shall be of good quality in materials, equipment and workmanship and
shall conform in every respect with the specifications and instructions.

5.10.2 Ties: Ties will be unloaded and handled in such a manner as not to damage ties, using
approved handling equipment. Ties to be placed at design spacing of 21.5-inch center to
center (22 ties/39 feet) for wood, and 28-inch centers for concrete, on the finished
subgrade, perpendicular to center line of track with the right-hand ends of ties being parallel.
Exception: On curves, align the ties to the inside of the curve. All joints are to be suspended
between ties. Top surface of ties shall be clean and smooth to provide full bearing for tie
plates. Lay wood ties with heartwood face down, and if not possible to determine position
of the heartwood, lay the widest surface of the tie down. If spikes are pulled from any tie,
hole shall be filled by driving in a treated wood tie plug the full depth of the hole. Boring or
adzing of ties shall be kept to a minimum.

5.10.3 Tie Plates: Double-shouldered tie plates will be used on all ties and set in position with cant
surface sloping inward, making sure they are firmly seated and have full bearing. After rails
are in place, shoulder of plates shall be in full contact with outside edge of rail base.

5.10.4 Rails: Assemble joints before fastening rails to ties, using joint bars with full number of track
bolts and spring washer for each bolt, first removing loose mill scale and rust from contact
surfaces or joint bars and rails. In laying secondhand rail, care must be taken to rail end
mismatch at the joints. Under no circumstances must rail be struck in web with tool or any
metal object. The right-hand rail facing in direction of increasing construction shall be spiked

July 2023 28
 to ties, and the opposite rail shall be brought to gage of 4' 8-1/2", measured at right angles
between the rails, in a place 5/8" below top of rail. A track gauge manufactured for the
purpose of measuring gage should be used rather than a tape measure. Gage is to be
checked at every third tie. Do not strike rail directly with a maul, either on top when driving
spikes, or on side to obtain track gage. Rail shall be laid with staggered joints. Joints shall be
located as nearly as possible to the middle of the opposite rails with the following variation:
(a) except through turnouts, the staggering of the joints on one side shall not vary more
than 6' in either direction from the center of the opposite rail.

Continuous welded rail (CWR) will need to be de-stressed as soon as possible after laying
(see “Procedures for the Installation, Adjustment, Maintenance, and Inspection of CWR in
Industry Tracks” Appendix, pages A-1 thru A-11). The completed “Record of Neutral
Temperature of Welded Rail as Laid” form will be completed and presented to the BNSF
Engineering representative at time of final track inspection.

5.10.5 Joints: If necessary to force joint bar into position, strike lower edge of bar lightly with 4-
lb. maul. Do not drive bolts in place. Tighten bolts in sequence, beginning at joint center and
working out to ends. Bolts are to be tightened to a range of 20,000 to 30,000 ft.-lbs. tension.
If a bolt tightening machine is not used, a standard track wrench with a 42" long handle may
be used. At the time of installation, rail expansion shims of softwood not over 1" width shall
be placed between the ends of adjacent rails to ensure proper space allowance for
expansion required by the rail temperatures in the following table, and shall be left in place:

39-ft Rail
Temperature
Deg. F Expansion
Over 85 None
66 to 85 1/16
46 to 65 1/8
26 to 45 3/16
6 to 25 1/4
Below 6 5/16

5.10.6 Bending Stock Rails: Use approved rail bending equipment. Make bends uniform and
accurate for all stock rails.

5.10.7 Spiking to Wood Ties: Rails shall be spiked to every tie, using not less than 2 spikes for each
rail at each tie. Drive spikes through tie plate holes into ties, located diagonally opposite each
other but not less than 2" from edge of tie. Start and drive spikes vertically and square with
rail. Take care to avoid slanting, bending, or causing sideways movement of spike. Each rail
will be spiked with two spikes per tie plate on tangent track staggered with inside spikes to
the east or north and outside spikes to the west or south. On curves a third spike is required
on the gage side of the rail. Spikes should not be placed in the slots on skirted joint bars
when such practice can be avoided by providing other plates with a hole pattern that will
clear the skirts. When spikes are driven by machine, work shall be closely supervised to see
that they are driven with hammer centered exactly over each spike head and drive spike
vertically. Set stop bolt on the machine to prevent over-driving. Withdraw spikes that are
incorrectly driven and fill hole by driving a tie plug to full depth of hole. Locate replacement
spike at another hole in tie plate and tie.

5.10.8 Ballast and Surfacing: Raise track by means of jacks placed close enough together to
prevent excessive bending of rails or strain on joint. Lift both rails simultaneously and as

July 2023 29
 uniformly as possible. Power jack may also be used. Each track raise shall not exceed 4" with
ties tamped prior to additional raise.

5.10.9 Unloading and Tamping Ballast: Unload and level down ballast by most practical means,
taking care not to disturb grade stakes. Perform tamping, using power tamping machines
wherever possible, or manually, using approved AREMA tamping tools appropriate for type
of ballast being placed. Tamp each layer of ballast from a line 15" inside each rail, on both
sides of and to the ends of ties. Center area between these limits shall be filled lightly with
ballast but not tamped. At turnouts and crossovers, tamp ballast uniformly for full length of
ties. Tamping shall proceed simultaneously at both ends of same tie, making sure ballast is
forced directly under the ties and against sides and ends of ties.

5.10.10 Finishing and Dressing: Dress ballast in conformance with dimensions shown on drawings,
placing additional ballast material as necessary. When placing pavement up to the track and
flush with top of rail it is important to make sure water drains away from the track. This will
prevent pooling and freezing which create hazardous walking conditions. Lines should be
painted 10 feet parallel to the centerline of track on both sides to serve as visual reminder
of the track’s foul zone. Crushed rock or fabric should be placed over the ties to keep the
pavement from adhering to them. Flangeways need to be kept clean to allow wheels to
contact top of rail at all times.

5.10.11 Final Inspection: After ballasting and surfacing are completed, inspect track to see that
joints are tight and rail attachments to ties are secure. Customer will notify the BNSF
Engineering Representative that the track work is complete and ready for inspection. The
BNSF Engineering Representative will inspect the finished track work and complete the
Project Closeout Checklist (not included in this document). Civil and Track items to be
inspected are included in a list in the next section. The Contractor will provide a copy of the
“Record of Neutral Temp of Welded Rail as Laid” form to the BNSF Engineering
Representative prior to or during inspection. After the BNSF Engineering Representative’s
approval, the track will be placed in service by the Division’s General Manager and can then
accept rail cars. Rail cars delivered to site before the track is in service will be stored at
another location at an additional cost to the customer or returned to origination point.

5.11 Miscellaneous

5.11.1 Fencing and Gates: Gates and fences must be grounded in accordance with National Electric
Safety Code requirements to prevent an injury resulting from an electrical charge. Gates
crossing tracks must have the ability to lock in the open position during train operations. If
a fence parallel to a track has an angled piece at the top with security wire it must not foul
the clearance envelope of the track.
5.11.2 Signage: All BNSF-required signage must be shown on the plans and installed during
construction.

July 2023 30
6. Acceptance

CIVIL
All slopes meet design plans
Drainage ditches drain properly
All access roads and Inspection Paths completed
All drainage devices (Culverts, Catch Basins, etc.) Installed as per the plans
All abandoned culverts properly sealed, filled, and communicated to Structures and RIS
Gates/fences installed per plans and are appropriately locked
Paving and grading for disturbed crossings completed per plan
Grade crossing roadway markings established per crossing agreement
Temporary road crossings removed, and proper drainage established
Temporary traffic controls removed
All structures placed according to the design plans
All clearances meet the design plans
Full and proper seeding completed

TRACK
All rail joints identified as part of the project scope are welded
Record of target neutral temperature recorded for CWR as laid
Destressing completed
Site cleaned and scrap rail and ties stockpiled
Track surfaced to design plans
Placed ballast meets design standards
Switch stands dressed properly with walkway ballast
All turnouts installed as per the plans
Targets installed and properly oriented
Derails installed in proper locations and positions with appropriate locks
Insulated Joints installed per plan (with 10ft ties and correct plates installed)
All retired insulated joints identified by project scope have been removed (OS, Intermediates, and
Turnouts)
All crossings installed according to plans
Crossing approaches paved/graded to provide a smooth transition (if performed by track)
All signage has been installed per plan (Track, road crossings, etc.)
All track work completed to plan

July 2023 31
7. Requirements for Working on BNSF Right of Way
In order to protect BNSF's investment in its right-of-way and for the safety of persons coming onto BNSF
property, BNSF has established certain requirements. The following constitute minimum requirements for
Contractors, Consultants and Surveyors coming on or near BNSF right-of-way. Contractors are encouraged
to develop their own safety rules that meet or exceed the following requirements. A web site has been set
up to assist in preparation of a safety plan http://www.bnsfcontractor.com/ (or contractororientation.com).
Registering on the web site and completing the course is a requirement prior to occupying or working on
BNSF right-of-way.

The orientation does not relieve the contractor from the need to secure appropriate flagging protection
when working close to BNSF tracks. Flaggers are required whenever there is a potential for men, structures,
materials or equipment to enter within 25’ of BNSF tracks. See the list below for additional guidance. If in
doubt, take the safe course and request a flagger.

It shall be noted that these requirements are complementary to the contractor’s right of entry agreement to
be executed by the contractor prior to starting work on BNSF right-of-way and is not intended to waive any
terms within the right of entry agreement. The permission to work and enter the BNSF right-of-way can be
taken away at any time if BNSF deems the contractor’s behavior not meeting or exceeding the safety vision
of how BNSF intends to have work performed on its right-of-way.

7.1 All permits and agreements must be in effect, required payments made, and insurance certificates
received and approved prior to Contractor entering BNSF right-of-way. All of these documents are
included in the packet containing the cost proposal. Prior to performing the preliminary survey, the
consultant/surveyor will obtain a "Temporary Occupancy Permit". To obtain a permit contact Jones,
Lang, LaSalle (JLL), phone number 1-866-498-6647, or follow the relevant instructions online
(http://bnsf.railpermitting.com). The permit requires a preparation fee and some lead time. Copies
of all documents should be kept on the job site.

7.2 Flagging requests shall be made at least 30 days prior to the start of flagging.

7.3 Flagging requests cancelled less than 2 days in advance may still be charged to the customer.

7.4 Any de-watering utilizing drains or ditches on BNSF property must be approved by BNSF
Engineering.

7.5 Contractor must have BNSF-approved "Final Construction Plans" prior to commencing work on a
project or will be proceeding work at their own risk. No change will be made to "Final Construction
Plans" without approval by all parties involved. Approved revised plan will be furnished to all parties
prior to implementation of changes.

7.6 Road Authority or Contractor will be responsible for all costs for track work, including flagging, etc.,
made necessary due to their construction operation.

7.7 Pursuant to BNSF safety rules, flagging protection is always required when equipment crosses or is
working within 25 feet of center of any track. When deemed necessary by BNSF, a flagman may be
required at all times while working on BNSF right-of-way.

7.8 Crossing of any railroad tracks must be done at approved locations and must be over full depth
timbers, rubber, etc. Any equipment with steel wheels, lugs, or tracks must not cross steel rails

July 2023 32
 without aid of rubber tires or other approved protection and proper flagging will be required.

7.9 All temporary construction crossings must be covered by a "Private Roadway & Crossing
Agreement," and must be barricaded when not in use.
7.10 Contractor must furnish details on how work will be performed that may affect existing drainage
and/or possible fouling of track ballast as well as removal of overhead bridges/structures. (Structures
and bridge spans over tracks must be removed intact.)

7.11 Absolutely no piling of construction materials or any other material, including dirt, sand, etc., within
25 feet of any track or on property of BNSF not covered by construction easement, permit, lease or
agreement.

7.12 Storage of materials, temporary structures, equipment and etc. shall not be within 250 feet of a
public grade crossing. If material haul routes involve crossing a BNSF crossing or traversing a
considerable distance parallel to a BNSF track, a trucking coordinator provided by the contractor will
be required. Contractors shall supply a radio for communications between the railroad flagger and
the roadway flagger/coordinator to ensure activities such as dumping/unloading/other activities
that can foul the main will stop until the train has completely passed.

7.13 A 10-foot clear area on both sides of a main track must remain unobstructed at all times to allow
for stopped train inspection.

7.14 No construction will be allowed within 25 feet of center of any track unless authorized by BNSF and
as shown on Final Plan approved by the Railroad. This includes any excavation, slope encroachment
and driving of sheet piles.

7.15 No vehicles or machines should remain unattended within 25 feet of any track. All machines will be
disabled with as much potential energy released as practicable and locked out when not in use to
prevent unauthorized operation. (e.g. A mobile crane that has to be left on the BNSF right-of-way
will have to be boomed down, with outriggers disengaged.)

7.16 IMPORTANT: Non-compliance to any of these items and requirements within the right-of-entry
agreement could result in the job being shut down. The contractor/consultant/surveyor will then
be prohibited from working on BNSF right-of-way while the infraction is investigated. Based on
findings of the investigation, BNSF will determine whether the non-compliant entity/entities will be
allowed to continue its work on BNSF rights-of-way in the future.

7.17 Contractor safety rules, including rules regarding Personal Safety Equipment, must not conflict with
BNSF safety policies. Contractor's personnel will complete BNSF's safety orientation prior to
entering BNSF property. A job safety briefing will be held prior to beginning work each day and any
time work conditions change. All personnel will wear proper personal protective equipment (PPE)
while on BNSF property. Any person working on BNSF property may be subjected to a safety audit
by BNSF personnel and is required to comply with the audit. The results of the audit will be
presented to the contractor's supervisor immediately upon completion. Any questions regarding
safety should be directed to the BNSF project representative.

July 2023 33
APPENDIX
 Procedures for the Installation, Adjustment, Maintenance,
and Inspection of CWR as Required by CFR 213.118
Effective Date March 4, 2021
Materials contained within this document are excerpts from BNSF’s Engineering Instructions, and the EI
chapter numbers and references are retained. Sections unrelated to construction of industry tracks have
been removed.

This document details the Railroad's policy on installing, adjusting, maintaining, and inspecting
Continuous Welded Rail (CWR) track. Each chapter details how the Railroad applies its standards and
procedures to comply with FRA standards. The procedures listed in this document apply to CWR on all
main tracks, sidings, and other tracks over which trains operate at speeds above Class 1.

Table of Contents
Chapter 1 CWR Installation Procedures
1.1 Neutral Temperature ...................................................................... 2
1.2 Temperature Differential ................................................................. 2
1.3 Installing CWR… ............................................................................ 2

Chapter 2 Rail Anchoring Requirements

2.1 Standard Box Pattern .................................................................... 5
2.2 Solid Box Pattern........................................................................... 5
2.3 Bridge Pattern ............................................................................... 5
2.4 Legacy Patterns ............................................................................ 5
2.5 Anchor Requirements After Rail Repair......................................... 6

Chapter 3 Preventive Maintenance on Existing CWR Track

3.1 Maintaining Desired Rail Installation Temperature Range ............. 7
3.2 Destressing Rail ............................................................................ 8

Chapter 9 Recordkeeping
9.1 Report of CWR Installations .......................................................... 10
9.2 Report Maintenance Work in CWR ............................................... 10

Figures and Tables

Table 6-3, Change in Length of Welded Rail to Change Neutral

Temperature ......................................................................................... 11

A-1
 Procedures for the Installation,
Adjustment, Maintenance, and
Inspection of CWR as Required by
49 CFR 213.118
This document details the BNSF Railway's policy on installing, adjusting, maintaining, and inspecting
Continuous Welded Rail (CWR) track. Each chapter details how the Railroad applies its standards
and procedures to comply with FRA standards. The procedures listed in this document apply to CWR
on all main tracks, sidings, and other tracks over which trains operate.
Chapter 1 CWR Installation Procedures
Rail length that exceeds 400 feet is considered CWR. Rail installed as CWR remains CWR,
regardless of whether a joint or plug is installed into the rail at a later time. Temperature
variations affect rail length. Rail expands (lengthens) when heated and contracts (shortens)
when cooled.
1.1 Neutral Temperature
The neutral temperature is the temperature at which a rail is neither in tension nor
compression. Target Neutral Temperatures (TNTs) have been established to provide a
specific desired neutral temperature to prevent track buckling. When laying or adjusting
CWR, use Figure 1.1 Target Rail Laying Temperatures. Within tunnels greater than
800 feet in length rail shall be installed and maintained at tunnel ambient temperature
instead.

1.2 Temperature Differential

The difference between the Target Neutral Temperature and the actual rail
temperature taken at the time of installation is called the temperature differential.
CWR laying and adjusting procedures have been established to compensate for this
temperature difference.

1.3 Installing CWR

Follow these general requirements when laying CWR:
• Install rail with a neutral temperature within the safe zone defined as Target
Neutral Temperature (TNT) ±20°F for that location. Refer to Target Rail Laying
Temperatures (Chapter 1.1) for the target rail laying temperature for your
location.
• Establish one or more measurement stations no greater
than 400 feet apart. Take the initial rail temperature and
calculate the expansion required at each station before
making adjustment.

• Use rail heaters or rail expanders to adjust the rail to the

correct length when the actual rail temperature is less than
the Target Neutral Temperature. Heat the rail evenly and
uniformly so that the rail expansion occurs evenly and
uniformly throughout its length.
Revised: March 4, 2021 Page 2

A-2
 Target Rail Laying Temperatures

Figure 1.1 Target Rail Laying Temperatures

Revised: March 4, 2021 Page 3

A-3
 • For each measurement station record the initial rail temperature, the final adjusted
rail neutral temperature, location, and date.

• If rail is not installed within the safe zone, be guided by section 3.1 of
these CWR procedures for protection and future adjustment.

Exception: if actual rail temperature results in rail being

installed at a neutral temperature above the safe zone, the rail
does not need to be subsequently adjusted unless evaluation of
location identifies conditions significantly reducing lateral
strength or longitudinal restraint – record a work order for
subsequent readjustment if such conditions are identified.
• When tight rail conditions exist, be governed by Chapter 7.1 of these
procedures.

Revised: March 4, 2021 Page 4

A-4
 Chapter 2 Rail Anchoring Requirements
Where the anchoring function is otherwise provided by elastic fasteners, rail anchors
may be omitted. Anchors should not be applied where they will interfere with signal or
other track appliances, where they are inaccessible for adjustment or inspection, or on
rail opposite a joint. Anchor pattern may be varied as reasonable to avoid placing
anchors against deteriorated ties.

Installation
The following anchoring requirements apply to CWR installations on all main tracks, sidings,
and other tracks over which trains operate.

2.1 Standard Box Pattern

When installing CWR, box anchor every other tie except as outlined in Chapter 2.2 of
these CWR procedures.

2.2 Solid Box Pattern

When installing CWR, box anchor every sound (effective) tie at specific
locations listed in the table below to provide additional restraint against rail
movement.
Condition Action
Turnouts*, Crossing Frogs, Open-Deck Anchor every tie for 195 feet in each
Bridges, and where CWR abuts bolted rail direction.
Bolted joint created during CWR Within 60 days from date of creation:
installation/construction Weld joint, OR Install joint with 6 bolts, OR
Anchor every tie for 195’ in both directions.
*For turnouts connected to Class 1 yard or back tracks, it is only necessary to anchor every tie
to the first transition rails/joints of the diverging route.

2.3 Bridge Pattern

When installing CWR, follow these bridge anchoring requirements:
1. Ballast deck bridges should be anchored with the same pattern as in Chapter 2.1 and
2.2 of these CWR Procedures.
2. Open-deck bridge spans should be anchored as follows:
• On open-deck timber bridges, apply anchors to all ties fastened to the stringers.
• On open-deck steel spans 150 feet long or less, apply anchors to all
ties fastened to the steel structure.
• On all other structures, apply anchors as directed by the Director
Bridge Engineering

Maintenance or Rail Repair

2.4 Legacy Patterns

On CWR installations completed before September 21, 1998, existing anchoring may remain
if rail is restrained to prevent track buckles. Rail must be adjusted (by increasing or decreasing
the length of rail or by lining curves) or anchors added to rail, if restraint is not sufficient.

Revised: March 4, 2021 Page 5

A-5
 2.5 Anchor Requirements After Rail Repair
When rail repairs result in a joint added to CWR, the anchor pattern shall match the existing
pattern in track. Box anchor at least every other tie for a distance of 195 feet in each direction,
unless anchoring is otherwise provided. When making repairs to a stripped joint or failed joint
bar, adjust or add anchors as prescribed in the following table.

Condition Action
1. Weld joint,
OR
2. Remediate joint conditions (per Chapter 6.5 CWR) and replace bolts
Bolted joint in CWR
(new, in-kind or stronger), and weld joint within 30 days,
experiencing service failure
OR
(stripped joint) or failed
3. Replace failed bar(s), install 2 additional bolts, and adjust anchors
bar(s) with gap* present.
OR
*gap exists if it cannot be
4. Replace bars, bolts (if failed or missing) and anchor every tie for
closed by drift pin.
195' in both directions
OR
5. Add rail (documenting provisions for later adjustments, if
applicable) and reapply anchors.

Revised: March 4, 2021 Page 6

A-6
 Chapter 3 Preventive Maintenance on Existing CWR Track
Performing track buckling preventive maintenance procedures to properly maintain the
RNT reduces the risk of buckles in hot weather as well as pull-a parts and broken rails in
cold weather. When tight rail conditions exist, be governed by Chapter 7.1 of these CWR
Procedures.

3.1 Maintaining Desired Rail Installation Temperature Range

A record of rail neutral temperature will be maintained where rail has pulled apart, broken, or
been cut.
Rail that has pulled apart, broken, or has been cut must be adjusted into a safe zone
defined as the Target Neutral Temperature (TNT) ±20° F for that location. Refer to
Target Rail Laying Temperatures (Chapter 1.1 above) for the TNT for your location.

Exception: if actual rail temperature results in a rail neutral temperature above

the safe zone, the rail does not need to be subsequently adjusted unless
evaluation of location identifies conditions significantly reducing lateral strength
or longitudinal restraint – record a work order for subsequent readjustment if
such conditions are identified.
If the rail has not been readjusted prior to the rail temperature exceeding the values in the table
below, a speed restriction not to exceed 25 MPH will be placed. A speed restriction of 40 MPH
can be placed in lieu of the 25 MPH, but the track must be inspected daily during the heat of the
day. As you can see from the table below, if the rail temperature at the time of break or pull-
apart exceeded 60° F, no slow order is necessary.
Rail Temperature Recorded at Readjust or Place Slow Order Before
Time of Break or Pull-Apart (°F) Rail Temperature Reaches (°F)
60 135
50 130
40 125
30 120
20 115
10 110
0 105
-10 100
-20 95
-30 90
-40 85
Note: If both rails are cut (e.g., installing a short track panel), the above table will not
apply. The adjustments, slow orders, and inspections described above will instead apply
at a rail temperature 70° F above lowest rail temperature at time of separations.
Effective January 1, 2010, locations where the neutral temperature has been lowered below
the safe zone must be adjusted to TNT minus 20° F or higher within 365 days or restrict to a
speed not exceeding 15 mph and when rail temperatures exceed TNT-20° F inspect weekly.
The Electronic Task Reporting System (ETRS) will automatically monitor all reported CWR
attributes to ensure a location is restored to within its safe zone. If an area is not restored, a
CWR Adjustment order will be generated.
If a CWR Adjustment order does not exist for a location, the pull chart or CWR calculator

Revised: March 4, 2021 Page 7

A-7
 may be used to determine the amount of rail to remove. If a CWR Adjustment order exists
for a location, either remove the required amount shown or destress the location.
Use match marks to determine GAP and Pull values to report in ETRS for each CWR
adjustment work activity. Use exiting match marks vs creating new ones whenever
possible. Match marks should be:
• Made outside of the rail section to be repaired or removed.
• On the field side of the rail using a ball-point paint marker
• A sufficient distance from any planned cuts or drilled holes in the rail to allow room
for rail joint and weld documentation
• A whole number of feet apart
• If placing the original match marks, write the original distance between the match
marks on the web of the rail next to both match marks. The markings should not be
between the match marks.
o If the rail is not broken/cut, simply measure the distance between the two
match marks before cutting the rail
o If the rail is broken, measure a whole foot distance from each rail end and
place the match mark. Double that distance when writing the original match
mark distance on the rail.
Follow these steps to determine GAP and PULL.
1. Prior to any work occurring, measure the starting distance between the match marks
2. Determine rail end movement and rail temp at time of repair as follows:
a. Amount rail moves apart at cut/break = + Gap
b. Amount rail grows together on its own at cut/break = - GAP
c. Amount rail pulls together as result of work (puller, rail consumption for
weld,etc) = PULL
d. Rail temp is taken at the time of the initial cut or when the repairs are made
for a broken rail
3. If the repair includes a weld(s), trim the necessary amount of rail so that no rail is
added as a result of the welds. Since the match marks do not move (example: trim
1” and add back in 1” of rail with the weld), this is not recorded as a GAP or a PULL.
Document on the field side of the rail using ball-point paint marker - Rail Temperature, Gap,
Pull, Date
Record in ETRS Rail Temperature, Date, Location, Gap, Pull. If work not performed under
an existing CWR Adjustment Order also record Tie and anchor or fastener method, Track
Strength.

3.2 Destressing Rail

Rail can be destressed by cutting rail out. When cutting rail out, use this procedure:
1. Cut rail to be destressed.
2. Remove or reposition anchors or clips for a minimum of 200 feet in both directions from the cut
Revised: March 4, 2021 Page 8

A-8
 or up to a restriction that prevents rail movement.
3. Wait until the rails stop moving. The rail ends may need to be trimmed more than one time
to allow for expansion.
4. Make match marks on either side of the cut after the unrestrained rail is relaxed.
5. Take the rail temperature (far enough away from the cut so that the reading is not affected by
the cutting procedure).
6. Use Table 6-3 in the Appendix of these CWR Procedures to compare the rail temperature with
the Target Neutral Temperature (TNT) for the territory. The difference between the two is known
as the temperature differential.
7. If the actual rail temperature is lower than the TNT for the territory, use Table 6-3, in the
Appendix to determine the rail length to be removed based on the total distance the anchors
or clips have been removed.
8. If the rail temperature is at or above the TNT, no additional adjustments are needed. When
destressing rail near fixed objects, destress each rail to a temperature that is 10 degrees
higher than the TNT.
9. Weld the joint or apply joint bars.
10. Replace the rail anchors or clips.
11. Document on the rail match marks, employee name, date work performed, rail temperature
at time of adjustment, amount of rail added or removed (PULL) per Table 6-3 (see Page 11),
and feet of rail adjusted.

Revised: March 4, 2021 Page 9

A-9
 Chapter 9 Recordkeeping

9.1 Report of CWR Installations

The initial rail temperature, final adjusted rail neutral temperature, location, and date of CWR
installations must be recorded and must be retained for at least one year after installation.

9.2 Report Maintenance Work in CWR

Because track maintenance can disturb the lateral and longitudinal resistance of the track,
records of the following must be kept for at least one year after corrections or adjustments
are made:

• Record of each designated cut or break location using the adjustment methodology of Chapter
3.1, including location, rail temperature, date, rail adjustments, and final Rail Neutral
Temperature.
• Record of each designated cut or break location using Destressing Rail in Chapter 3.2,
including the rail temperature of the final RNT.
• Where a curve has been staked and has shifted inward more than a maximum of 2 inches.
• CWR installation or maintenance work that does not conform to these written procedures.
The Division Engineer and Roadmaster must monitor these records to ensure that necessary
corrections and adjustments are made.

Revised: March 4, 2021 Page 10

A-10
Appendix

Revised: March 4, 2021 Page 11

A-11
A-12
A-13
A-14
A-15
A-16
A-17
A-18
 46’-10 1/2" P.S. TO CLOSURE INSULATED JOINT

SEE MATCH LINE "B"

ON DWG. 341002
AND/OR 341004
43’-9" P.S. TO TURNOUT INSULATED JOINT

29’-6 1/2" RAIL (WHEN USING RBM FROG)

34’-2 1/2" RAIL (WHEN USING SOLID FROG)
DWG. 341000
LINE "A" ON
SEE MATCH

29’-7 1/2" RAIL WHEN USING RBM FROG,

32’-9 3/4" RAIL (SEE INSULATED JOINT DETAIL BELOW)
34’-3 1/2" RAIL (WHEN USING SOLID FROG)
MUST SPECIAL ORDER INSULATED JOINT
GP23L

GP32L
AND DRILL FOR SOLID FROG
18 5/16"
2’-3 5/16"

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

45’-9"

48’-10"

51’-11"

55’-0"

58’-1"

61’-2"
33’-1 1/2"

34’-8 1/2"

36’-3 1/2"

37’-10 1/2"

39’-5 1/2"

41’- 1/2"

42’-7 1/2"

44’-2 1/2"

47’-3 1/2"

50’-4 1/2"

53’-5 1/2"

56’-6 1/2"

59’-7 1/2"
ACCUMULATIVE TIE SPACING FROM C TIE 1
L

19" TO TIE 20 7 @ 19" 11 @ 18 1/2" 18 1/2" TO TIE 40

NOTES:
WOOD TIE (13) 11’-0" (6) 12’-0" 1. WHEN INSULATED JOINTS ARE REQUIRED, THE
QUANTITIES LOCATION OF THE JOINTS SHOULD BE
BY LENGTH STAGGERED NO CLOSER THAN 6" AND NOT
MORE THAN 4’-6" APART, MEASURED ALONG
THE TURNOUT.
L 2. SEE DWGS 341000, 341002, 341003, AND 341004
FOR THE BALANCE OF LAYOUT PLANS.
3. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
4. SEE DWG 341100 FOR TURNOUT GEOMETRY.
5. SEE DWG 341200 FOR TURNOUT BILL OF
MATERIAL.
6. PANEL WEIGHT = 14,500 LBS.
A B
SM

A B L BNSF ITEM N0.

TURNOUT INSULATED JOINT RAIL 14’-3 1/4" 17’-0 3/4" 31’-4" 524400027 COMMON STANDARDS
CLOSURE INSULATED JOINT RAIL 11’-0 1/2" 18’-7" 29’-7 1/2" 524400030

NO. 9 TURNOUT 136 LB.

INSULATED JOINT DETAIL PANEL NO. 2
22-2

(FOR USE WITH RBM FROG ONLY)

FILE OWNER: BNSF DATE: MAR. 1, 2007

REV. NO.: 4 DWG NO: 341001

A-19
 72’-11" ACUTAL LEAD 1/2" POINT

18’-3 1/2"

7’-7" 10’-8"

3"

26’-5 3/8" RAIL

SEE MATCH LINE "C"

ON DWG. 341003
SEE MATCH LINE "B"
ON DWG. 341001

26’-3" RAIL

ACCUMULATIVE TIE SPACING FROM C

L TIE 1
NOTES:
1. SEE DWGS 341000, 341001, 341003, AND
341004 FOR THE BALANCE OF LAYOUT PLANS.
39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54
2. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
61’-2"

64’-3"

72’-4"

75’-7"

85’-10"
SHOWN.
62’-8 1/2"

65’-9 1/2"

67’-4 1/2"

69’- 1/2"

70’-8 1/2"

73’-11 1/2"

77’-2 1/2"

78’-11 1/2"

80’-9 1/2"

82’-4 1/2"

84’-1 1/2"
3. SEE DWG 341100 FOR TURNOUT GEOMETRY.
4. SEE DWG 341200 FOR TURNOUT BILL OF
MATERIAL.
5. PANEL WEIGHT = 18,000 LBS.
19" 21" 22" 19" 21" 20 1/2" 6. SEE DWG 3413004 FOR SOLID MANGANESE
18 1/2" 3 @ 18 1/2" 2 @ 20" 4 @ 19 1/2" 20 1/2" FROG PANEL.
TO TIE 38 TO TIE 55
SM

(1) 12’-0" (6) 13’-0" WOOD TIE (5) 14’-0" (4) 15’-0"
QUANTITIES
BY LENGTH

COMMON STANDARDS

NO. 9 TURNOUT 136 LB.

PANEL NO. 3 WITH
UPRR BNSF RH BNSF LH
22-3

OPTIONAL RBM FROG

RBM N/A 513450048 513450049
FILE OWNER: BNSF DATE: MAY 19, 2008

SOLID N/A 513450050 513450051 REV. NO.: 5 DWG NO: 341002

A-20
 22’-11" RAIL

SEE MATCH LINE "C"

ON DWG. 341002
AND/OR 341004

23’-0" RAIL (WHEN USING RBM FROG)

26’-10" RAIL (WHEN USING SOLID FROG)

22’-11" RAIL (WHEN USING RBM FROG)

26’-9" RAIL (WHEN USING SOLID FROG)

22’-9 1/2"

NOTES:
1. SEE DWGS 341000, 341001, 341002, AND
55 56 57 58 59 60 61 62 63 64 65 66 67 341004 FOR THE BALANCE OF LAYOUT PLANS.
2. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
89’-2"

92’-5"

95’-8"

98’-11"

102’-2"

105’-5"
87’-6 1/2"

90’-9 1/2"

94’- 1/2"

97’-3 1/2"

100’-6 1/2"

103’-9 1/2"

107’- 1/2"
SHOWN.
ACCUMULATIVE TIE 3. ALL TIE SPACING ON THIS DWG IS 19 1/2".
SPACING FROM C TIE 1 4. SEE DWG 341100 FOR TURNOUT GEOMETRY.
L
5. SEE DWG 341200 FOR TURNOUT BILL OF
MATERIAL.
6. PANEL WEIGHT = 21,000 LBS.
WOOD TIE (1) 15’-0" (6) 16’-0" (6) 17’-0"
SM

QUANTITIES
BY LENGTH

COMMON STANDARDS

NO. 9 TURNOUT 136 LB.

PANEL NO. 4
22-4

FILE OWNER: BNSF DATE: FEB 28, 2007

REV. NO.: 2 DWG NO: 341003

A-21
 P.T.
P.C.
6’-4 1/2"

VERTEX
US
LRADI
614’-0" C
17’-7 9/32"

THEO.
3 9/16" 16’-6"

PT.
SWITCH
ALIGNMENT
4 1/2"
30’-2" P.I.
P.S.

72’-11" LEAD

GENERAL LAYOUT

7’-4 9/16"
5’-1 13/16"
3’-0 1/16"
6 1/4" 17 1/4"
SWITCH POINT

10 3/4" 2’-1 5/8" 4’-0 7/16" 6’-3 3/16" 8’-5 15/16"

10’-0"

20’-0"

30’-0"

40’-0"

50’-0"

60’-0"

70’-0"
0

90’-0"
80’-0"
SPREAD LAYOUT

SM

SWITCH DATA FROG DATA

SWITCH LENGTH 16’-6" ANGLE 6-21’-35"

HEEL SPREAD 6 1/4" LENGTH VARIES

HEEL ANGLE 1-46’-22"

COMMON STANDARDS
SWITCH ANGLE 1-46’-22" TURNOUT DATA
THROW AT ROD #1 4 3/4" RADIUS OF CENTER LINE 614’
TURNOUT

THICKNESS AT POINT 0" T= 24.59’ NO. 9 TURNOUT 16-6" STRAIGHT

POINT

RADIUS (CLOSURE CURVE) 616.3542’ CENTRAL ANGLE - CLOSURE CURVE 435’13" SWITCH TURNOUT GEOMETRY
22-5

VERTEX DISTANCE 7 1/16" DEGREE OF CURVE 920’31"

A-22 FILE OWNER: BNSF DATE: JAN. 8, 2003

REV. NO.: 0 DWG NO: 341100

A-23
A-24
 47’-1 1/4" P.S. TO

B"
TURNOUT INSULATED JOINT

NE "
ON DW G.343002
OR 343004
ELASTIC FASTENER PLATE
45’-5 3/4" P.S. TO

SEE M ATCH LI
CLOSURE INSULATED JOINT

MODIFIED ELASTIC

AND/
FASTENER PLATE

35’-11" RAIL (WHEN USING RBM FROG)

40’-8 1/2" RAIL (WHEN USING SMSG FROG
DW G.343000
SEE M ATCH
LI A"ON
NE "

36’-1" RAIL WHEN USING RBM FROG,

(SEE INSULATED JOINT DETAIL BELOW)
40’-10 1/2" RAIL (WHEN USING SMSG FROG)

GP31L

GP38L

GP40L
MUST SPECIAL ORDER INSULATED JOINT
18 5/16" AND DRILL FOR SMSG FROG
2’-3 5/16"

23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42
32’-8 1/4" RAIL

1"
2"
2"

2"
2"

2"

2"

2"
2"
2"

10"

10"

10"
1"

4"

7"

1"

4"

7"
2"

5 1/

-
11 1/

2 1/
8 1/

2 1/

5 1/

8 1/
5 1/
2 1/

67’
-

-
11 1/
41’

44’

47’

54’

57’

60’
-

-
ACCUMULATIVE TIE SPACING FROM C TIE 1
37’

50’

63’
L

-
-
-

-
-
-

65’
62’
42’

49’

52’

55’
39’
36’

-
58’
-
45’

17 @ 19 1/2" 22 1/2" 20" 17" TO TIE 43

NOTES:
WOOD TIE 1. WHEN INSULATED JOINTS ARE REQUIRED,
(13) 11’-0" (7) 12’-0"
QUANTITIES THE LOCATION OF THE JOINTS SHOULD BE
BY LENGTH STAGGERED NO CLOSER THAN 6" AND NOT
MORE THAN 4’-6" APART, MEASURED ALONG
USE GP40 FOR BNSF LIFT FROG TURNOUTS ONLY. USE GP38
THE TURNOUT.
FOR ALL UP TURNOUTS AND BNSF RBM/SPRING/SSG TURNOUTS
2. SEE DWGS 343000, 343002, 343003, 343004, AND
343005 FOR THE BALANCE OF LAYOUT PLANS.
L 3. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
4. SEE DWG 343100 FOR TURNOUT GEOMETRY.
5. SEE DWG 343200 FOR TURNOUT BILL OF
MATERIAL.
6. PANEL WEIGHT = 17,000 LBS.

SM

A B

INSULATED JOINT DETAIL

(FOR USE WITH RBM FROG ONLY)
COMMON STANDARDS
BNSF STOCK CODE

136LB. 141LB.
NO. 11 TURNOUT 136/141 LB.
A B L LH TURNOUT INSULATED JOINT RAIL 005253760 005253554
PANEL NO. 2
TURNOUT INSULATED JOINT RAIL 11’-4" 21’-5" 32’-9" LH CLOSURE INSULATED JOINT RAIL 005253778 005253562
22-

FILE OWNER: BNSF DATE: MAY 6, 2011

CLOSURE INSULATED JOINT RAIL 8’-2" 27’-11" 36’-1" RH TURNOUT INSULATED JOINT RAIL 005253786 005253570
8

RH CLOSURE INSULATED JOINT RAIL 005253794 005253588 REV. NO.: 7 DWG NO: 343001
A-25
 24’-1 1/2"
ELASTIC FASTENER PLATE
10’-2 1/2" 13’-11"

83’-6" ACTUAL LEAD 19’-6" GUARD RAIL

(P.S. TO 1/2" POINT OF FROG)
1/2" PT. OF FROG 4" 32’-6 3/4" RAIL

MODIFIED ELASTIC
FASTENER PLATE

SEE MATCH LINE "C"

ON DWG. 343003
FGP
FGP2

FGP
FGP2

FGP
FGP2
SEE MATCH LINE "B"

DO NOT
CUT THIS END

DO NOT
CUT THIS END
ON DWG. 343001

DO NOT
CUT THIS END

FGP

FGP

FGP
FGP2 FGP2 FGP2

DO NOT

32’-4 3/4" RAIL

DO NOT DO NOT
CUT THIS END CUT THIS END CUT THIS END

18 5/16"

43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 22 1/2" TO TIE 63
68’-9 1/2"

70’-5 1/2"

72’-1 1/2"

73’-9 1/2"

75’-4 1/2"

76’-11 1/2"

78’-7 1/2"

80’-3"

81’-10 1/2"

83’-6"

85’-1 1/2"

86’-9"

88’-4 1/2"

89’-11 1/2"

91’-6 1/2"

93’-1 1/2"

94’-8"

96’-2 1/2"

97’-11 1/2"

99’-5 1/2"
NOTES:
ACCUMULATIVE TIE 1. SEE DWGS 343000, 343001, 343003, 343004, AND
SPACING FROM C TIE 1 343005 FOR THE BALANCE OF LAYOUT PLANS.
L
2. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
3 @ 20" 2 @ 19" 20" 6 @ 19 1/2" 3 @ 19" 2 @ 18 1/2" 21" 18" 3. SEE DWG 343100 FOR TURNOUT GEOMETRY.
4. SEE DWG 343200 FOR TURNOUT BILL OF
MATERIAL.
WOOD TIE 5. APPLY 5" SAFE BOND WIRES ONE CRIB AHEAD OF
QUANTITIES (1) 12’-0" (7) 13’-0" (7) 14’-0" (5) 15’-0" TOE BLOCK, END OF SOLID WING RAIL, BEHIND
BY LENGTH END OF WING RAIL ON TAIL RAIL AND ONE CRIB
BEHIND HEEL BLOCK OF FROG.
6. PANEL WEIGHT = 22,000 LBS.
7. SEE DWGS 343004 AND 343005 FOR SMSG AND
LIFT FROG PANELS.

SM

UPRR BNSF RH BNSF LH

COMMON STANDARDS
136LB. RBM N/A 004710299 004710307

136LB. SPR N/A 004710315 004710323 NO. 11 TURNOUT 136/141 LB.

136LB. SOLID N/A 004710331 004710349 PANEL NO. 3 WITH
141LB. RBM N/A 005252739 005252721
OPTIONAL RBM FROG
22-9

FILE OWNER: BNSF DATE: AUG. 26, 2009

141LB. SPR N/A 005252754 005252747

141LB. SOLID N/A N/A N/A REV. NO.: 5 DWG NO: 343002
A-26
 ELASTIC FASTENER PLATE

SEE MATCH LINE "C"

ON DWG 343002
AND/OR 343004

26’-7 1/2" RAIL

28’-11 3/4" RAIL (WHEN USING RBM FROG)

32’-9" RAIL (WHEN USING SMSG FROG)

28’-10" RAIL (WHEN USING RBM FROG)

32’-7 1/2" RAIL (WHEN USING SMSG FROG)

26’-6" RAIL

211/2" NOTES:
1. SEE DWGS 343000, 343001, 343002, 343004, AND
63 64 65 66 67 68 69 70 71 72 73 74 75 76 77
343005 FOR THE BALANCE OF LAYOUT PLANS.
101’-4"

103’-1 1/2"

104’-9"

106’-4 1/2"

108’-0"

109’-7 1/2"

111’-3"

112’-10 1/2"

114’-6"

116’-1 1/2"

117’-9"

119’-4 1/2"

121’-0"

122’-7 1/2"

124’-3"
ACCUMULATIVE TIE 2. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SPACING FROM C TIE 1 SHOWN.
L
3. SEE DWG 343100 FOR TURNOUT GEOMETRY.
4. SEE DWG 343200 FOR TURNOUT BILL OF
MATERIAL.
5. PANEL WEIGHT = 24,000 LBS.
WOOD TIE QUANTITIES (2) 15’-0" (6) 16’-0" (7) 17’-0" 6. ALL TIE SPACING TO BE 19 1/2" ON THIS DWG.
BY LENGTH EXCEPT BETWEEN TIES 63 AND 64; WHICH ARE
SHOWN AT 21 1/2".

SM

COMMON STANDARDS

NO. 11 TURNOUT 136/141 LB.

PANEL NO. 4
21-10

FILE OWNER: BNSF DATE: AUG. 26, 2009

REV. NO.: 3 DWG NO: 343003

A-27
A-28
A-29
A-30
 57’-2" P.S. TO CLOSURE INSULATED JOINT

53’-10" P.S. TO TURNOUT INSULATED JOINT 21’-2" RAIL

21’-2" RAIL
MODIFIED PANDROL PLATE 38’-11 3/4" RAIL

35’-9" INSULATED JOINT RAIL

T29
T28
T27
T25
T24

GP50
GP26

GP38
27 5/16"

SEE MATCH LINE "B"

ON DWG. 345002
39’-0" INSULATED JOINT RAIL 18 5/16" 21’-1 1/2" RAIL 21’-2 3/16" RAIL
35’-9" RAIL

24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
38’-1"

41’-4"

44’-7"

47’-10"

51’-1"

54’-4"

57’-7"

60’-10"

64’-1"

67’-4"

70’-7"

73’-10"

77’-1"

80’-4"

83’-7"

86’-10"

90’-1"

93’-4"
39’-8 1/2"

42’-11 1/2"

46’-2 1/2"

49’-5 1/2"

52’-8 1/2"

55’-11 1/2"

59’-2 1/2"

62’-5 1/2"

65’-8 1/2"

68’-11 1/2"

72’-2 1/2"

75’-5 1/2"

78’-8 1/2"

81’-11 1/2"

85’-2 1/2"

88’-5 1/2"

91’-8 1/2"

94’-11 1/2"
ACCUMULATIVE
TIE SPACING
FROM CL TIE 1

WOOD TIE (23) 11’-0" (11) 12’-0" (2) 13’-0"

SEE MATCH LINE "A"

QUANTITIES
ON DWG. 345000

BY LENGTH
NOTES:
1. SEE DWGS 345000, 345002, AND 345003 FOR
THE BALANCE OF LAYOUT PLANS.
2. ALL TIE SPACING IS 19 1/2" ON THIS PANEL.
3. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
L
4. SEE DWG 345100 FOR TURNOUT GEOMETRY.
5. SEE DWG 345200 FOR TURNOUT BILL OF
MATERIAL.
6. PANEL WEIGHTS = APPROXIMATELY 19,500
LBS. AND 11,800 LBS.

SM

A B

BNSF ITEM NUMBER COMMON STANDARDS

136LB. 141LB.

A B L LH TURNOUT INSULATED JOINT RAIL 518030155 518030140 NO. 15 TURNOUT 136/141 LB.
PANELS NO. 2 AND NO. 3
22-14

TURNOUT INSULATED JOINT RAIL 14’-8" 21’-1" 35’-9" LH CLOSURE INSULATED JOINT RAIL 518030156 518030141

CLOSURE INSULATED JOINT RAIL 19’-7" 19’-5" 39’-0" RH TURNOUT INSULATED JOINT RAIL 518030157 518030142
FILE OWNER: UPRR DATE: MAY 19, 2008

RH CLOSURE INSULATED JOINT RAIL 518030158 518030143 REV. NO.: 3 DWG NO: 345001
A-31
 30’-11" FROG
34’-2 1/2" RAIL
13’-6" 17’-5"

NGENT 19’-6" GUARD RAIL

11’-10 1/4" TA

SEE MATCH LINE "C"

ON DWG. 345003
SEE MATCH LINE "B"

FGP
ON DWG. 345001

FGP
FGP
FGP

FGP

FGP
18 5/16"

111’-2 3/4" ACTUAL LEAD 3 3/4"

19’-6" GUARD RAIL
(P.S. TO 1/2" POINT OF FROG)
34’-1 1/2" RAIL
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80
96’-7"

98’-2 1/2"

99’-10"

101’-5 1/2"

103’-1"

104’-8 1/2"

106’-4"

107’-11 1/2"

109’-7"

111’-2 1/2"

112’-10"

114’-5 1/2"

116’-1"

117’-8 1/2"

119’-4"

120’-11 1/2"

122’-7"

124’-2 1/2"

125’-10"

127’-5 1/2"

129’-1"
NOTES:
ACCUMULATIVE
1. SEE DWGS 345000, 345001, AND 345003 FOR
TIE SPACING
THE BALANCE OF LAYOUT PLANS.
FROM CL TIE 1
2. ALL TIE SPACING IS 19 1/2" ON THIS PANEL.
3. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
(7) 13’-0" WOOD TIE (9) 14’-0" (5) 15’-0" 4. SEE DWG 345100 FOR TURNOUT GEOMETRY.
5. SEE DWG 345200 FOR TURNOUT BILL OF
QUANTITIES
MATERIAL.
BY LENGTH
6. PANEL WEIGHT = APPROXIMATELY 28,800 LBS.

SM

COMMON STANDARDS

UPRR BNSF LH BNSF RH NO. 15 TURNOUT 136/141 LB.

136LB. RBM N/A 513450060 513450059
PANEL NO. 4
22-15

136 LB. SPRING N/A 513450063 513450061

141 LB. RBM N/A 513450232 513450233 FILE OWNER: UPRR DATE: MAY 16, 2008

141 LB. SPRING N/A 513450234 513450235 REV. NO.: 3 DWG NO: 345002
A-32
 40’-6 1/2" RAIL

37’-4 1/2" RAIL

MODIFIED PANDROL PLATE

39’-0" RAIL

SEE MATCH LINE "C"

ON DWG. 345002

18 5/16"

81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111

168’-1"

169’-8 1/2"

171’-4"

172’-11 1/2"

174’-7"

176’-2 1/2"

177’-10"

179’-5 1/2"
130’-8 1/2"

132’-4"

133’-11 1/2"

135’-7"

137’-2 1/2"

138’-10"

140’-5 1/2"

142’-1"

143’-8 1/2"

145’-4"

146’-11 1/2"

148’-7"

150’-2 1/2"

151’-10"

153’-5 1/2"

155’-1"

156’-8 1/2"

158’-4"

159’-11 1/2"

161’-7"

163’-2 1/2"

164’-10"

166’-5 1/2"
ACCUMULATIVE
TIE SPACING
FROM CL TIE 1

WOOD TIE (5) 15’-0" (9) 16’-0" (9) 17’-0" (8) 18’-0"
QUANTITIES (UPRR ONLY)
BY LENGTH
NOTES:
1. SEE DWGS 345000, 345001, AND 345002 FOR
THE BALANCE OF LAYOUT PLANS.
2. ALL TIE SPACING IS 19 1/2" ON THIS PANEL.
3. ALL TIES 7" X 9" BODY UNLESS OTHERWISE
SHOWN.
4. SEE DWG 345100 FOR TURNOUT GEOMETRY.
5. SEE DWG 345200 FOR TURNOUT BILL OF
MATERIAL.
6. PANEL WEIGHT = APPROXIMATELY 23,650 LBS.

SM

COMMON STANDARDS

NO. 15 TURNOUT 136/141 LB.

PANEL NO. 5
22-16

FILE OWNER: UPRR DATE: MAY 2, 2008

REV. NO.: 1 DWG NO: 345003

A-33
 A-34
...\No 15\345100.dgn 03/07/2003 03:07:20 PM
A-35
 16’-6" SWITCH ALIGNMENT

S.
P.
2’-11"
36’-5" STOCK RAIL
8’-8" 17" C
L ROD 2 36’-7" STOCK RAIL
6’-11"
C
L ROD 1 35’-10" SWITCH POINTS
4"
EXISTING 8’6" TIES

VERTEX

4’-6"

GP14L
RSP2

T20
SP1

T12
SP2

T11

T13

T19
SP2

T18
T15

T17
T16
BP1

BP1

BP1

BP1
SP1
1A

BP0

GP1

2’-3 5/16"

3A 2A 1A 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
2"

2"
10"

8"

1"
6"

3"

0"

3"

2"

2"
2"

2"

2"

2"

2"

2"

2"

2"

2"

2"
2"

2"
2"

ACCUMULATIVE TIE
7 1/

10 1/

-
-

20’

11 1/

11 1/
11 1/

1 1/

7 1/

4 1/

4 1/

7 1/

2 1/

9 1/

4 1/

6 1/
7 1/

4 1/
10 1/

18’

22’
-
6’

3’

SPACING FROM C
L TIE 1
3’
S.

-
1’
-

P.
1’

INSTALLATION NOTE

-
-

10’

13’

15’

20’

23’

25’

26’

28’

31’
6’

8’

-
11’
STUB RAIL MUST BE SPIKED TO EVERY TIE TO PREVENT MOVEMENT

-
-
-

16’

29’
4’
4’

4"
1 "
4 @ 19 1/2" 22" 17"20 -
- 20" 5 @ 21" 19" 3 @ 20 1/2" 18 1/2" 5 @ 19"
2

WOOD TIE (4) 9’-0"

QUANTITIES (2) 16’-0" (18) 10’-0"
BY LENGTH
14’ TRAPEZOID
MANUAL OPERATED NOTES:
GPM 2L
GPM 1L

1. ALL TIES 7" X 9" BODY UNLESS OTHERWISE

PANEL WEIGHT: 20,000 LBS.
2A

SHOWN ABOVE.
BP1

SP1
GP0/

Panel Length 44’ 6" 2. SEE DWG 341100 FOR TRACK GEOMETRY.
3. FULLY BOX ANCHOR STOCK RAILS, TIES 3-15
FOR SHIPPING OF PANELS ONLY.
4. SWITCH POINT DERAIL FURNISHED AS A COMPLETE
PANEL.
5. WHEN ORDERING SPECIFY LEFT OR RIGHT HAND
AND POWER OR MANUAL OPERATION. SUPPLIER
TO PROVIDE CORRECT PLATING AND TIES
FOR POWER APPLICATIONS. .
6. FOR OPERATING STANDS SEE STANDARD PLANS
2501.02 & 2153.01.
33
END RAMP 45 64 FOR ROD PLAN SEE DRAWING 2156.01 AND
SM

DERAIL SIGN ON PLAN 3020.01.

7. SEE STANDARD PLAN 24000202 FOR DOUBLE
450’0"
SWITCH POINT DERAIL REQUIREMENTS.
0 1 2 3 4 8. SEE LATEST REVISED ENGINEERING INSTRUCTIONS
9.3.3 FOR INSTALLATION AND USE.
S.

1 " 9. MANUFACTURER WILL PROVIDE A DRILLED 20’ STANDARD PLAN

P.

23 -
-
4 STUB RAIL, A DRILLED TURNOUT SWITCH
4" 16" 4" POINT AND ANGLE BARS FOR HOOK UP.
10. END RAMPS REQUIRED ON STUB RAIL AND DOUBLE SWITCH POINT
POWER OPERATED TURNOUT STOCK RAIL.
PANEL WEIGHT: 20,000 LBS. LH RH DERAIL
POWER 141 054333703 054333711
POWER 136 054333646 054333653 16’ 6" POINTS 136 LB
3 -6

POWER 115 054333687 054333695

MANUAL 141 054333661 054333679
DATE: SEPTEMBER 8, 2011 FILE OWNER: BNSF
MANUAL 136 54590633 54590641
54590658
DWG NO: 2400 SHEET NO: 04 REV NO: 00
MANUAL 115 054333638

A-36
 2’-2"

1’-1"
> ALL SCREW SPIKES
HOLES ARE 1" DIA.

5/8"

78"
3
108"
SEE DWG. NO. 2159.01

5
1’-24"
1
FOR TARGET DETAILS

68"
7
>
15
516"
1
1032" 2’-10" REF

45"
78 1/2" PLAN VIEW

PLAN VIEW
36 E STANDS,

XX
XX
XX
X
SHOWN WITH LOW STAFF
XX
XX

XX
XX
XX

XX
X
AND TRI-HANDLE.
XX
XX
XX
XX

XX
XX
XX
ALL OF HANDLE
24 1/16"
PAINTED ORANGE

FOOT LATCH LOCK

1 1/4"

ELEVATION VIEW BILL OF MATERIALS

36 EH STANDS, QUANTITY SWITCH STAND DESCRIPTION
1 EA.
SHOWN WITH HIGH STAFF
AND TRI-HANDLE. 1 EA.

NOTES: 1 EA.

1. SEE DWG. 2156 & 2160 FOR SPINDLE AND

CRANK EYE DETAILS.
SM

FROG 2. HANDLE KITS (STRAIGHT OR TRI-HANDLE) ARE AVAILABLE

SWITCH STAND

FOR FIELD RETRO FIT OF EXISTING 36 STYLE SWITCH STANDS.

3

3. STAND 36EH IS FOR MAIN LINE USE ONLY. FURNISHED WITH

NO. 1.2 STAFF, SEE DWG. 2160.01.
2

4. STAND 36E IS FOR MAIN LINE OR YARD USE, FURNISHED WITH STANDARD PLAN
NO. 2 STAFF, SEE DWG. 2160.01.
RACOR STYLE 36E & 36EH
1

5. 16:1 MECHANICAL ADVANTAGE.

STOCKRAILS

6. SWITCH STANDS ARE TO BE INSTALLED WITH HANDLE

SWITCH STAND
0

CONNECTING ROD

DIRECTED TOWARDS FROG WHEN LINED TO THE WITH 45" TRI-HANDLE

19-

STRAIGHT SIDE OF SWITCH.

INSTALLATION VIEW 6. STAND INCLUDES
1
2" DIAMETER HOOK ON 19" CHAIN
FILE OWNER BNSF DATE: DECEMBER 10, 2010
15

REV. NO.: 13 DWG NO: 215301

A-37
 1. ALL SIGNS LISTED IN THIS PLAN ARE 6" X 8 1/2"
OR 8" X 18" SIZED WITH RED, YELLOW, OR GREEN
REFLECTIVE BACKGROUND AS SHOWN.

QUANTITY SIGN PANEL

HARDWARE
19-18

A-38
 Rail C Track Rail

Standard gage
56 1/2 "

For details, review

BNSF 2400.06 Headblock Switch Ties
Direction
of sliding
motion
Insulated wheel crowder of derail
Rod (with 7/8" pins)
8'-2" derail connecting rod

TAG
to be used to connect the
5 1/4 "
Derail derail to the switch stand
stroke on the side of the derail

4"
Stand to be installed such that

3/
the center of the middle lug is
C of derail & 8'-2" to 9'-3" from the switch stand
crowder are the
nal
es

same Rod to be used with a

2"

8"
ween t
15"Nom i

connecting pin of
30 1/

TAG

43 5/
1 1/8" dia. pin (new style) or
7/8" dia. pin (old style)
bet

based on the middle lug hole size

4"
2"
16 "
4"
Middle lug Derail shown in

3 1/
2 1/
3/
for connecting engaged position

3 15/
Turnbuckle derail to switch
Reversing stand
Crank Tags are
Mechanism required
.
typ
1"

For use with 15/16"

standard lag screws
(not included with derail)

2 7/8 " from crowder to rail in

disengaged position
PLAN VIEW
A
denotes the nominal
Length of derail insulated
connecting rod height. Derail should

4"
Wheel crowder 15 5/8 " 3 1/8 " 20 3/4 " 17"

2 3/
lay flat on the rail head
2"

is designed to be

r
8"
4"
1 1/

against the rail head

/p " te
a g
ts 1/8 m e
1 3/

u
(not on top of rail)

l
e l e
bo r1 di
dd
Top of rail

n
i
ho i
fo l
Select derail size based

M
Top of rail

"
Shim / adze ties under derail to ensure

64
this surface is touching the rail head on the height of the rail

9/
horizontally in the engaged position

1
1" - 8 hex bolts Crowder
(approx.) or the height of the rail
connecting A
lug plus tie plate
Top of tie Top of tie

Derail sizes A

6 6 "+/-

n.
Middle lug for The use of a cropped tie plate is optional.

2 "M i
1 3/4 " switch stand Gage If used without a cropped tie plate, adze ties 7 7 "+/-
connecting rod of rail to ensure proper contact between rail & tie.

1 1/
For plate details, review
8 8 "+/-
ELEVATION VIEW
BNSF 2400.08

Approx. weight
GENERAL NOTES:
585 lbs.
1. The Western Cullen Hayes bi-directional short stroke sliding derail (HBXSS derail) is not designed to be installed & used in absence of the crowder component.
2. Use of tie plates under the rail is optional. The plate must be cropped at the edge of the rail seat such that it does not prevent the proper
seating of the derail on the ties or the proper installation of the derail.
2400.

3. The use of this derail is not intended to waive any requirements from the Engineering Instructions (EI). If apparent conflicts are present, the EI should govern. BNSF STANDARD PLAN
4. For installation instructions, ordering and additional information, please review BNSF 2400.06 & BNSF 2400.07 TRACK STANDARDS
03.

WESTERN CULLEN HAYES MODEL HBX-SS

2-WAY SLIDING DERAIL WITH CROWDER
06

Stock Codes Table (Login With Your BNSF email account)

STATUS
DRAFTED
Released
OR

REVISED
ISC CHECKED EKF APPROVED EKF BNSF RAILWAY COMPANY - SYSTEM TRACK STANDARDS DATE:
3/12/2019 PLAN NO
2400 SHEET
03 REVISION
06
Navigate to Other Drawings (Login With Your BNSF email account) A-39 2400.03.06
 SPLICING DETAIL NO. 28 SIGN DATA
MINIMUM OVERLAP 12"
SIGN NO. 28 - DERAIL SIGN WIDTH: 16 " HEIGHT: 16 "
1 1/8 "

THICK: 0.063 " BORDER: 3/8 "

0.
116"
3/8" dia hole BACKGROUND COLOR WHITE

5/16" dia
bolt set TEXT/SYMBOL COLOR BLACK

64 "
with nut
& washer

1 33/
ORDERING/OTHER INSTRUCTIONS

Includes one sign and two sets

8"
R
of mounting screws
0.781"
2"

3 1/8 "

INSTRUCTIONS FOR THE USE OF THIS SIGN

General:
- Place derail sign opposite of derails without high target stand. Mounted on both sides of steel post
for bidirectional viewing
- Sign may be mounted on switch stand mast

D
12"

BILL OF MATERIALS

1 EA. No. 28 Derail Sign

2 EA. 6 ' long galvanized flanged channel steel post with pointed ends
2 lbs. per linear feet

3/8 " Dia. mounting holes on 1 " centers

1 EA. 8 ' (or longer) galvanized flanged channel steel post with blank ends
2 lbs. per linear feet
2"

3/8 " Dia. mounting holes on 1 " centers

6 EA. 5/16 " Dia. x 2 " galvanized round head square neck machine bolt
with washer and lock nuts
3/8'' X 3/4'' SLOTS 2 LOCATIONS
Fully threaded for sign panel mounting

6 EA. 5/16 " Dia. x 1 1/4 " mounting bolt sets (with washer & lock nuts)
For post splicing

ALL SIGNS SHALL COMPLY WITH BNSF SIGN SPECIFICATIONS UNLESS OTHERWISE STATED

MOUNTING INSTRUCTIONS

1. Sign to be mounted no closer than 14' from nearest center

3028.

of track, where practical BNSF STANDARD PLAN

ROADWAY SIGNS
01.

NO. 28 SIGN
DERAIL SIGN
00

Stock Codes Table (Login With Your BNSF email account)

STATUS
DRAFTED DRAFTED
Preliminary
OR

REVISED
CLY CHECKED EKF-S BNSF RAILWAY COMPANY - SYSTEM TRACK STANDARDS OR

REVISED
CLY CHECKED EKF
Draft
DATE:
02/18/2020 PLAN NO:
3028 SHEET
01 REVISION
00
Navigate to Other Drawings (Login With Your BNSF email account) A-40 3028.01.00
 MATERIAL & FABRICATION
1. HARDWOOD PANELS TO BE TREATED (BNSF SPECIFICATIONS) MIXED HARDWOOD,
EDGE OF CROSSING NO CLOSER
FREE OF WANE.
TYPICAL 24’ CROSSING AT 30%%94 SKEW
THAN 1 FOOT FROM TRAVELED 2. BRANDING: EACH CROSSING PANEL SHALL BE IDENTIFIED ON THE END WITH
ROADWAY. MANUFACTURER ID, MO/YR MANUFACTURED, WEIGHT RAIL.

INSTALLATION

1. BALLAST THROUGH CROSSING AREA SHALL BE CLEAN CRUSHED ROCK BALLAST,

12" BELOW BOTTOM OF TIES. TOP OF BALLAST TO BE 2" BELOW TOP OF TIES.
TIES THROUGH CROSSING SHALL BE NO. 5 TREATED HARDWOOD 19 3/16" ON CENTERS,
IN GOOD CONDITION.
2. IF REQUIRED BY GDLM, PERFORATED DRAINAGE PIPE RECOMMENDED FOR PROPER
DRAINAGE PER BNSF DWG. 2259.01.
3. ENDS OF CROSSING PANELS SHOULD BE CENTERED ON TIE.
4. THERMITE WELDS OR RAIL JOINTS SHOULD BE LOCATED OUTSIDE THE CROSSING.
WHEREVER POSSIBLE, WELDED RAIL SHOULD BE RELAYED THROUGH CROSSING (MINIMUM
RAIL WEIGHT, 112 LB.) BEFORE NEW TIES AND CROSSING PANELS ARE INSTALLED.
5. PANELS SHALL BE HANDLED CAREFULLY, SLATTED AND STACKED ON LEVEL GROUND
TO PREVENT WORPAGE.
LOCATION TIMBER SPIKES 6. PUBLIC CROSSINGS SHALL BE OF SUCH WIDTH AS PRESCRIBED BY LAW, BUT IN NO CASE
ASPHALT
8’ & 16’ PANELS SHOWN, TYPICAL SHALL THE WIDTH BE LESS THAN THAT OF THE ADJACENT TRAVELED ROADWAY PLUS
RAMP
18" 2 FEET.
7. TWIN LEAD TIMBER SPIKES FURNISHED SEPARATELY.
8. 3/8" DIA. HOLES SHOULD BE BORED IN FIELD, TO PATTERN SHOWN.
9. GAGE SIDE AND FIELD SIDE PANELS ARE INTERCHANGEABLE.
3/4" STEEL DOWEL. 3 PER 8’ PANEL. 10. ALL CROSSING PANELS HAVE CLEARANCE FOR PANDROL PLATES AND CLIPS.
11. USE OF 10’ TIES IS REQUIRED IN HEAVILY RAIL TRAFFIC CROSSINGS SEE DWG. 2253.03.
1/2" CHAMFER
12. PANELS ARE FURNISHED FOR ANY LENGTH CROSSING IN INCREMENTS OF 8 AND 16 FEET.
THE ITEM NUMBERS LISTED BELOW COVERS THE REQUIRED PANELS BY THE TRACK FOOT.

BILL OF MATERIAL
3 1/2"
WT. RAIL DESCRIPTION STOCK CODE

100 LB 8’ FULL DEPTH PANEL (2 PCS. DOWELED) 004938916

6"
115 LB 8’ FULL DEPTH PANEL (2 PCS. DOWELED) 004938940

= = 115 LB 16’ FULL DEPTH PANEL (2 PCS. DOWELED) 004938932

TWO PIECE PANEL
16 3/4" 136 LB 8’ FULL DEPTH PANEL (2 PCS. DOWELED) 004938866

H = 7" FOR 100 LB RAIL 136 LB 16’ FULL DEPTH PANEL (2 PCS. DOWELED) 004938957

H = 7 1/2" FOR 115 LB RAIL 3/4" X 12" TWIN LEAD TIMBER SPIKE 004744074

H = 8" FOR 136 LB. RAIL 3/4" X 13" TWIN LEAD TIMBER SPIKE 004743985

2 1/2" 16 3/4"

3"

STANDARD PLAN

TIMBER CROSSING PANELS

FOR LOW DENSITY RAIL TRAFFIC
ON 8’6" WOOD TIES
15-17

M
8’6" CROSS TIE FILE OWNER BNSF DATE: MAY 11, 2010

SCALE: NONE
REV. NO.: 07 DWG NO: 225302

A-41
 8’-1 1/2" FIELD PANEL

19 1/2" 19 1/2" 19 1/2" 19 1/2" 19 1/2"

GAGE PANEL
8"
8’-1 1/2"

12" 2’-3" FIELD PANEL

7"

10 1/2"
13 1/2"

FRAME SPACER

13 1/4"

2’-5 1/2" 4’-2 1/2"

LIFTING INSERT
TYPICAL 13 1/2"
10’-0" WOOD TIES ON 19 1/2" CENTERS

10 1/2" 10 1/4"

22 1/2" 4’-4 1/2" 22 1/2"

NOTES:
8’-1 1/2" 1/4" RUBBER INTERFACE PAD TO BE PLACED
BETWEEN PANEL AND TIES FOR 141 LB. RAIL
SECTION. PAD TO BE NAILED TO TIES,

CROSSING TYPE - 10W

SM

RAIL SIZE PANEL HEIGHT GAGE PANEL WEIGHT FIELD PANEL WEIGHT

115 7 1/8" 2850 LBS. 1550 LBS.

COMMON STANDARDS
132-141 7 7/8" 3125 LBS. 1675 LBS.

LAYOUT FOR CONCRETE

PANELS ON 10’-0" LONG
WOOD TIES (10W)
ITEM NUMBERS
15-

FILE OWNER: UPRR DATE: DEC. 6, 2010

141 LB. BNSF 133-141 LB. UPRR 132-136 LB. BNSF 115 LB. UPRR 115 LB. BNSF
1

054374616 540-1301 004935722 540-0202 004935706 REV. NO.: 2 DWG NO: 200100
A-42
A-43
 CLEARANCES BY STATES TRACK CENTERS VERTICAL HORIZONTAL

N TRACKS
PLATFORMS SIGNALS

TW O ADJACENT PARALLEL
LADDER TRACK ADJACENT
TO ANY PARALLEL TRACK

R,&

RS

ORE AND COAL DOCKS

DARY
ARY TRACKS

NG TRACKS
H = Horizontal Clearance (Min.) LOW SWITCH

N PAI

DGES

DGES
CABOOSE TRACKS
YARD LEADS,REPAI

NG DOORS

NG DOORS
LADDER TRACKS
YEAR OF LATEST

CATTLE CHUTES
BETWEEN BOXES,

AT PLATFORM S

DGES

DGES
V = Vertical Clearance (Max.)

GNALS
N TRACKS

NGS

NGS
ADJACENT SUBSI
AM ENDM ENT
TRACKS ETC.

TRACK TO ANY M AI

GENERAL

GENERAL
GHW AY BRI

TUNNELS

GHW AY BRI

TUNNELS
ANY TW O

TEAM TRACKS I

POLES
LDI

LDI
THRU BRI

THRU BRI

M AX)

M AX)
GH SI
REGULATION C/L

CLEARANCE

CLEARANCE
STATE H3

N BUI

N BUI
UNLOADI
REFERENCE

LDI

LDI
DI
M AI
H2

GHT (

GHT (
Top

SUBSI

HI
BUI

BUI
of V3

I
H1 V2

HI

HI
rail V1

HEI

HEI
V H V H V H
1 1 2 2 3 3

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37

ALABAMA NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR
2 3 2
ARIZONA CHPTR. 5, ART. 1 1987 14-0 14-0 15-0 20-0 20-0 NR 13-0 13-6 22-0 22-0 23-0 22-0 18-0 18-0 8-6 8-0 8-6 8-0 7-8 8-6 0-8 4-8 NR NR 4-6 8-0 8-6 3-0 6-0 0-5 3-0 8-6 8-6 8-6
2 3 2 4 5 6
ARKANSAS CASE R-1012 1956 14-0 14-0 14-0 17-0 20-0 14-0 13-0 13-0 22-0 22-0 22-0 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 7-0 0-8 5-0 4-0 5-9 4-0 8-0 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
3 8
CALIFORNIA G.O. 26-D 1988 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0 22-6 22-6 22-6 22-6 18-0 18-0 8-6 8-0 8-6 8-0 8-6 8-6 0-8 4-8 NR NR 4-0 7-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
1
CANADA CHPTR. 1189 1983 13-0 13-6 14-0 15-0 18-0 13-6 12-0 12-0 22-6 22-6 22-6 22-6 22-6 22-6 8-4 4 8-0 8-414 8-0 8-414 8-414 12 12 12 12 4-0 12 8-414 3-0 8-414 NR NR 8-414 8-414 8-414
2 3 5 6
COLORADO DEC. 55621 1987 14-0 14-0 15-0 17-0 20-0 14-0 13-0 13-6 22-6 22-0 22-6 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 8-0 0-8 5-0 4-0 5-9 4-0 8-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
2 3 2 2 8
IDAHO G.O. N0. 158 1980 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0 23-6 22-6 22-6 22-6 18-0 18-0 8-6 8-0 8-6 8-0 8-6 8-6 0-8 4-8 4-0 7-3 4-0 8-6 8-0 3-0 6-0 0-4 3-0 8-6 8-6 8-6
11 15 16 1 1 2 7
ILLINOIS TITLE 92 I.A.C. 1986 13-6 13-6 15-0 17-0 19-0 NR 13-6 13-6 21-6 21-3 21-6 21-6 H 21-6 8-0 8-0 8-0 8-0 7-0 8-0 0-4 4-6 0-8 5-1 CFH 6-2 8-6 NR NR NR NR 9-0 8-0 8-0

IOWA NR 1982 NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR
13 14 6
KANSAS ART. 5 -RSR 1987 14-0 14-0 14-0 17-0 20-0 14-0 13-0 13-6 22-6 22-6 22-6 23-0 17-0 18-0 8-6 8-6 8-6 8-0 7-0 7-0 0-8 5-0 4-0 6-2 4-0 8-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6

KENTUCKY 277.240 1942 NR NR NR NR NR NR NR NR NR NR 22-0 NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR

2 2
MINNESOTA 219.47 1980 14-0 14-0 14-0 17-0 19-0 14-0 14-0 14-0 22-0 22-0 22-0 22-0 22-0 22-0 8-6 8-6 8-6 8-6 8-6 8-6 NR NR NR NR NR NR 8-6 NR NR NR NR 8-6 8-6 8-6

MISSISSIPPI NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR
2 7 5-0 10
MISSOURI TTL 4 CSR 265-8.060 1987 14-0 14-0 14-0 17-0 19-0 14-0 13-6 14-0 22-0 22-0 22-0 22-0 22-0 22-0 8-6 8-0 8-0 8-6 8-6 8-6 0-4 4-6 0-8 5-1 CFH 8-6 8-6 4-0 8-0
0-3 4-2 8-6 8-6 8-6
2 3 2 6 8
MONTANA ADM. RULES 1980 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0 22-6 22-6 22-6 22-6 18-0 18-0 8-6 8-0 8-6 8-0 8-6 8-6 0-8 4-8 4-0 5-9 4-0 8-6 8-0 3-0 6-0 0-4 3-0 8-6 8-6 8-6
2 3 2 5 5
NEBRASKA ORD 16, CHPT 5, ART 4 1987 14-0 14-0 15-0 17-0 20-0 14-0 13-0 13-6 22-6 22-0 23-0 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 8-6 0-8 5-0 4-0 5-9 4-0 8-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6

NEW MEXICO NMAC 18.14.2.9(B) 2011 14-0 14-0 15-0 17-0 20-0 14-0 13-0 13-0 22-6 22-0 22-6 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 7-0 0-8 4-8 4-0 5-9 4-0 8-0 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
1 1 1 1 1
NORTH DAKOTA SEC.49.10.1-13 1981 NR NR NR NR NR NR NR NR 21-0 21-0 21-0 21-0 21-0 21-0 8-0 8-0 8-0 8-0 8-0 8-0 NR NR NR NR 4-0 8-0 8-0 NR NR NR NR 8-0 8-0 8-0
2 3 2 4 5 5
OKLAHOMA ORDER 33847 1987 14-0 14-0 14-0 17-0 20-0 14-0 13-0 13-6 22-0 22-0 22-0 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 7-0 0-8 4-8 4-0 5-9 4-0 8-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
2 3 8
OREGON ORDER 83-313 1983 15-0 14-0 15-0 20-0 20-0 14-0 14-0 13-0 20-9 20-9 20-9 20-9 18-0 18-0 8-6 8-0 8-6 8-0 8-6 8-6 0-8 4-8 NR NR 4-0 7-3 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
1 1 6
SOUTH DAKOTA ORDER F2465 1957 NR NR NR NR NR NR NR NR 22-6 22-6 22-6 22-6 17-0 22-6 8-6 8-0 8-0 8-6 7-0 8-6 0-8 4-8 CFH 5-9 NR NR 8-0 NR NR 0-4 3-0 8-6 8-6 8-6
3
TENNESSEE RULE 1220-3-1-.12 1970 14-0 13-0 14-0 18-0 18-0 14-0 13-0 13-0 22-0 22-0 22-0 22-0 17-0 17-0 8-0 8-0 8-0 8-0 8-0 8-0 0-8 4-8 4-0 5-9 4-0 7-6 8-0 NR 6-6 0-4 3-0 8-0 8-0 8-0
2 2
TEXAS SEC. 5, CHPT 11 1988 NR NR NR NR NR NR NR NR 22-0 22-0 22-0 NR 22-0 22-0 8-6 7-6 8-6 NR 8-6 8-6 1-0 4-6 NR NR 4-0 8-6 8-6 2-6 5-6 0-6 4-0 8-6 8-6 8-6
2 3 2 6 8
WASHINGTON CHPTR. 480-60 1969 14-0 14-0 15-0 20-0 20-0 14-0 13-0 13-0 22-6 22-6 22-6 22-6 18-0 18-0 8-6 8-0 8-6 8-0 8-6 8-6 0-8 4-8 4-0 7-3 4-0 8-6 8-0 3-0 6-0 0-4 3-0 8-6 8-6 8-6
1 1 1 0-4 4-6 7
WISCONSIN CHPTR. TC-3 1982 14-0 14-0 14-0 14-0 14-0 14-0 14-0 14-0 22-0 22-0 22-0 22-0 22-0 22-0 8-6 E 8-6 8-6 8-6 8-6 0-8 5-1
1-9 6-0 5-0 6-4 8-6 E E E E 12-0 8-6 8-6
2 3 2 4 5 6
WYOMING CHPTR. XIII 1979 14-0 14-0 15-0 17-0 20-0 14-0 13-0 13-0 22-6 22-0 23-6 23-0 17-0 18-0 8-6 8-0 8-6 8-0 7-0 7-0 0-8 5-0 4-0 5-9 4-0 8-6 8-6 3-0 6-0 0-4 3-0 8-6 8-6 8-6
19 17 12
BNSF RY. CO. 18 1997 20-0 14-0 20-0 20-0 20-0 14-0 14-0 20 23-0 23-0 23-6 23-0 20 20 8-6 8-6 21 8-6 20 20 20 20 20 20 20 20 8-6 20 6-0 20 20 8-6 8-6 8-6

THIS CHART IS FOR INFORMATION ONLY 2& 3 Shows basic regulation, effective year or year of latest amendment 26 & 27 Passenger / freight platforms on side tracks except as noted
Architects, contractors, etc. should COLUMN 7&8 Apply to hand and mechanically operated switches except as noted 28 & 29 Freight Platforms on side tracks
NO LIABILITY CAN BE ASSUMED check with state(s) involved 12 & 18 Prevails for all items not otherwise provided for Stepped platforms not allowed
HEADING 13 & 19 Bridges supporting tracks 35 Other than trolley contact poles
CFH = Car floor height H = Height of car governs 14 & 20 Bridges spanning tracks 36 To center of stand except as noted
LEGEND DETAILS
E = Exempt NR = No current regulations known 24 & 25 Passenger platforms 37 Applies to both supports and platforms except as noted

FOOTNOTES 3 Only if tracks end within buildings 10 For platforms at car eave height - supports to be 8-0 (8-6 for TX) 15 For hand operated switches (May be 15-0 for mechanically operated switches)
1 Lesser clearances not 4 May be reduced to 5-9 if 8-3 (8-6 for WY) providied on opposite (opp.) side 11 For freight tracks - can be 13 for passenger tracks 16 For hand operated switches (May be 17-0 for mechanically operated switches)
permitted in quadrants 5 May be reduced to 5-9 if 8-0 (8-6 for NE, MO & WY) provided on opp. side 12 Regarding Canada - Check standard clearance diagram approved 17 Must have additional side clearance of 2 inches per degree of curvature
2 Engine houses and shop 6 Only if 8-0 (7-3 for MT & WY; 8-6 for WA & SD) provided on opp. side by board of transport commissioners for Canada for railway involved 19 New construction 20-0 center to center main track / control siding
builds exempt / permitted 7 Passenger platforms only 13 May be reduced to 6-2 if 8-3 provided on opposite side 20 State regulation governs
lesser dimensions 8 May be 8-0 at 4-6 for refrigerator car platforms only 14 May be reduced to 6-2 if 8-0 provided on opposite side 21 Center line of track to closest edge of pier: 25' for main line, 18' for others

GENERAL NOTES
1. Dimensions are shown in feet and inches for tangent track. Most laws specify increases for curved and superelevated track.
2. All are minimums except columns 24, 26, 28, 31, and 33 which are maximums.
2509.

3. Vertical clearances are measured from top of rail, except Canada using the base of rail for other than platforms. Horizontal clearances are measured from the center line of track.
4. Application cases vary, from only to new construction, some reconstruction, and to some extensions. They can be changed upon approval by applying to governing body. BNSF STANDARD PLAN
5. Dimensions are based on maximum car size for California, Idaho, Minnesota, Montana, North Dakota, Oregon, and Washington states. TRACK STANDARDS
6. For a visual illustration of these use cases and additional information on main line related clearances, see BNSF 2509.01 & BNSF 2509.03
02.

CLEARANCE REQUIREMENTS BY STATE

AND RECOMMENDED BNSF CLEARANCE
04

Stock Codes Table (Login With Your BNSF email account)

STATUS
DRAFTED
Released
OR

REVISED
ISC CHECKED EKF APPROVED EKF BNSF RAILWAY COMPANY - SYSTEM TRACK STANDARDS DATE:
3/18/2019 PLAN NO
2509 SHEET
02 REVISION
04
Navigate to Other Drawings (Login With Your BNSF email account) A-44 2509.02.04
 Team tracks
House tracks
ILLUSTRATIVE 14'-0"(9 & 10)
Industry tracks
14'-0"(9 & 10) Repair tracks
Caboose tracks

DIAGRAM

s
FOR CLEARANCES

ck
ra
lt
lle
)

ra
(5

a
p
)
"

(5

re
'-0

o
4

"
All poles, posts, and similar features

m
'-0

r
4

o
1

o
Signals or

w
T
Switch Stands Signals or
(Field Side) Switch Stands
(30 & 34) between tracks
(31)
8'-6" (35)
High or (24 - 29)
8'-6" Min. - Signal Instructions
20'-0"(7) Low platform BNSF 1001.00 / CS 100100
may be more restrictive 8'-6" (35)

6'-0" (32)
20'-0" Mainline tracks (4 & 6)
6'-0" (32)

20'-0"(6)

20'-0"(7)
Warehouse unloading platforms
State regulations govern (11)

)
(8
Switch machines or

"
-0
Ladder Tracks Ladder Tracks

'
other switch mechanisms

0
2
for signals & interlockers
(33 & 34)

6"
8'
GENERAL NOTES R

1. Dimensions shown are BNSF general clearances only. Where dimensions are not shown, refer to
BNSF 2509.02 for details. State or federal regulations supersede BNSF recommended clearances. CLEARANCE ENVELOPE

ALL STRUCTURES (BNSF)

2. Numbers in parenthesis represent column numbers for dimensions in columns perBNSF 2509.02 (12 - 23, 36 & 37)

23'
Centerline of track

3. For existing track centers, refer toBNSF 2509.03

4. For new construction track centers, refer to BNSF 2509.01 & BNSF 2509.02

5. Stepped platforms are not allowed. For additional information regarding platforms,
Platform clearances
refer toBNSF 1001.00 / CS 100100
8' 6"
(28 & 29)

Top of rail
(26 & 27)

(24 & 25)

2509.

BNSF STANDARD PLAN

TRACK STANDARDS
01.

BNSF MINIMUM CLEARANCE

Stock Codes Table (Login With Your BNSF email account) DIAGRAMS & ILLUSTRATIONS
11

STATUS
DRAFTED
Released
OR

REVISED
ISC CHECKED EKF APPROVED EKF BNSF RAILWAY COMPANY - SYSTEM TRACK STANDARDS DATE:
3/18/2019 PLAN NO
2509 SHEET
01 REVISION
11
Navigate to Other Drawings (Login With Your BNSF email account) A-45 2509.01.11
A-46
VERTICAL CURVES

Vertical curves should be used to round off all intersecting grades.

The length of a vertical curve is determined by the grades to be connected and the
speed of the traffic.

The rate of change for tracks with a vertical curve concave upwards (sag) should be
one-half the rate of change of a vertical curve concave downward (summit).

The rate of change for high-speed main tracks (> 50 MPH) should not be more
than 0.05 feet per station (of 100 feet) in sags, and not more than 0.10
feet per station on summits.

For secondary main tracks (speed < 50 MPH), the rate of change should not be
more than 0.10 feet per station in sags, and not more than 0.20 feet per
station on summits.

For industry tracks and non-main tracks with speeds not greater than 20 MPH,
the rate of change should not be more than 2.0 feet per station for both
sags and summits.

The rate of change per station is calculated as follows: R = D/L Where:

R = Rate of change per station

D = Algebraic difference of the two intercepting grades
L = Length of vertical curve in 100-ft. stations
M = Correction from the straight grade to the vertical curve

A parabola is used for the vertical curve in which the correction from the straight grade
for the first station is one half the rate of change, and the others vary as the square of
the distance from the point of tangency. Where points fall on full stations, it will be
necessary to figure these for only one half the vertical curve, as they are the same for
corresponding points each side of the vertex. Corrections are (-) when the vertical
curve is concave downwards (summit), and (+) when the vertical curve is concave
upwards (sag). The rate of change may be assumed and the length of vertical curve
computed, or preferable the length assumed and the rate computed.

Revd 12/11/2012
A-47
VERTICAL CURVES

For example:
Assume length = 600 feet (6 stations)
D – 0.50 minus –0.22 = 0.72
R = 0.72/6 = 0.12

Calculate the straight-grade elevations for each station.

The correction for the first station is one-half the rate of change (R). So, the correction
for station 11 is 0.06 (minus since it concaves downwards).

The correction for the Station 12 is 4(0.06) = 0.24. This is the correction to the first
station (one-half the rate of change) multiplied by the square of the length, in
stations, from the PVC. At Station 13 (the PVI), the correction is 9(0.06) = 0.54.
Notice the corrections for Stations 11 and 15 are the same. Likewise, for 12 and
14, since they are the same distance from the PVC and PVT. So, only one-half of
the curve’s corrections need to be calculated.

Next, apply the correction at each station to the straight-grade elevation to obtain the
elevation on the vertical curve.

A simpler method of computing this and one that furnishes check throughout is the
following:
Sta. 10 90.00
+0.44 (% grade sta. 9 to 10) minus one half rate = 0.50 – 0.06
Sta. 11 90.44
+0.32 (% grade sta. 10 to 11) minus rate = 0.44 – 0.12
Sta. 12 90.76
+0.20 (% grade sta. 11 to 12) minus rate = 0.32 – 0.12
Sta. 13 90.96
+0.08 (% grade sta. 12 to 13) minus rate = 0.20 – 0.12
Sta. 14 91.04
-0.04 (% grade sta. 13 to 14) minus rate = 0.08 – 0.12
Sta. 15 91.00
-0.16 (% grade sta. 14 to 15) minus rate = -0.04 – 0.12
Sta. 16 90.84

Revd 12/11/2012
A-48
Engineering Instructions 26 Underground Utilities

BNSF Railway
Underground Cable Location and Acknowledgement

Date: ________________ Project: _________________

Meeting Location: ______________________ Time: ___________________

Attendees at proposed work site (Signature of representative)

BNSF Telecom ____________________

BNSF Signal ______________________ Grading Contractor __________________

Project Inspector ___________________ Flag Person on Duty _________________

No grading will be permitted in this area without this completed form in the possession of the above.

Notes:
All signal cables must be marked with paint and flags (as ground conditions permit) prior to any grading.

____________________________________________________________________________________

____________________________________________________________________________________

____________________________________________________________________________________

____________________________________________________________________________________

____________________________________________________________________________________

____________________________________________________________________________________

Copyright BNSF 1999 Revision: October 15, 2004

Figure 26-1. Underground Cable Location and Acknowledgement

Revision: January 1, 2012 26-9

A-49
A-50
I acknowledge that I have received the internet link and/or hard copy of BNSF’s
“Guidelines for Industry Track Projects” dated July 2023. I understand that the
design and construction of this facility will follow the Guidelines. Questions concerning
the Guidelines are to be directed to the BNSF Project Engineer listed below.

https://www.bnsf.com/ship-with-bnsf/rail-development/pdf/IndustryTrackGuidelines.pdf
(Industrial Track Guidelines)
https://www.bnsf.com/bnsf-resources/pdf/about-bnsf/utility.pdf << Utility Specs

Owner Representative

_______________________________________________ __________________
Signature Date

__________________________________ ______________________________
Printed Company Name

__________________________________

BNSF Project Engineer

A-51